U.S. Route 13 in Delaware
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Major junctions | ||||
South end | US 13 at Maryland border in Delmar | |||
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North end | US 13 at Pennsylvania border near Claymont | |||
Location | ||||
Country | United States | |||
State | Delaware | |||
Counties | Sussex, Kent, New Castle | |||
Highway system | ||||
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U.S. Route 13 (US 13) is a
The portion of US 13 between Delmar and Dover was constructed as a state highway during the 1920s. Between Dover and Wilmington, the route was built as part of the cross-state DuPont Highway, which was completed in 1923 and improved transportation between northern and southern Delaware. North of Wilmington, what would become US 13 was originally built as the Philadelphia Pike in the 1820s and improved to a state highway by 1920. US 13 was designated through Delaware when the U.S. Highway System was created in 1926. The route was widened into a divided highway between Dover and Wilmington in the 1930s and between Delmar and Dover in the 1950s. US 13 was routed to bypass Dover in the 1950s. In 1970, US 13 was moved to its current alignment between Wilmington and Claymont on a bypass built in the 1930s. The portion of US 13 between Dover and Wilmington saw heavy traffic heading to the
Route description
US 13 enters Delaware from
The section of US 13 south of Tybouts Corner serves as part of a primary
Sussex County
US 13 enters Delaware from
US 13 leaves Seaford and continues into rural areas with some development along the road. The road crosses Clear Brook east of Hearns Pond and the highway passes to the east of a residential development as Bridgeville Highway intersects the road. The road passes west of a
Kent County
US 13 continues north into
Following this, US 13 runs through a mix of farms and woods, crossing
Past Scarborough Road, the road narrows back to four lanes and passes northeast of the Terry Campus of Delaware Technical Community College. At the West Denneys Road intersection, US 13 leaves Dover and continues past residential and commercial development. To the east of the town of Cheswold, the route has a junction with DE 42 at Bishops Corner. Following this, the highway heads through a mix of residential development and farmland, crossing Alston Branch before curving north at the point it crosses the Leipsic River to the east of Garrisons Lake. US 13 passes more development and rural areas as it continues north and enters the town of Smyrna. Here, the name changes to South Dupont Boulevard and it runs past businesses as it reaches a ramp to the DE 1 toll road to the east. The road bends to the northwest as it heads to the east of a residential neighborhood and intersects Smyrna-Leipsic Road before passing west of the Belmont Hall State Conference Center. The route crosses Mill Creek to the east of Lake Como and runs through commercial areas in the eastern part of Smyrna. US 13 intersects DE 6, at which point the name becomes North Dupont Boulevard and DE 6 turns north for a concurrency. In the northern part of town, DE 6 splits from US 13 by heading southwest along with DE 300.[3][4]
New Castle County
US 13 crosses the
The route passes west of a park and pool lot and enters the town of
US 13 heads across the
At this point, US 40 joins US 13 and the roadway continues northeast as an eight-lane highway. The road runs through commercial areas, coming to an intersection with DE 273 in Hares Corner. At this point, DE 9 Truck splits from US 13/US 40 by heading east along DE 273. Past this intersection, US 13/US 40 becomes North Dupont Highway and passes between Wilmington Airport to the northwest and businesses to the southeast as it runs along the western border of New Castle for a short distance, reaching a partial cloverleaf interchange with the southern terminus of US 202 and DE 141 at the end of the airport property. Following this, the two routes narrow to six lanes, heading to the northwest of the Main Campus of Wilmington University and running through more commercial areas in Wilmington Manor. Along this stretch, the route gains a northbound combined right turn, bus, and bicycle lane. The road loses the northbound combined right turn, bus, and bicycle lane before passing over the Jack A. Markell Trail and reaching an interchange with I-295 in Farnhurst, where US 40 splits from US 13 by heading east