U.S. Route 63 in Iowa

US 63 enters the state in Davis County north of Lancaster, Missouri. It heads north for about {{convert|11|mi|spell=in}} until it reaches Iowa 2. The route turns east onto Iowa 2 and the two highways travel together until Bloomfield. There, Iowa 2 continues east and US 63 turns north and travels through the town. North of Bloomfield, the highway does not pass through another community for the next {{convert|20|miles}} when it arrives in Ottumwa. At a roundabout on the southeast side of town, it meets US 34. The first of two business routes splits away from the main route and follows westbound US 34 while eastbound US 34 joins US 63. The two highways cross the Des Moines River and curve around the downtown area of Ottumwa until they reach Iowa 163. Here, at a sweeping curve, US 34 follows Iowa 163 east and US 63 heads north. The freeway bypasses Ottumwa to the east and then curves around to the north; a couple interchanges serve local traffic. At the Iowa 149 interchange, the US 63 business route rejoins the mainline highway.{{Google maps|url=https://www.google.com/maps/dir/40.5943752,-92.5225909/Chester,+Iowa/@41.9307519,-92.1066352,8z/data=!4m29!4m28!1m20!3m4!1m2!1d-92.406084!2d40.9488292!3s0x87e61f6eb1a0b5e5:0xe229f5536ebe2114!3m4!1m2!1d-92.3722666!2d41.0456453!3s0x87e61b8e3183e609:0x9d1cf017def2e642!3m4!1m2!1d-92.6399183!2d41.2042842!3s0x87e8b25d7372571f:0x4c4d407cbcb773e5!3m4!1m2!1d-92.456071!2d42.3357247!3s0x87e558795c950ce5:0xbda5450e608e1f78!1m5!1m1!1s0x87fa0c8c91764599:0x7f92e5608858c8d1!2m2!1d-92.360449!2d43.4910768!3e01|title=U.S. Highway 63 in Iowa|access-date=November 11, 2020}}{{cite map |author1=Iowa Department of Transportation |title=Transportation Map |date=January 1, 2020 |location=Ames |cartography=Iowa Department of Transportation |url=https://www.iowadot.gov/maps//msp/pdf/current/stmapmain.pdf |access-date=November 11, 2020 |scale=Approx. 1:570,240 |sections=C2–D8}}

File:US63 South - To IA85 Jct CR-F57 - Montezuma.jpg

After continuing west for a few miles, US 63 and Iowa 163 turn to the northwest near Chillicothe to follow the course of the Des Moines River. At Eddyville, they meet Iowa 137 on the south side of the town. Another exit on the north end serves Eddyville Raceway Park. North of Eddyville, they head north for {{convert|6|mi|spell=in}} until they reach exit 60 where Iowa 163 continues along the four-lane road and US 63 exits to the north. Coincidentally, this interchange is numbered exit 60 in both directions; it is about {{convert|60|mi}} from Iowa 163's western end in Des Moines as well as US 63's southern end. US 63 enters Oskaloosa and meets Iowa Highway 92 in the downtown area. As it leaves Oskaloosa, it passes the campus of William Penn University. It continues north and reaches the town of New Sharon. In this town's downtown area, the highway turns east at the intersection of Main and Market streets. Iowa 146 begins its northward trek at the intersection and from 1980 to 2003, Iowa 102 followed West Market Street toward Pella. When Iowa 102 was turned back in May 2003, the City of New Sharon did not enter into a transfer of jurisdiction agreement with the Iowa Department of Transportation for its portion of the highway, thus the state still maintains the {{convert|1/2|mi|m|spell=in}} of Iowa 102 in the city.{{cite web |last1=Knight |first1=Peggy |title=Primary Route Descriptions – Iowa 102 |url=https://iowadot.gov/analytics/PrimaryRteDescrips/Mahaska/IA%20102.htm |publisher=Iowa Department of Transportation |access-date=November 11, 2020}}

US 63 heads east for a few miles before turning back to the north to head towards Montezuma. There, it skirts the downtown area to the west. Prior to the mid-1990s, it met Iowa 85 at an intersection with Main Street; that highway was turned back to the eastern city limits in 1994.{{cite web |last1=Cain |first1=Patrick R |title=Primary Route Descriptions – Iowa 85 |url=https://iowadot.gov/analytics/PrimaryRteDescrips/Poweshiek/IA%2085.htm |publisher=Iowa Department of Transportation |access-date=November 11, 2020}} Just south of Malcom, US 63 comes to an interchange with I-80. The crosses a line of the Iowa Interstate Railroad and passes through the community. The highway comes to a T-intersection with US 6 between Grinnell and Brooklyn. The two roads overlap each other for {{convert|2|mi|spell=in}} before US 63 splits off to the north. It heads north for about {{convert|15|mi|spell=in}}, crosses the Iowa River and enters Tama. In Tama, it passes through the downtown area where it intersects the Lincoln Highway Heritage Byway. Farther north it meets the byway again before entering Tama's sister city, Toledo. There it has an interchange with the current routing of US 30 and an intersection with the previous routing, now signed as a business route of US 30.

North of Tama–Toledo, the highway passes through rural Tama County. It meets Iowa 96, which heads west toward Gladbrook at a T-intersection. US 63 turns east for a few miles and then turns north into Traer. There it meets the western end of Iowa 8. Continuing north, the highway passes Buckingham to the west and then intersects Iowa 175 not long after crossing into Black Hawk County. At Hudson, it meets Iowa 58 before turning to the northeast. Shortly before the US 20 interchange, the roadway widens to a four-lane divided highway. Known as Sergeant Road through southwestern Waterloo, the highway follows the course of Black Hawk Creek, which flows to the west of the road. At University Avenue, US 63 curves around to meet it at a right angle. Lying just yards from this intersection is an interchange with US 218. US 63 and US 218 do not overlap each other; US 63 splits into a one-way couplet and each direction surrounds the US 218 freeway. Northeast of US 218, US 63 remains as one-way streets. The northbound lanes use 1st Avenue and the southbound lanes use Mullan Avenue. At the Cedar River, Young Arena lies between the two streets.

File:2009-0528-IA26-Chester.jpg

North of Franklin Street, the two directions rejoin and form Logan Avenue. The road travels on a viaduct over railroad tracks owned by Canadian National that opened on November 1, 2019. Previously, the roadway went underneath the railroad tracks, but the underpass was prone to flooding.{{cite news |last1=Jamison |first1=Tim |title=U.S. Highway 63 overpass finally opens |url=https://wcfcourier.com/news/local/govt-and-politics/u-s-highway-63-overpass-finally-opens/article_e8a9365a-2398-5f66-a3a7-42a06f1d6a7a.html |access-date=November 11, 2020 |work=The Waterloo-Cedar Falls Courier |date=November 2, 2019 |language=en}} The road continues through northern Waterloo as a five-lane road, two travel lanes in each direction and a central turning lane. A few miles north of the city limits, the turning lane ends and the road becomes a divided highway. At Denver, an interchange serves the community as the highway curves around it to the west. A short distance later is another interchange with Iowa 3. The four-lane highway continues north where it meets Iowa 93 and Iowa 188 in short succession. About {{convert|6|mi|spell=in}} north of Frederika lies an interchange with US 18 and Iowa 346. US 18 turns onto the US 63 expressway and they head north toward New Hampton.