along I-295 toward the Delaware Memorial Bridge. This interchange also provides access from US 13 to I-95 and I-495 via I-295. Past the I-295/US 40 interchange, the highway passes east of the Delaware Department of Health and Social Services' Herman M. Holloway Sr. Campus and regains a northbound combined right turn, bus, and bicycle lane as it heads through more commercial areas in Minquadale. US 13 loses the northbound combined right turn, bus, and bicycle lane again before it reaches an interchange with I-495, with access to and from the northbound lanes of I-495 and from the southbound lanes of I-495. Immediately after this interchange, US 13 Bus. splits from US 13 to head north into downtown Wilmington.[3][4]
US 13 leaves Wilmington and runs east through commercial areas, with the median turning into a
Rest area
The Smyrna Rest Area (officially the Chauncey O. Simpson Memorial Rest Area) is a
History
Predecessor roads
Before the numbering of the U.S. Highway System, there were many roads that ran north–south across Delaware along the rough alignment of the present route. In the 18th century, the King's Highway ran between Dover and Wilmington; south of Dover it continued southeast toward Lewes. By the later part of that century, a post road ran from Horn Town, Virginia, north across the Delmarva Peninsula. The road ran between Dover and Wilmington, where it continued northeast to the Pennsylvania border and headed toward Philadelphia.[14] In 1813, the Wilmington and Philadelphia Turnpike Company was chartered to build a turnpike running from the Brandywine Bridge in Wilmington northeast to the Pennsylvania border, where the roadway would continue to Philadelphia. A 3.75-mile (6.04 km) long portion of the road near Wilmington was finished in 1816 with the remainder completed in 1823.[15] With the Federal Aid Road Act of 1916, the Philadelphia Pike was to be improved by the state.[16] The Philadelphia Pike was upgraded to a state highway by 1920.[17] The Philadelphia Pike was designated a branch of Lincoln Highway[18] and part of the Capitol Trail[19] in the 1910s, which continued west of Wilmington to Newark and the Maryland border along the present-day DE 2 corridor.[20]
Construction of state highways
The portion of US 13 between Dover and Wilmington was built as part of the DuPont Highway. The DuPont Highway was proposed in 1908 by
In 1911, the Coleman DuPont Road, Inc., was established and construction on the highway began.[22] By 1912, construction was interrupted by litigation challenging both the constitutionality of the law establishing the road building corporation and the need for DuPont to acquire such a large right-of-way.[23] DuPont would narrow the proposed right-of-way to 100 feet (30 m) in order to compromise with opponents of the highway in addition to offering landowners whose properties were affected by the highway five times the assessed value of the land five years after the highway was completed.[22] The DuPont Highway would end up being built on a 60-foot (18 m) alignment with a 32-foot (9.8 m) wide roadway.[24] The length of the DuPont Highway between Selbyville and Wilmington was completed in 1923, with one of the final portions to be completed at the Drawyers Creek north of Odessa. A ceremony marking the completion of the highway was held in Dover on July 2, 1924.[25] The completion of the DuPont Highway improved transportation between northern and southern Delaware and would lead to the expansion of state highways in Delaware.[26]
Work also took place on constructing a state highway running from the Maryland border in Delmar north to Dover. By 1920, most of the highway in Sussex County had been completed with the exceptions of a portion north of Laurel and a portion north of Bridgeville. In Kent County, the state highway was completed between the Sussex County border and Farmington. The portion between Farmington and Woodside was under contract by 1920 while the portion between Woodside and Dover was under proposal.[17] By 1924, the entire length of the state highway between Delmar and Dover was completed.[27] A bascule bridge over the Nanticoke River in Seaford was completed in March 1925.[28] In 1925, recommendations were made to improve the South Market Street Causeway over the Christina River in Wilmington, which included a new bridge over the river.[28] Construction on the drawbridge began in May 1926.[29] In 1927, the new drawbridge, the four-lane South Market Street Bridge, opened over the Christina River on South Market Street in Wilmington, replacing a previous drawbridge that was only two lanes wide.[30]
With the proposal of the U.S. Highway System in 1925, US 13 was planned as one of three routes to pass through Delaware, running from the Maryland border in Delmar via Dover and Wilmington to the Pennsylvania border in Claymont.[28] US 13 was designated on November 11, 1926.[2] US 13 followed the Cape Charles Route between the Maryland border in Delmar and Dover, the DuPont Highway between Dover and Wilmington, Market Street through Wilmington, and the Philadelphia Pike between Wilmington and the Pennsylvania border in Claymont.[31] Between the Maryland border and US 40 (now DE 273) in Hares Corner, US 13 was part of the Ocean Highway, an Atlantic coastal highway stretching from Jacksonville, Florida, north to New Brunswick, New Jersey, that served as the quickest route between the New York City area and Florida before the introduction of the Interstate Highway System. US 13 is one of only four U.S. Routes that form the highway and Delaware was one of the states that participated in the highway's formation.[32] US 13 originally passed through Dover on State Street from Coopers Corner south of Dover to north of Silver Lake.[33] In 1930, US 13 was rerouted to follow a reconstructed Governors Avenue through Dover, with US 113 extended north along State Street from its previous northern terminus at Coopers Corner to end at US 13 at the intersection of Governors Avenue and State Street south of Silver Lake.[34]
Widening and improvements
The portion of the DuPont Highway between Dover and Wilmington saw increased traffic from connecting interstate roads and summer travelers, prompting the Delaware State Highway Department (DSHD) to consider widening the highway in 1925.[28] A year later, the department suggested the Philadelphia Pike be widened along with the DuPont Highway between State Road and Wilmington. This proposal included widening the bridge over a Pennsylvania Railroad line (now the Jack A. Markell Trail) in Farnhurst that was built in 1902.[29] US 13 was widened to four lanes between State Road and Wilmington and between Shellpot Park and Bellevue Quarry along the Philadelphia Pike in 1927.[25][30] The same year, the department recommended expanding the road between St. Georges and State Road into a divided highway.[30] In 1928, the widening of Philadelphia Pike was completed.[35] In 1929, the portion of the highway between St. Georges and State Road was widened into a divided highway.[25][36] The department recommended widening the part of US 13 between Delmar and Dover in 1930 as it was one of the main routes across the Delmarva Peninsula. In addition, plans began to widen the route into a divided highway between Drawyers Creek north of Odessa and St. Georges.[34] The divided highway portion of US 13 between Drawyers Creek and St. Georges was completed in September 1931. Also, work on widening the route to a divided highway between Fieldsboro and Drawyers Creek and from State Road to Wilmington began. The same year, recommendations began to extend the divided highway portion of US 13 south to Dover.[37]
In 1932, the portion of US 13 between Felton and Dover was widened. In addition, the divided highway between Reynolds' Corner and Drawyers Creek was completed in September and work began on widening US 13 into a divided highway between Smyrna and Reynolds' Corner. The completion of the divided highway between State Road and Wilmington was slated for summer 1933. This widening project included widening the bridge over the Pennsylvania Railroad in Farnhurst.[38] In 1933, the divided highway portion of US 13 was extended south to Smyrna while the portion between Dover and Smyrna was under contract. The same year, the remainder of US 13 south of Dover was widened.[39] The divided highway portion between Dover and Smyrna was finished on September 22, 1934, marking the completion of widening US 13 between Dover and Wilmington into a divided highway.[40] At the time, US 13 between Dover and Wilmington was the best superhighway and the longest stretch of divided highway in the world.[41]
In 1937, the narrow crossing of Silver Lake along State Street in Dover was replaced with a new, wider bridge.
In 1950, recommendations were made by the chief engineer of the DSHD to widen US 13 into a divided highway between Delmar and Dover.