Just south of New Hampton is an exit for the second of US 63's business routes. At another interchange near the city center, US 18 exits and heads west; Iowa 24 heads east. The four-lane road curves along the north side of town and meets the northern end of the business route. As the road curves back to the north, the divided highway ends and it becomes a two-lane road for the remainder of its trip through Iowa. It travels through rural Chickasaw and Howard counties until it reaches Iowa 9 roughly midway between Riceville and Cresco. It skirts to the west of Lime Springs and then turns to the northwest. The road passes through Chester, which is the last Iowa community along the route. It crosses the Upper Iowa River and enters Minnesota {{convert|3/4|mi|m|spell=in}} later. The roadway continues toward Rochester.

{{Clear}}

What is now the US 63 corridor has been used, under various names, for over 100 years. The route was first organized as the Daniel Boone Trail in 1915 during the height of the Good Roads Movement. Then, the road was maintained by the Daniel Boone Trail Association, which solicited donations from people who lived along the route. Five years later, the Iowa General Assembly passed a primary road bill which shifted the responsibility of road maintenance from associations to Iowa's 99 counties. At the same time, route numbers were applied to the new primary highway system; the Daniel Boone Trail was designated several route numbers.{{cite journal|title=Iowa primary roads soon to be renumbered and remarked to conform to U.S. System of Interstate Highways|publisher=Iowa State Highway Commission|journal=Service Bulletin Oct–Nov–Dec 1925|issue=10–11–12|volume=XIII|date=1925|pages=3–6}} In 1925, confusion between route associations and nascent state highway systems led to the creation of the U.S. Highway System.{{cite book|last1=Thompson|first1=William H.|title=Transportation in Iowa: A Historical Summary|date=1989|publisher=Iowa Department of Transportation|location=Ames, Iowa|page=146|isbn=0-9623167-0-9}} U.S. Highway 63 was realized the next year.{{cite news |last1= |title=Send out signs for numbering U.S. Highways |url=https://www.newspapers.com/clip/81508008/send-out-signs-for-numbering-us/ |access-date=July 15, 2021 |work=The Des Moines Register |date=September 12, 1926 |page=10-L |via=Newspapers.com}}

A road study organized in 1958 identified roads that should be expanded to four lanes by 1980. The study listed all of Iowa 163 and US 63 from Oskaloosa to Bloomfield.{{harvp|Thompson|1989|pp=218, 220}} An updated report in 1968 called for two freeways along US 63, one from Des Moines to Burlington that also used Iowa 163 and another from Waterloo to New Hampton, and widening the road to four lanes from Ottumwa south to the Missouri state line and from New Hampton north to Minnesota.{{harvp|Thompson|1989|pp=249–250}} Major infrastructure projects were undertaken in Ottumwa in the 1950s and 1960s. In the Waterloo area, there were projects in response to growing traffic needs in the 1960s that carried over into the 1970s. Forty years later, these areas once again modernized their roadways.

{{Infobox road small

|state=IA

|type=Registered

|route=Daniel Boone Trail

|length_mi=566

|length_ref={{cite map|url=http://www.iowadot.gov/maps/msp/historical/pdf/1914_1925_Highway.pdf|title=Iowa Registered Highway Routes 1914–1925|year=1986|publisher=Iowa Department of Transportation|location=Ames|format=PDF|access-date=November 11, 2020}}

|location=St. Louis, Mo.–St. Paul, Minn
via Ottumwa, Des Moines, and Fort Dodge

|established=1915

|deleted=1927

}}

Spearheaded by former state representative J.B. McHose of Boone, the Daniel Boone Trail Association was created with the idea of creating the pre-eminent north–south highway in the country at the time. McHose met with chambers of commerce in cities along the proposed route in order to drum up interest. The route was intended to travel from St. Louis, Missouri, to St. Paul, Minnesota, by way of Ottumwa, Oskaloosa, Des Moines, Boone, Fort Dodge, Humboldt, and Algona.{{cite news |last1= |title=Here's New Highway; Daniel Boone Trail |url=https://www.newspapers.com/clip/63066539/heres-new-highway-daniel-boone-trail/ |access-date=November 11, 2020 |work=Des Moines Tribune |date=December 14, 1915 |page=7 |via=Newspapers.com}} {{open access}} Through southern Iowa, it was not immediately known where the trail would be located. Meetings in early 1916 clarified that the route between Des Moines and Oskaloosa would follow the northern bank of the Des Moines River and pass through Pella and Prairie City. An alternate route had been proposed through Knoxville and Albia south of the river.{{cite news |last1= |title=Boone Trailers Are in Big Meet |url=https://newspaperarchive.com/advertisement-clipping-may-11-1916-2064361/ |access-date=November 11, 2020 |work=The Pella Chronicle |date=May 11, 1916 |page=1 |via=Newspaperarchive.com}} {{open access}}

Before numbered highways and road maps became the norm for wayfinding, blue books were an important way for the traveling public to get from place to place. In 1916, then the president of the Daniel Boone Trail Association, McHose accompanied a pathfinder writing for a blue book from Boone to Ottumwa, ensuring the Daniel Boone Trail was recorded correctly for the next edition. At the same time, route markers were being placed along the route. The signs measured {{convert|10|by|30|in|mm}} and said "Daniel Boone trail, Canada to the gulf."{{cite news |last1= |title=Boone Trail Being Logged |url=https://www.newspapers.com/clip/63066822/boone-trail-being-logged/ |access-date=November 11, 2020 |work=Ottumwa Semi-Weekly Courier |date=October 31, 1916 |pages=9 |via=Newspapers.com}} {{open access}}

In 1919, the Iowa General Assembly passed a bill that created a fund for improving and hard-surfacing nearly {{convert|6300|mi|km}} of primary roads in the state. The primary road system was to connect every city and town with at least 1000 inhabitants.{{cite journal|title=Iowa's new road law provides pay-as-you-go plan for improving and hardsurfacing 6,278 miles of highway|publisher=Iowa State Highway Commission|journal=Service Bulletin Supplement March–April 1919|date=1919|volume=VII|issue=3–4|page=3|url=https://books.google.com/books?id=dU1JAQAAMAAJ&pg=PA179|access-date=May 15, 2016|via=Google Books}} The bill gave Iowa's 99 counties the responsibility for maintaining the roads, which had previously fallen upon road associations that sponsored their respective highways.{{cite web|title=Iowa Registered Routes|url=http://www.iowadot.gov/autotrails/autoroutes_registered.htm|publisher=Iowa Department of Transportation|access-date=May 15, 2016}} The new primary roads were assigned route numbers, a trend seen in other Midwestern states. Route numbers were painted onto telegraph and telephone poles in order to guide travelers without the need for maps.{{cite journal|title=Iowa primary roads to be marked with official standard symbol and number July 12 to 17|publisher=Iowa State Highway Commission|journal=Service Bulletin May–June 1920|date=1920|volume=VIII|issue=5–6|page=3|url=https://books.google.com/books?id=dU1JAQAAMAAJ&pg=RA1-PA108|access-date=May 15, 2016|via=Google Books}} Because of the snaking route the Daniel Boone Trail took through the state, it was assigned multiple route numbers: Primary Road No. 13 from the Missouri state line to No. 24 near Hedrick, thence on No. 24 to Oskaloosa, No. 2 from Oskaloosa to Des Moines, No. 60 from Des Moines to Boone, No. 6 from Boone to Ogden, No. 90 from Ogden to Harcourt, and lastly No. 16 from Harcourt to the Minnesota state line.{{cite IowaDOT map |year=1919 |access-date=November 12, 2020}}

File:US 63 Iowa 1926.svg

In the mid-1920s, automobile associations continued to sponsor their named routes — there were 64 such named routes in Iowa — on top of the route numbers given by the state highway commission. This proved to be more confusing than helpful to the casual traveler, so in 1924, the American Association of State Highway Officials (AASHO, later AASHTO) called for a national system of interstate highways. Of the {{convert|75,884|mi}} proposed by AASHO, nearly {{convert|3000|mi}} were allocated to Iowa. Across the country, support for the system was nearly unanimous among state highway officials and the new national routings and route numbers were assigned in 1925. The Iowa State Highway Commission chose to renumber a few highways as to not have conflicting route numbers along important routes. U.S. Highway 63 was designated along Primary Roads No. 13, 24, and 2, which was the Daniel Boone Trail from Missouri to Des Moines. Once the U.S. Highway System was established, the automobile association-sponsored roads gradually disappeared.

File:Iowa1926us.jpg

The new US 63 entered Iowa near Bloomfield and traveled north through Ottumwa to Oskaloosa. There it turned to the northwest to go through Pella, Monroe, and Prairie City. The national northern end of the highway was at the corner of Grand Avenue and E. 14th Street near the Iowa State Capitol where US 32 and US 65 split.{{cite news |last1= |title=How the Highways through Des Moines Are Now Numbered |url=https://www.newspapers.com/clip/17147565/des-moines-register-10171926/ |access-date=November 13, 2020 |work=The Des Moines Register |date=October 17, 1926 |page=10-L |format=Map |via=Newspapers.com}} {{open access}} When it was designated, only a small percentage of the route was paved – a short section south of Oskaloosa and all it in Polk County.{{cite IowaDOT map |year=1927 |access-date=November 12, 2020 |link=no}} By August 1934, the whole route was paved.{{cite IowaDOT map |year=1934 |month=August |access-date=November 13, 2020 |link=no}}

{{Infobox road small

|state=IA

|type=US 1926

|route=163

|length_mi=60

|location=Des Moines–Oskaloosa

|established=1934

|deleted=1937

}}

In 1933, residents of southeastern Minnesota expressed interest to the state highway department for an extension of US 63 from Iowa through Minnesota and to Lake Superior in Wisconsin.{{cite letter |first=Charles M. |last=Babcock |recipient=Fred R. White |subject=U.S. 63 |date=January 8, 1934}} Around the same, AASHO was conducting a review of the young U.S. Highway System. In other states, some U.S. Highways split into two routes, e.g. US 70N and US 70S; these splits were found to not be particularly useful for the traveling public and AASHO recommended their removal.{{cite web |author = U.S. Route Numbering Committee |date = 1934 |title = U.S. Route Numbering Committee |url = https://commons.wikimedia.org/wiki/File:AASHO_USRN_1934-06-23.pdf |type = Report |location = Washington, DC |publisher = American Association of State Highway Officials |pages = 241–242 |access-date = November 14, 2020 |via = Wikimedia Commons}}

At AASHO's annual meeting in 1934, among the topics discussed was the highway system itself. Attendees decreed that the system should serve interstate traffic and that shorter routes that do not serve that purpose should be consolidated into other highways or removed from the system entirely. Additionally, any new routes in the system would only be approved in areas that were unoccupied by any other routes.{{cite news |last1= |title=Trend of National Highway Legislation Brought Out at Santa Fe Convention |url=https://www.newspapers.com/clip/63504746/trend-of-national-highway-legislation/ |access-date=November 18, 2020 |work=Great Falls Tribune |date=November 20, 1934 |location=Great Falls, Montana |page=3 |via=Newspapers.com}} {{open access}} At that same meeting, US 63 away from Des Moines and instead north from Oskaloosa over Iowa 59. This created a route from Turrell, Arkansas, to Ashland, Wisconsin, by way of Waterloo, Rochester, Minnesota, and Red Wing, Minnesota. Due to the major change in the route, the abandoned segment from Oskaloosa to Des Moines was renumbered U.S. Highway 163.{{cite news |last1= |title=U.S. Renumbers Iowa Highways |url=https://www.newspapers.com/clip/63106783/us-renumbers-iowa-highways/ |access-date=November 14, 2020 |work=The Des Moines Register |date=December 6, 1934 |pages=10 |via=Newspapers.com}} {{open access}} The newly numbered US 163 did not last long. In 1937, AASHO changed its policies with regards to numbered highways entirely within one state. As a result, Iowa 163 replaced US 163 in its entirety; US 161 in eastern Iowa was also affected.{{cite web |author = U.S. Route Numbering Committee |date = 1937 |title = U.S. Route Numbering Committee |url = https://commons.wikimedia.org/wiki/File:AASHO_USRN_1937-09-26.pdf |type = Report |location = Washington, DC |publisher = American Association of State Highway Officials |page = 208 |access-date = November 14, 2020 |via = Wikimedia Commons}} When it became US 63, the former Iowa 59 was nearly fully paved. Only the portion of the route in Poweshiek County south of US 6 was a gravel road.{{cite IowaDOT map |year=1935 |access-date=November 14, 2020 |link=no}} That section was paved in 1938.{{cite IowaDOT map |year=1939 |access-date=November 18, 2020 |link=no}}

File:HISTORIC VIEW OF JEFFERSON STREET BRIDGE AND VIADUCT. 1935-36. - Jefferson Street Viaduct, Spanning Des Moines River at U.S. Highway 63-34, Ottumwa, Wapello County, IA HAER IOWA,90-OTT,1-21.tif

After two floods inundated Ottumwa in 1947, the city created an ambitious public works project that began in 1955. The main part of the project was the straightening and widening of the Des Moines River through the city. The main channel of the river was an oxbow that curved into the southern half of the city; a smaller channel bordered the northern half.{{cite web|title=Orthographic Map of Ottumwa|url=http://ortho.gis.iastate.edu/client2.cgi?zoom=5&x0=548607&y0=4541037&gwidth=4500&gheight=4500&pwidth=900&pheight=900&layer=ortho_1950&wmtver=1.0|website=Iowa Geographic Map Server|publisher=Iowa State University Geographic Information Systems Support & Research Facility|access-date=May 6, 2017|date=1950s}} The smaller northern channel was to be widened to accommodate the full river. Dirt excavated for the new channel was to be used to build levees and to provide fill dirt for the relocation of US 63 and US 34.{{cite news|title=Looking at the future Ottumwa|work=Ottumwa Daily Courier|date=April 26, 1955|pages=6–7}} US 63 entered Ottumwa from the south along Madison Street and met US 34 at the foot of the river. They then crossed on the Jefferson Street bridge; US 34 split away at the intersection with Main Street. US 63 continued north on Jefferson but turned west on Vanness Street for a block before turning north on Court Street and out of town.{{cite IowaDOT map|year=1955|inset=Ottumwa|access-date=May 6, 2017}} The new routing of US 63 followed the bank of the Des Moines river more closely. It intersected US 34 near the John Deere plant and followed the new river bank. US 63 turned north onto the new Wapello Street viaduct, passed over downtown, and then north along a new four-lane road that connected to Court Street. The $2-million viaduct was the last piece of the $22-million project (equivalent to ${{Format price|{{Inflation|US-GDP|2000000|1964}}}} and ${{Format price|{{Inflation|US-GDP|22000000|1964}}}}, respectively, in {{Inflation-year|US-GDP}} dollars{{Inflation-fn|US-GDP}}) that lasted ten years.{{cite news |last1=Lamberto |first1=Nick |title=Ottumwa to Dedicate $2 Million Viaduct |url=https://www.newspapers.com/clip/63505161/ottumwa-to-dedicate-2-million-viaduct/ |access-date=November 18, 2020 |work=The Des Moines Register |date=September 7, 1964 |pages=3 |via=Newspapers.com}} {{open access}}