The alignment of US 13 in Wilmington has been shifted multiple times to improve traffic flow. By 1932, US 13 was split into the one-way pair of French Street northbound and Market Street southbound in the downtown area.[58] Both directions of the route was shifted to use French Street by 1936.[59] In 1952, a new bridge over the Christina River, the Walnut Street Bridge, was proposed to link Walnut Street in the downtown area with the Dupont Parkway section of US 13 south of the city. Under this plan, the Walnut Street Bridge would be used for northbound traffic while the South Market Street Bridge would be used for southbound traffic.[50] By this time, US 13 was routed on a one-way pair in the downtown area, using Walnut Street northbound and French Street southbound.[51] A year later, the Walnut Street Bridge project was under contract.[52] Construction on the project began in 1955.[54] Construction of the Walnut Street Extension, which included the drawbridge, approach roads, and a new bridge under the Pennsylvania Railroad, now Amtrak's Northeast Corridor, was completed in 1957. As a result, US 13 was split into the one-way pair of South Walnut Street northbound and South Market Street southbound between the south end of the city and downtown.[57][60]
Construction on an interchange with the Delaware Memorial Bridge approach at Farnhurst began on July 12, 1950.
In 1961, the concrete bridge carrying southbound US 13 over the Drawyer Creek north of Odessa was closed due to deterioration from the tidal waters of the creek, with plans for a new bridge made.[64] Two years later, the southbound lanes were moved to the new bridge over the creek, following a straighter alignment.[65]
Bypasses of Dover and Wilmington
Plans were made in 1918 for a bypass to the east of downtown Wilmington for through traffic, avoiding Market Street. The bypass would utilize Heald Street, Church and Spruce streets, and would construct Northeast Boulevard heading northeast from the Eleventh Street Bridge.
In 1935, the portion of present-day US 13 between Bay Road and North State Street was built as part of a realigned US 113.
Relief Route
Between 1958 and 1971, studies were conducted for a bypass of the segment of US 13 through Dover along with a connector between Dover and
As part of building DE 1, the Puncheon Run Connector was proposed to provide a connection between DE 1 and US 13 in the southern part of Dover. The original plan for the connector in 1987 called for upgrading US 13 into a freeway from Woodside north to Dover, with interchanges at DE 10 in Camden and Webbs Lane in Dover. In 1992, plans for the freeway upgrade to US 13 between Woodside and Dover were dropped.[81] On December 21, 1993, DE 1 was completed between US 113 at Dover Air Force Base and US 13 north of Smyrna, with DE 1 rerouted off US 13 between Dover and Smyrna.[82][83]
In December 1995, the section of DE 1 between US 13 in St. Georges and US 13 in Tybouts Corner opened, which included the Chesapeake & Delaware Canal Bridge (now called the Senator William V. Roth Jr. Bridge).[84][85] Following the completion of this segment, DE 1 was rerouted off the surface alignment of US 13 that crossed the St. Georges Bridge.[85] In addition, US 13 was rerouted to follow the new DE 1 between the DE 72 interchange and Tybouts Corner.[85][86] Construction of the new DE 1 had severed US 13 south of Tybouts Corner, with part of the former alignment north of the DE 7 intersection becoming a two-lane road called Old South Dupont Highway using the southbound lanes, with the northbound lanes abandoned, while the section south of there became an extended DE 7 to the intersection with US 13 and DE 72.[85] In building DE 1 across the Chesapeake & Delaware Canal, there were initially plans to demolish the aging St. Georges Bridge that carried US 13 over the canal. The plan drew concerns from residents in St. Georges who feared the community would be split in half. The St. Georges Bridge was instead kept and was refurbished. A southbound exit and northbound entrance at US 13 south of the Chesapeake & Delaware Canal Bridge along DE 1 was built as required by federal legislation that gave the state $115 million toward construction of the new canal bridge.[87]