In the late 1950s, an editorial published in the Waterloo Daily Courier called for the Iowa State Highway Commission to widen the highways in the Waterloo area. It cited a statistic that suggested a highway with over daily traffic of over 4000 vehicles should be expanded to four lanes. On US 63, the highway commission's count in 1956 found that 4430 vehicles north of Waterloo and 2490 vehicles south of the city used the highway daily. Traffic on US 63 had nearly doubled since the previous count in 1954.{{cite news |last1= |title=Rapidly Increasing Traffic Count Shows Four-Lane Road Needs |url=https://www.newspapers.com/clip/63558703/rapidly-increasing-traffic-count-shows/ |access-date=November 18, 2020 |work=Waterloo Daily Courier |date=July 2, 1957 |page=4 |format=Editorial |via=Newspapers.com}} {{open access}} Traffic entered Waterloo from the southwest on a winding road that became 4th Street. At Washington Street, which carried US 218, the highway split into a one-way couplet between Washington and Franklin streets. Northbound traffic used 5th Street and southbound traffic Park Avenue; both streets traveled over the Cedar River and passed through downtown Waterloo. At Franklin, which carried US 20, the two directions of US 63 and they followed Franklin for a few blocks before turning north onto Logan Avenue. At the intersection with Center Street, there was a level crossing with the Illinois Central Railroad.{{cite IowaDOT map |year=1960 |access-date=November 18, 2020 |inset=Waterloo–Cedar Falls |link=no}}

Two years later, the commission announced $8 million in highway projects (equivalent to ${{Format price|{{Inflation|US-GDP|8000000|1959}}}} in {{Inflation-year|US-GDP}} dollars{{Inflation-fn|US-GDP}}) in the Waterloo area, among which was relocating US 63 on the west side of Waterloo, a shifted Cedar River crossing, and a rail crossing north of downtown. In 1960, it was announced that the rerouted path of US 63 in western Waterloo would run adjacent to the Chicago Great Western railroad tracks that ran along Black Hawk Creek. It would then meet US 218 near the John Deere plant and then use Mullan Avenue and a new bridge at 1st Street across the Cedar River to US 20.{{cite news |last1= |title=Highway 63 Bridge Means Major Improvement for City |url=https://www.newspapers.com/clip/63559171/highway-63-bridge-means-major/ |access-date=November 18, 2020 |work=Waterloo Daily Courier |date=December 18, 1960 |page=4 |format=Editorial |via=Newspapers.com}} {{open access}} North of US 20, an underpass would be constructed to eliminate the Illinois Central crossing.{{cite news |last1= |title=To Spend $2 Million on Highways in Waterloo Area |url=https://www.newspapers.com/clip/63568315/to-spend-2-million-on-highways-in/ |access-date=November 18, 2020 |work=Waterloo Sunday Courier |date=January 17, 1960 |page=23 |via=Newspapers.com}} {{open access}} The new underpass opened with great fanfare on October 31, 1963, as it brought relief from a bottlenecks brought on by the nearby rail yard. A pedestrian bridge over US 63 was built as well.{{cite news |last1= |title=Plan Formal Opening of Highway 63 |url=https://www.newspapers.com/clip/61335635/the-courier/ |access-date=November 18, 2020 |work=Waterloo Sunday Courier |date=October 27, 1963 |page=47 |quote=Newspapers.com}} {{open access}}

Parts of the western Waterloo route opened in 1962. It was opened up from Hudson to San Marnan Drive, which was Iowa 412. The rest of the western Waterloo highway was delayed by the city so the Army Corps of Engineers could complete a study on flood control in the downtown area. It was not known if the heights of any potential new levees would require a new Mullan Avenue bridge.{{cite news |last1= |title=Road Plan Hinges on Flood Control Decision |url=https://www.newspapers.com/clip/63572112/road-plan-hinges-on-flood-control/ |access-date=November 19, 2020 |work=Waterloo Daily Courier |date=October 10, 1962 |page=6 |format=Editorial |via=Newspapers.com}} {{open access}} The new section of highway from Hudson featured a 90-degree turn, a temporary stopgap measure until the rest of the highway could be built to US 218. Inadequate signage notifying drivers of an abrupt speed limit change from {{convert|70|to|25|mph|km/h|round=5}} led to numerous accidents where drivers did not handle the turn correctly.{{cite news |last1= |title=Better Warnings Needed at Hwy. 63 South Turn |url=https://www.newspapers.com/clip/63559104/better-warnings-needed-at-hwy-63-south/ |access-date=November 19, 2020 |work=Waterloo Daily Courier |date=November 15, 1965 |page=4 |format=Editorial |via=Newspapers.com}} {{open access}} The connection to US 218 opened on December 16, 1968.{{cite news |last1= |title=Traffic Moves on New Highway 63 Segment |url=https://www.newspapers.com/clip/63572520/traffic-moves-on-new-highway-63-segment/ |access-date=November 19, 2020 |work=Waterloo Daily Courier |date=December 16, 1968 |page=6 |format=Photo |via=Newspapers.com}} {{open access}}

A new bridge over the Cedar River opened in June 1968, but northbound US 63 traffic was not rerouted onto the new span right away. Traffic lights and street lights were not yet installed along the bridge and widened First Street.{{cite news |last1= |title=New Bridge Open for Local Traffic |url=https://www.newspapers.com/clip/63597922/new-bridge-open-for-local-traffic/ |access-date=November 19, 2020 |work=Waterloo Daily Courier |date=June 17, 1968 |page=17 |via=Newspapers.com}} {{open access}} Southbound US 63 was using the Mullan Avenue shortly after the First Street bridge opened. The Waterloo City Council voted in March 1969 to replace the Mullan Avenue bridge with a new span. The old bridge was built in 1913, but it was determined to be in worse condition than originally believed.{{cite news |last1=Hovelson |first1=Jack |title=Vote New Span at Waterloo |url=https://www.newspapers.com/clip/63572652/vote-new-span-at-waterloo/ |access-date=November 19, 2020 |work=The Des Moines Register |date=March 11, 1969 |page=11 |via=Newspapers.com}} {{open access}} The Mullan Avenue bridge closed on February 16, 1970, and southbound US 63 traffic was detoured to 5th Street; by then northbound US 63 traffic had been using the First Street bridge.{{cite news |last1= |title=Closing of Mullan Avenue Bridge Slated on Feb. 16 |url=https://www.newspapers.com/clip/63572688/closing-of-mullan-avenue-bridge-slated/ |access-date=November 19, 2020 |work=Waterloo Daily Courier |date=February 4, 1970 |page=5 |via=Newspapers.com}} {{open access}} A month later, while using a wrecking ball on one of the support arches, the rest of bridge collapsed into the Cedar River. A small tractor and large air compressor fell into the water with the bridge.{{cite news |last1= |title=Arches on Mullan Avenue Bridge Tumble Into River |url=https://www.newspapers.com/clip/63572640/arches-on-mullan-avenue-bridge-tumble/ |access-date=November 19, 2020 |work=Waterloo Daily Courier |date=March 12, 1970 |page=9 |via=Newspapers.com}} {{open access}} The new Mullan Avenue bridge opened on November 23, 1970.{{cite news |last1= |title=Mullan Ave. Bridge to Be Open to Traffic Monday |url=https://www.newspapers.com/clip/63572666/mullan-ave-bridge-to-be-open-to/ |work=Waterloo Daily Courier |date=November 18, 1970 |page=3 |quote=Newspapers.com}} {{open access}}

The 1980s and 1990s were a busy time for road construction in the Waterloo–Cedar Falls metro area. Waterloo mayor Leo P. Rooff in the 1970s declined extending I-380 to Cedar Falls by using the Federal Highway Administration's interstate substitution program; money that was earmarked for interstate highway construction could be used for other projects. Rooff wanted the money to be used for existing infrastructure, which was not in good condition. Some of the money saved was used to build the Iowa 58 expressway in Cedar Falls and the US 218 expressway connecting the two cities.{{cite news |last1=Jamison |first1=Tim |title=Just Reward |url=https://www.newspapers.com/clip/63538880/just-reward/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=September 1, 1996 |page=10 |via=Newspapers.com}} {{open access}} US 20 was rerouted onto a freeway south of Iowa 412 in 1983; the interchange between US 20 and US 63 was built overtop Iowa 412's western end. I-380 was completed in 1985 finally connecting the area to the Interstate Highway System.{{cite news |last1=Rasdal |first1=Dave |title=After 16 years, I-380 finished |url=https://www.newspapers.com/clip/63653613/after-16-years-i-380-finished/ |access-date=November 20, 2020 |work=The Gazette |date=September 13, 1985 |location=Cedar Rapids |page=2 |via=Newspapers.com}} {{open access}} A {{convert|4|¢/gal|¢/L|adj=on}} increase in Iowa's gas tax in 1988 (equivalent to {{convert|{{Inflation|US|4|1988|{{Inflation-year|US-GDP}}}}|¢/gal|¢/L|abbr=on|disp=sqbr}} in {{Inflation-year|US-GDP}} dollars{{Inflation-fn|US}}) also added some much needed funds for highway construction.{{cite news |last1=Kinney |first1=Pat |title=Gas tax pumps life into metro road work |url=https://www.newspapers.com/clip/63541738/gas-tax-pumps-life-into-metro-road-work/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=March 28, 1988 |page=5 |via=Newspapers.com}} {{open access}} In the early 1990s, connecting Waterloo to Rochester, Minnesota, was looked at as the next big project. A study suggested building a four-lane road in stages all the way into Minnesota, but also suggesting improving the existing two-lane roadway and constructing bypasses around cities.{{cite news |last1=Kinney |first1=Pat |title=Study eyes widening of U.S. 63 |url=https://www.newspapers.com/clip/63654390/study-eyes-widening-of-us-63/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=March 18, 1992 |page=A1–2 |via=Newspapers.com}} {{open access}} Meanwhile, construction of a bypass around Denver was ongoing.{{cite news |last1=Kinney |first1=Pat |title=Highway 63 bypass work gets under way |url=https://www.newspapers.com/clip/63653956/highway-63-bypass-work-gets-under-way/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=May 25, 1993 |page=A1–2 |via=Newspapers.com}} {{open access}} The Denver bypass was initially approved in 1986, but it was not programmed for construction until 1991–1992.{{cite news |last1=Abbas |first1=Peg |title=DOT, Denver Council agree to highway bypass |url=https://www.newspapers.com/clip/63656369/dot-denver-council-agree-to-highway/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=November 4, 1986 |page=B5 |via=Newspapers.com}} {{open access}}{{cite news |last1=Abbas |first1=Peg |title=All seems quiet on Highway 63 front |url=https://www.newspapers.com/clip/63656395/all-seems-quiet-on-highway-63-front/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=October 20, 1989 |page=C3 |via=Newspapers.com}} {{open access}} Traffic was routed onto the new bypass in October 1994, but the project wasn't completed for another month.{{cite news |last1=Healy |first1=Nick |title=Denver doing just fine without stream of highway traffic |url=https://www.newspapers.com/clip/63657694/denver-doing-just-fine-without-stream/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=January 8, 1995 |pages=B1, B3 |via=Newspapers.com}} {{open access}}

{{further|Iowa Highway 163}}

In 1996, the Iowa Transportation Commission approved an ambitious, $1.7-billion highway construction plan (equivalent to ${{Format price|{{Inflation|US-GDP|1700000000|1996}}}} in {{Inflation-year|US-GDP}} dollars{{Inflation-fn|US-GDP}}) that would expand six important corridors to four-lane expressways—and not freeways—including the Des Moines to Burlington route, by 2004.{{cite news|last1=Boshart|first1=Rod|title=Highway plan to speed big area projects|url=https://newspaperarchive.com/anonymous-other-articles-clipping-dec-18-1996-283602/|access-date=May 21, 2017|work=The Gazette|date=December 18, 1996|location=Cedar Rapids, Iowa|page=1|via=Newspaperarchive.com}} {{open access}} Local officials applauded the project, stating that it would improve the state's economy overall and help southeastern Iowa businesses locally.{{cite news|last1=Petroski|first1=William|title=DOT pushes 'fast track' road building|work=The Des Moines Register|date=October 28, 1998|pages=11}} The project received a major boost when President Bill Clinton signed a $216-billion highway bill on June 9, 1998, out of which $314 million was earmarked for Iowa projects (equivalent to ${{Format price|{{Inflation|US-GDP|216000000000|1998}}}} and ${{Format price|{{Inflation|US-GDP|314000000|1998}}}} in {{Inflation-year|US-GDP}} dollars, respectively{{Inflation-fn|US-GDP}}).{{cite news|last1=Obradovich|first1=Kathie|title=Bill: Paving the way for area projects?|url=https://newspaperarchive.com/anonymous-other-articles-clipping-jun-11-1998-283790/|access-date=May 21, 2017|work=Ottumwa Courier|date=June 11, 1998|pages=1|via=Newspaperarchive.com}} {{open access}} Plans to begin work on the new highway were submitted to the transportation commission and approved.{{cite news|author1=|title=Southeast Iowa expressway wins state OK|url=https://newspaperarchive.com/anonymous-other-articles-clipping-oct-29-1998-284068/|access-date=May 21, 2017|work=Ottumwa Courier|date=October 29, 1998|page=11|via=Newspaperarchive.com}} {{open access}}