The segment of DE 1 between US 13 south of Odessa and US 13 in St. Georges opened in November 1999.[74][88] DE 1 was subsequently rerouted off US 13 between those two points.[88] The construction of the final segment of DE 1 between Smyrna and Odessa resulted in a portion of US 13 south of Odessa being shifted further east as DE 1 would be built on top of the road. A service road would serve properties on the southbound side of US 13.[89] In October 2001, northbound US 13 was realigned to the new alignment south of Odessa in order to build DE 1 in that area.[90] In May 2002, US 13 was shifted to a new southbound alignment south of Odessa, with the former portion of the route in that area becoming a service road known as Harris Road.[91][92] The final section of DE 1 between Smyrna and Odessa opened on May 21, 2003.[93] As a result, DE 1 was moved off US 13 between Smyrna and Odessa.[94]
21st century
In June 2007, a $15 million project began that realigned the intersection between US 13 and DE 404/US 13 Bus./DE 404 Bus. in Bridgeville from a skewed intersection to a perpendicular intersection and built service roads on both sides of US 13. The project was intended to improve safety at the intersection, which saw a high accident rate due to its design. Work on the project was completed on May 21, 2009, with DelDOT secretary Carolann Wicks and President of Commissioners for the Town of Bridgeville William Jefferson in attendance at a ceremony.[95][96] On February 29, 2016, construction began on a superstreet intersection at DE 30 (Dorothy Road/Whitesville Road); this project was completed on May 19 of that year.[97]
On December 24, 2018, the ramp from US 13 to northbound DE 1 in St. Georges moved further south to the Biddles Corner mainline toll plaza as part of the project constructing the US 301 toll road.[98][99]
There are plans to widen the portion of US 13 from Lochmeath Way in Camden north to the Puncheon Run Connector in Dover from four lanes to six lanes.[100]
Major intersections
County | Location | mi[1] | km | Destinations | Notes |
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Maryland state line | |||||
Laurel | 6.88 | 11.07 | DE 24 (East 4th Street/Laurel Road) – Laurel, Millsboro | ||
8.01 | 12.89 | Beaches | Western terminus of US 9 | ||
Blades | 13.20 | 21.24 | DE 20 east (Concord Road) – Millsboro, Bethany Beach, Fenwick Island | South end of DE 20 concurrency | |
Seaford | 14.04 | 22.60 | DE 20 west (Norman Eskridge Highway) – Seaford | North end of DE 20 concurrency | |
Cannon | 17.30 | 27.84 | DE 18 (Cannon Road) – Cannon, Federalsburg, Georgetown | ||
Beaches | South end of DE 404 concurrency; southern terminus of US 13 Bus.; eastern terminus of DE 404 Bus. | ||||
US 13 Bus. south (North Main Street) – Bridgeville Historic District | Right-in/right-out intersection southbound; northern terminus of US 13 Bus. | ||||
21.43 | 34.49 | DE 404 west (Newton Road) – Denton, Bay Bridge | North end of DE 404 concurrency | ||
Greenwood | 24.70 | 39.75 | DE 16 / DE 36 (Market Street/Beach Highway) – Denton, Greenwood, Milford, Ellendale | ||
DE 14 Truck west (Tower Hill Road) | South end of DE 14 Truck concurrency | ||||
32.92 | 52.98 | DE 14 (Clark Street/Milford Harrington Highway) – Denton, Harrington, Houston, Milford | North end of DE 14 Truck concurrency; eastern terminus of DE 14 Truck | ||
Felton | 38.68 | 62.25 | DE 12 (East Main Street/Midstate Road) – Felton, Greensboro, Frederica | ||
Canterbury | 41.42 | 66.66 | DE 15 south (Canterbury Road) – Canterbury, Milford | South end of DE 15 concurrency | |
North end of DE 15 concurrency; southern terminus of US 13 Alt. | |||||
Rising Sun | |||||
Dover AFB | |||||