Construction began on the Des Moines-to-Burlington route. Plans for US 63 between Oskaloosa and Ottumwa did not follow the routing of US 63. Instead, it was to follow Iowa 137 south out of Oskaloosa to Eddyville. Then it would follow Iowa 23 from Eddyville to near Chillicothe. From there it would curve east and rejoin US 63 near the Ottumwa Regional Airport.{{cite news |last1=Davis |first1=Don |title=Eddyville Hopes Bypass Brings Business |url=https://newspaperarchive.com/other-articles-clipping-sep-29-1993-2074098/ |access-date=November 18, 2020 |work=Ottumwa Courier |date=September 29, 1993 |page=2|via=Newspaperarchive.com}} {{open access}} Construction near Eddyville was halted temporarily when the palegreen orchid, a plant considered endangered in Iowa at the time, was found in the sand dune prairie near Eddyville.{{cite news |last1=Love |first1=Orlan |title=Reconsidering Species' Plight |url=https://www.newspapers.com/clip/63502276/reconsidering-species-plight/ |access-date=November 18, 2020 |work=The Gazette |date=December 11, 1998 |page=5C |via=Newspapers.com}} {{open access}} The relocated highway opened on July 15, 1997.{{cite news|last=DeWall|first=Tricia|title=New Four-Lane Highway Expected to Open|newspaper=The Ottumwa Courier|date=July 15, 1997|page=1}} At the same time, what was left of the former Iowa 23 from Ottumwa to Eddyville was turned over to Wapello County and the former routing of US 63 became a new Iowa 23 between Oskaloosa and Iowa 149 near Hedrick; that highway was extended from the new Iowa 23 south to the new expressway.{{cite IowaDOT map |year=1998 |access-date=November 18, 2020}}

Budget constraints in the early part of the 2000s caused the Iowa DOT to table some highway projects, but they were still committed to completing the six high-priority corridors.{{cite news|last1=Boshart|first1=Rod|title=DOT: Budget woes won't slice into high-priority road projects|url=https://newspaperarchive.com/anonymous-other-articles-clipping-aug-14-2001-283828/|access-date=May 21, 2017|work=The Gazette|date=August 14, 2001|location=Cedar Rapids, Iowa|page=5B|via=Newspaperarchive.com}} {{open access}} Part of the budget issues were caused by a change in federal earmark philosophy. Prior to this change, the Congress would fund projects individually, but now funding was being given to states in the form of a block grant and discretion on how the funds would be used was now up to the states.{{cite news|last1=Newman|first1=Mark|title=Ottumwans hope for bypass by 2007|url=https://newspaperarchive.com/anonymous-other-articles-clipping-oct-17-2003-283979/|access-date=May 21, 2017|work=Ottumwa Courier|date=October 17, 2003|pages=1, 7|via=Newspaperarchive.com}} {{open access}} The DOT was able to achieve some savings by extending the timeline for completing the priority projects.{{cite news|last1=Boshart|first1=Rod|title=DOT maps out construction|url=https://newspaperarchive.com/anonymous-other-articles-clipping-nov-08-2002-283861/|access-date=May 21, 2017|work=The Gazette|date=November 8, 2002|location=Cedar Rapids, Iowa|page=1B|via=Newspaperarchive.com}} {{open access}} The Ottumwa bypass was one of the delayed roads. The Iowa Transportation Commission initially approved the road in 1998, but later put the project on hold.{{cite news |last1=Petroski |first1=William |title=$67 Million Road Gets Go-Ahead |url=https://www.newspapers.com/clip/63503517/67-million-road-gets-go-ahead/ |access-date=November 18, 2020 |work=The Des Moines Register |date=April 8, 1998 |page=1M |via=Newspapers.com}} {{open access}} The commission re-approved the plan for the {{convert|9|mi|adj=on|spell=in}} road at a cost of $68 million (equivalent to ${{Format price|{{Inflation|US-GDP|68000000|2001}}}} in {{Inflation-year|US-GDP}} dollars{{Inflation-fn|US-GDP}}).{{cite news |last1=Petroski |first1=William |title=Transportation Panel OKs Nine-Mile Ottumwa Bypass |url=https://www.newspapers.com/clip/63503241/transportation-panel-oks-nine-mile/ |access-date=November 18, 2020 |work=The Des Moines Register |date=December 12, 2001 |page=2B |via=Newspapers.com}} {{open access}}

Construction lasted for a couple years; crews were able to make use of a fruitful 2007 road construction season.{{cite news |last1=Petroski |first1=William |title=Road Crews Complete Productive Season |url=https://www.newspapers.com/clip/63504361/road-crews-complete-productive-season/ |work=The Des Moines Register |date=November 5, 2007 |page=B1 |via=Newspapers.com}} {{open access}} Ottumwa's bypass opened to traffic on November 19, 2007.{{cite news|author1=|title=U.S. 63 bypass in Ottumwa set to open for traffic|url=https://newspaperarchive.com/anonymous-other-articles-clipping-nov-18-2007-284031/|access-date=May 21, 2017|work=The Gazette|date=November 18, 2007|location=Cedar Rapids, Iowa|page=2B|via=Newspaperarchive.com}} {{open access}} The new road shifted US 63 traffic out of downtown and onto US 34 heading east from the intersection of the two highways near the city's John Deere plant. The final section of the {{convert|165|mi|km|adj=mid|-long}} Des Moines to Burlington route was completed in November 2008. Governor Chet Culver presided over the ribbon cutting ceremony that celebrated the opening of the Fairfield bypass and the completion of the 1996 highway plan.{{cite news|last1=Wilson|first1=Doug|title={{sic|nolink=y|reason=error in source|Dignataries}} gather to celebrate U.S. 34 bypass opening|url=http://www.whig.com/article/20081113/ARTICLE/311139993|access-date=May 21, 2017|work=Quincy Herald-Whig|date=November 13, 2008|location=Quincy, Illinois}} The next year, the Des Moines to Burlington route was given a single route number, Iowa 163, which had previously extended from Des Moines to Oskaloosa. Between Oskaloosa and Burlington, the Iowa 163 number was overlaid atop the existing route numbers, US 63 and US 34.{{cite news|title=Converged highway gets name|last=Van Nostrand|first=John|date=October 16, 2009|work=The Hawk Eye|location=Burlington, Iowa}}

File:New Hampton aerial.jpg

Plans for a bypass in New Hampton started in the early 1990s after a study reported that building a four-lane road that connected Waterloo and Rochester, Minnesota, was economically feasible. The New Hampton city council discussed potential bypass routes as early as 1991.{{cite news |last1= |title=New Hampton council sees Highway 63 bypass routes |url=https://www.newspapers.com/clip/63661168/new-hampton-council-sees-highway-63/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=May 7, 1991 |page=B4 |quote=Newspapers.com}} {{open access}} Initial plans had included connecting the newly constructed bypass of Denver to the New Hampton bypass, but that section was shelved in 1995 due to budget cuts.{{cite news |last1=Kinney |first1=Pat |title=Plan supports widening 218 between Waverly, Charles City |url=https://www.newspapers.com/clip/63662297/plan-supports-widening-218-between/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=December 12, 1995 |pages=A1, A5 |via=Newspapers.com}} {{open access}} The actual design of the bypass was not approved until April 1998.{{cite news |last1=Kinney |first1=Pat |title=New Hampton bypass plan runs into snafu |url=https://www.newspapers.com/clip/63658550/new-hampton-bypass-plan-runs-into-snafu/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=April 8, 1998 |page=C1 |via=Newspapers.com}} {{open access}} Later that year the Iowa DOT pledged to connect the Denver and New Hampton bypasses by 2001. Fourteen people died in accidents on the {{convert|15|mi}} between the two cities from 1986 to 1994, so the announcement was welcomed by local residents.{{cite news |last1=Kinney |first1=Pat |title=State approves plans to widen Highway 63 north of Waterloo by 2001 |url=https://www.newspapers.com/clip/63664038/state-approves-plans-to-widen-highway/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=September 16, 1998 |page=C1 |via=Newspapers.com}} {{open access}} In 2001, however, the section of US 63 between the cities found itself again removed from the DOT's five-year plan.{{cite news |last1=Kinney |first1=Pat |title=Local officials keep eye on stalled Highway 63 project |url=https://www.newspapers.com/clip/63664734/local-officials-keep-eye-on-stalled/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=December 23, 2001 |page=B2 |via=Newspapers.com}} {{open access}}

The bypass of New Hampton was complete in 2002, but the four-lane connection to Denver was not. The transition from four lanes to two presented a few dangers – four-lane traffic must slow down from {{convert|65|-|70|to|55|mph|km/h|round=5|abbr=on}} and then the two-lane road itself was in rough shape. Most frustrating to some was that the DOT already owned the right-of-way for the expanded highway, but they chose to allow farmers to grow oats on the land instead.{{cite news |last1=Kinney |first1=Pat |title=Former transportation commission chairman concerned over road |url=https://www.newspapers.com/clip/63665930/former-transportation-commission/ |access-date=November 20, 2020 |work=Globe-Gazette |location=Macon City, Iowa |date=October 9, 2002 |page=A2 |quote=Newspapers.com}} {{open access}} Road construction budgets received a major boost with the American Recovery and Reinvestment Act of 2009. Highway projects that had been pushed back, like the widening of US 63 between Denver and New Hampton, finally had a green light.{{cite news |last1=Molseed |first1=John |title=Road construction winding down after record season |url=https://www.newspapers.com/clip/63683328/road-construction-winding-down-after/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=November 22, 2009 |pages=D1, D3 |via=Newspapers.com}} {{open access}}

Near Frederika, where the new highway bypassed two 90-degree curves, dirt fill was used from a nearby property that was slated for wetland restoration near the Wapsipinicon River. By using the nearby soil, an estimated $500 thousand was saved from the $2.82 million project (equivalent to ${{Format price|{{Inflation|US-GDP|500000|2007}}}} and ${{Format price|{{Inflation|US-GDP|2820000|2007}}}} in {{Inflation-year|US-GDP}} dollars, respectively{{Inflation-fn|US-GDP}}).{{cite news |last1=Heinselman |first1=Karen |title=Good for the Environment |url=https://www.newspapers.com/clip/63504032/good-for-the-environment/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=November 27, 2007 |page=A3 |via=Newspapers.com}} {{open access}} The expansion of US 63 from New Hampton to Iowa 188 was completed in 2009. The rest of the connection to Denver was scheduled as part of $600 million in statewide road construction for 2012 (equivalent to ${{Format price|{{Inflation|US-GDP|600000000|2012}}}} in {{Inflation-year|US-GDP}} dollars{{Inflation-fn|US-GDP}}).{{cite news |last1=Petroski |first1=William |title=Road work spending in Iowa to push '09 record |url=https://www.newspapers.com/clip/81552545/road-work-spending-in-iowa-to-push-09/ |access-date=July 16, 2021 |work=The Des Moines Register |date=April 2, 2012 |pages=A1–7 |via=Newspapers.com}} {{open access}}

The improvements through Waterloo that came about in the late 1960s were showing their age in the 2010s. The railroad underpass that was celebrated for reducing wait times was subject to flooding after a heavy rain. The four lanes of Logan Avenue were too narrow for turning traffic. The east side of Waterloo was seen as economically depressed. The local media saw an improved US 63 as a welcome mat to the downtown area and by extension, the east side. It was an opportunity to improve the way of life for everyone in Waterloo.{{cite news |title=Transforming U.S. 63 can be economic boon |url=https://www.newspapers.com/clip/63694487/transforming-us-63-can-be-economic/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=September 25, 2016 |page=F1 |format=Editorial |via=Newspapers.com}} {{open access}} A tax increment financing district was created along Logan Avenue and through eastern Waterloo with the hope that the rebuilt highway would be a catalyst to economic growth.{{cite news |last1=Jamison |first1=Tim |title=East side urban renewal plan passes first test with expanded TIF district |url=https://www.newspapers.com/clip/63697101/east-side-urban-renewal-plan-passes/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=March 18, 2008 |page=A3 |via=Newspapers.com}} {{open access}} Six houses were moved out of the construction zone along Logan Avenue and 24 other properties were torn down before work began.{{cite news |last1=Jamison |first1=Tim |title=Mobile homes |url=https://www.newspapers.com/clip/63694009/mobile-homes/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=October 21, 2011 |page=A1 |via=Newspapers.com}} {{open access}} These houses and businesses were removed to make room for walking trails along the highway; they were considered to be located too close to the highway.{{cite news |last1=Jamison |first1=Tim |title=U.S. Highway 63 overpass finally opens |url=https://www.newspapers.com/clip/63695377/us-highway-63-overpass-finally-opens/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=November 3, 2019 |pages=B1–B2 |via=Newspapers.com}} {{open access}}

The project was divided into three phases: north of Newell Street, south of Franklin Street to Jefferson Street across the Cedar River, and the new viaduct between Franklin and Newell. Construction on the segment north of Newell began in 2013 and finished in 2016. The downtown phase was contracted out in January 2017 and finished in early 2019.{{cite news |last1=Jamison |first1=Tim |title=$26 million bid on US 63 job |url=https://www.newspapers.com/clip/63698672/26-million-bid-on-us-63-job/ |access-date=November 21, 2020 |work=The Courier |location=Waterloo, Iowa |date=June 22, 2017 |page=A3 |via=Newspapers.com}} {{open access}} The biggest piece of the corridor improvement puzzle was the replacement of the railroad underpass. The DOT proposed going over the Canadian National rails instead of under.{{cite news |last1=Jamison |first1=Tim |title=Highway 63 rail overpass proposed in east Waterloo |url=https://www.newspapers.com/clip/63691482/highway-63-rail-overpass-proposed-in/ |access-date=November 20, 2020 |work=The Courier |location=Waterloo, Iowa |date=December 4, 2013 |pages=A1, A11 |via=Newspapers.com}} {{open access}} The viaduct project was estimated to cost $26.4 million. The project entailed filling in the underpass, stabilizing the soil, and mitigating groundwater in addition to building the viaduct. The completed road reopened on November 1, 2019; civic and business leaders held a small ceremony at the foot of the viaduct to celebrate its opening.

{{Jcttop|exit|length_ref={{cite web |title=Road Network (Portal) |url=https://gis.iowadot.gov/agshost/rest/services/RAMS/Road_Network/FeatureServer/0 |publisher=Iowa Department of Transportation |access-date=April 15, 2021 |location=Ames |format=ESRI shapefile |date=April 9, 2021}}}}