46.93 | 75.53 | Northern terminus of US 13 Alt.; access from US 13 Alt. to northbound US 13 provided by Caboose Road | |||
US 13 Alt. north (South Governors Avenue) | Southern terminus of US 13 Alt.; no access from southbound US 13 Alt. to northbound US 13 | ||||
I-95 – Wilmington, Delaware Memorial Bridge | No access from southbound US 13 to Puncheon Run Connector | ||||
49.86 | 80.24 | Bay Road south to Beaches | Access from southbound US 13 to southbound Bay Road and from northbound Bay Road to northbound US 13 | ||
50.16 | 80.72 | DE 8 (East Division Street) – Hartly, Bay Bridge, Little Creek | |||
51.61 | 83.06 | US 13 Alt. south (North State Street) | Northern terminus of US 13 Alt.; no access from northbound US 13 to southbound US 13 Alt. | ||
Scarborough Road to | DE 1 exit 104 | ||||
Cheswold | 55.57 | 89.43 | DE 42 (Main Street/Fast Landing Road) – Cheswold, Kenton, Leipsic | ||
Beaches, Wilmington | DE 1 exit 114 | ||||
61.36 | 98.75 | DE 6 east (East Commerce Street) | South end of DE 6 concurrency | ||
61.65 | 99.22 | DE 6 west / DE 300 west (East Glenwood Avenue) | North end of DE 6 concurrency; eastern terminus of DE 300 | ||
Beaches, Wilmington, Middletown | DE 1 exit 119 | ||||
| 67.65 | 108.87 | DE 71 north (Summit Bridge Road) – Townsend, Middletown | Southern terminus of DE 71 | |
DE 1 Toll – Middletown | |||||
Beaches | Southern terminus of DE 896 | ||||
I-95 – Wilmington, Philadelphia | Access from US 13 to northbound DE 1 and from southbound DE 1 via Lorewood Grove Road to US 13; DE 1 exit 148 | ||||
South Main Street / Lorewood Grove Road – South St. Georges | Interchange; access via South Main Street northbound and Lorewood Grove Road southbound | ||||
Chesapeake & Delaware Canal | St. Georges Bridge | ||||
North St. Georges | Interchange; access via Broad Street northbound and North Main Street southbound | ||||
Wrangle Hill | 81.65 | 131.40 | DE 7 north (South Dupont Highway) DE 72 south (Wrangle Hill Road) to DE 9 – Delaware City | South end of DE 72 concurrency; southern terminus of DE 7 | |
81.87 | 131.76 | DE 1 exit 152; north end of DE 72 concurrency; south end of DE 1 concurrency | |||
I-95 – Wilmington, Baltimore | DE 1 exit 156; north end of DE 1 concurrency | ||||
84.70 | 136.31 | DE 71 south (Red Lion Road) | Northern terminus of DE 71 | ||
DE 9 Truck south (Hamburg Road) | South end of DE 9 Truck concurrency | ||||
State Road | 87.54 | 140.88 | US 40 west (Pulaski Highway) – Glasgow, Baltimore | No access from northbound US 13 to westbound US 40; south end of US 40 concurrency | |
North end of DE 9 Truck concurrency | |||||
Wilmington Manor | 89.81 | 144.54 | US 202 north / DE 141 – New Castle, Newport | US 202/DE 141 exit 1; southern terminus of US 202 | |
91.10 | 146.61 | Interchange; north end of US 40 concurrency | |||
Port of Wilmington, Philadelphia | I-495 exit 1; no ramp from northbound I-495 to southbound US 13 or from US 13 to southbound I-495; there is a ramp from southbound US 13 Bus. to southbound I-495 | ||||
Wilmington | 92.97 | 149.62 | US 13 Bus. north (South Walnut Street) – Wilmington | Southern terminus of US 13 Bus. | |
94.22 | 151.63 | DE 9 south (New Castle Avenue) – New Castle | South end of DE 9 concurrency | ||
94.42 | 151.95 | DE 9A south (Christiana Avenue) | Northern terminus of DE 9A | ||
94.72 | 152.44 | DE 9 north (East 4th Street) | North end of DE 9 concurrency | ||
Edgemoor | 97.22 | 156.46 | DE 3 (Edgemoor Road) to I-495 south | ||
I-495 north | Access from US 13 to northbound I-495 and from southbound I-495 to US 13; I-495 exit 4A | ||||
Claymont | 101.67 | 163.62 | US 13 Bus. south (Philadelphia Pike) | Northern terminus of US 13 Bus. | |
102.26 | 164.57 | I-495 exit 5 | |||
102.91 | 165.62 | I-95 | Eastern terminus of DE 92 | ||
103.33 | 166.29 | US 13 north (Post Road) – Marcus Hook | Pennsylvania state line | ||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
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See also
- U.S. Roads portal
References
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- ^ .
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{{citation}}
: CS1 maint: others (link) - ^ Milner, pp. 6, 8.
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- ^ Milner, p. 13.
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- ^ Delaware State Highway Department (1931). Official Road Map of the State of Delaware (PDF) (Map). Dover: Delaware State Highway Department. Retrieved November 24, 2015.
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- ^ Annual Report of the State Highway Department (PDF) (Report) (1928 ed.). Dover, Delaware: Delaware State Highway Department. December 31, 1928. p. 12. Archived from the original (PDF) on September 23, 2015. Retrieved January 30, 2014.
- ^ Milner, p. 11.
- ^ Annual Report of the State Highway Department (PDF) (Report) (1931 ed.). Dover, Delaware: Delaware State Highway Department. December 31, 1931. p. 41. Retrieved January 30, 2014.
- ^ Annual Report of the State Highway Department (PDF) (Report) (1932 ed.). Dover, Delaware: Delaware State Highway Department. December 31, 1932. pp. 31, 33. Archived from the original (PDF) on January 7, 2010. Retrieved January 30, 2014.
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- ^ a b Annual Report of the State Highway Department (PDF) (Report) (1934 ed.). Dover, Delaware: Delaware State Highway Department. January 1, 1935. pp. 33, 35. Retrieved January 30, 2014.
- ^ a b Delaware State Highway Department Annual Report (PDF) (Report) (1958 ed.). Dover, Delaware: Delaware State Highway Department. 1958. pp. 4–13. Retrieved November 13, 2014.
- ^ a b Annual Report of the State Highway Department (PDF) (Report) (1937 ed.). Dover, Delaware: Delaware State Highway Department. January 1, 1938. pp. 17, 19. Retrieved January 31, 2014.
- ^ Annual Report of the State Highway Department (PDF) (Report) (1938 ed.). Dover, Delaware: Delaware State Highway Department. January 1, 1939. p. 19. Retrieved November 13, 2014.
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- ^ a b Annual Report of the State Highway Department (PDF) (Report) (1940 ed.). Dover, Delaware: Delaware State Highway Department. January 1, 1941. pp. 12, 15. Retrieved January 31, 2014.
- ^ "Philadelphia District Civil Works - Chesapeake and Delaware Canal". United States Army Corps of Engineers. Retrieved January 31, 2014.
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{{cite report}}
: CS1 maint: multiple names: authors list (link) - ^ a b Carper, Alison (February 12, 1986). "New Route To Be Built For Del. Beach Traffic". The Philadelphia Inquirer. Retrieved October 19, 2014.
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{{cite report}}
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Work cited
- John Milner Associates, Inc. (July 2005). Historic Context for the DuPont Highway U.S. Route 113: Kent and Sussex County, Delaware (PDF). in association with Whitman, Requardt, Inc. and Rummel, Klepper & Kahl, LLP. Dover, DE: Delaware Department of Transportation. Retrieved January 29, 2014.
External links