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|location=Bloomfield

|lspan=2

|type=concur

|mile=15.193

|road={{Jct|state=IA|IA|2|dir1=east|city1=Fort Madison}}

|notes=Northern end of Iowa 2 overlap

}}

{{IAint

|mile=16.020

|road=Franklin Street

|notes=Former Iowa 2

}}

{{IAint

|township=Perry

|ctdab=Davis

|mile=19.392

|road=180th Street

|notes=Former Iowa 273

}}

{{IAint

|county=Wapello

|cspan=9

|location=Ottumwa

|lspan=4

|type=concur

|mile=33.684

|road={{Jct|state=IA|US|34|dir1=west|US-Bus|63|dab2=Ottumwa|city1=Albia}}

|notes=Roundabout; southern end of US 34 overlap

}}

{{IAint

|mile=34.991

|road={{Jct|state=IA|US-Bus|34|dab1=Ottumwa|dir1=west|name1=Roemer Avenue}}

}}

{{IAint|exit

|type=concur

|mile=35.714

|mile2=36.180

|exit=191

|road={{Jct|state=IA|US|34|dir1=east|IA|163|dir2=east|city1=Mount Pleasant}}

|notes=Northern end of US 34 overlap; southern end of Iowa 163 overlap

}}

{{IAint|exit

|mile=37.070

|exit=35

|road=Pennsylvania Avenue

}}

{{IAint|exit

|township=Dahlonega

|ctdab=Wapello

|mile=38.791

|exit=36

|road=Dahlonega Road

}}

{{IAint|exit

|township1=Highland

|township2=Richland

|ctdab=Wapello

|mile=42.786

|exit=40

|road={{Jct|state=IA|US-Bus|63|dab1=Ottumwa|dir1=South|IA|149|city1=Ottumwa}}

}}

{{IAint|exit

|township=Richland

|ctdab=Wapello

|lspan=2

|mile=44.280

|exit=42

|road=Ottumwa Regional Airport, Industrial Park

}}

{{IAint|exit

|mile=48.203

|road=Eddyville Road

|notes=Former Iowa 23

}}

{{IAint|exit

|location=Eddyville

|lspan=2

|mile=55.297

|exit=53

|road={{Jct|state=IA|IA|137|dir1=South|city1=Eddyville|city2=Albia}}

}}

{{IAint|exit

|county=Mahaska

|cspan=5

|mile=57.046

|exit=54

|road=Marino Avenue

}}

{{IAint|exit

|location=Oskaloosa

|lspan=3

|type=concur

|mile=62.879

|mile2=63.320

|exit=60

|road={{Jct|state=IA|IA|163|dir1=west|city1=Pella|city2=Des Moines}}

|notes=Northern end of Iowa 163 overlap

}}

{{IAint|exit

|mile=64.896

|espan=23

|road=11th Street

|notes=Former Iowa 309

}}

{{IAint

|mile=65.655

|road={{Jct|state=IA|IA|92|name1=A Avenue}}

}}

{{IAint

|location=New Sharon

|mile=77.820

|road={{Jct|state=IA|IA|146|dir1=north|name1=N. Main Street|road|W. Market Street}}

}}

{{IAint

|county=Poweshiek

|cspan=5

|location=Montezuma

|mile=90.473

|road={{Jct|state=IA|to1=y|IA|85|name1=Main Street}}

|notes=Former western end of Iowa 85

}}

{{IAint

|township=Malcom

|ctdab=Poweshiek

|lspan=4

|mile=98.639

|road={{Jct|state=IA|I|80|city1=Des Moines|city2=Davenport}}

}}

{{IAint

|mile=101.048

|road={{Jct|state=IA|US-Hist|6}}

}}

{{IAint

|type=concur

|mile=102.066

|road={{Jct|state=IA|US|6|dir1=east|city1=Brooklyn}}

|notes=Southern end of US 6 overlap

}}

{{IAint

|type=concur

|mile=104.111

|road={{jct|state=IA|US|6|dir1=west|US-Hist|6|dir2=east|city1=Grinnell}}

|notes=Northern end of US 6 overlap

}}

{{IAint

|county=Tama

|cspan=7

|location=Tama

|lspan=2

|mile=119.902

|road={{Jct|state=IA|Lincoln||to2=y|US|30}}

}}

{{IAint

|mile=120.156

|road={{Jct|state=IA|CR|E49|dir1=west|county1=Tama|Lincoln||city1=Montour}}

}}

{{IAint

|location=Toledo

|lspan=2

|mile=120.928

|road={{Jct|state=IA|US|30|city1=Marshalltown|city2=Cedar Rapids}}

}}

{{IAint

|mile=121.257

|road={{Jct|state=IA|US-Bus|30|dab1=Tama–Toledo}}

}}

{{IAint

|township=Howard

|ctdab=Tama

|mile=129.127

|road={{Jct|state=IA|CR|E29|city1=Garwin}}

|notes=Former Iowa 229

}}

{{IAint

|township=Crystal

|ctdab=Tama

|mile=134.169

|road={{Jct|state=IA|IA|96|dir1=west|city1=Gladbrook}}

}}

{{IAint

|location=Traer

|mile=141.314

|road={{Jct|state=IA|IA|8|dir1=east|city1=Dysart}}

}}

{{IAint

|county=Black Hawk

|cspan=8

|township=Lincoln

|ctdab=Black Hawk

|mile=150.591

|road={{Jct|state=IA|IA|175|dir1=west|city1=Grundy Center}}

}}

{{IAint

|location=Hudson

|mile=155.388

|road={{Jct|state=IA|IA|58|dir1=north|city1=Cedar Falls}}

}}

{{IAint

|location=Waterloo

|lspan=6

|mile=160.540

|road={{Jct|state=IA|US|20|AOTS|27|to3=y|I|380|city1=Dubuque|city2=Fort Dodge}}

}}

{{IAint

|mile=164.249

|road=University Avenue west

}}

{{IAint

|mile=164.334

|mile2=164.726

|road={{Jct|state=IA|US|218|road|Washington Street}}

|notes=US 63 splits into a one-way couplet

}}

{{IAint

|mile=165.347

|road=Franklin Street

|notes=Former US 20

}}

{{Jctplace

|mile=165.437

|place=One-way couplet ends

}}

{{IAint

|mile=168.030

|road={{Jct|extra=airport}} Airline Highway – Airport

|notes=Former Iowa 57

}}

{{IAint|exit

|county=Bremer

|cspan=5

|location=Denver

|mile=177.036

|exit=175

|road={{Jct|state=IA|CR|C50|county1=Bremer|city1=Denver|city2=Janesville}}

}}

{{IAint|exit

|township=Jefferson

|ctdab=Bremer

|mile=180.088

|exit=178

|road={{Jct|state=IA|IA|3|city1=Waverly|city2=Oelwein}}

}}

{{IAint|exit

|township=Warren

|ctdab=Bremer

|mile=186.189

|espan=3

|road={{Jct|state=IA|IA|93|dir1=east|city1=Tripoli}}

}}

{{IAint

|township=Douglas

|ctdab=Bremer

|mile=189.282

|road={{Jct|state=IA|IA|188|dir1=west|city1=Plainfield}}

}}

{{IAint

|township=Douglas

|ctdab=Bremer

|mile=191.300

|road={{Jct|state=IA|CR|C16|city1=Frederika}}

|notes=Former Iowa 334

}}

{{IAint|exit

|county=Chickasaw

|cspan=5

|township1=Richland

|township2=Dresden

|ctdab=Chickasaw

|type=concur

|mile=197.749

|exit=196

|road={{Jct|state=IA|US|18|dir1=east|IA|346|dir2=west|city1=Fredericksburg|city2=Nashua}}

|notes=Southern end of US 18 overlap

}}

{{IAint|exit

|township=Dayton

|ctdab=Chickasaw

|mile=200.262

|exit=201

|road={{Jct|state=IA|US-Bus|63|dab1=New Hampton|dir1=north|road|255th Street|city1=New Hampton}}

|notes=US 63 Business not signed southbound

}}

{{IAint|exit

|location=New Hampton

|type=concur

|mile=205.134

|exit=204

|road={{Jct|state=IA|US|18|dir1=west|IA|24|dir2=east|city1=New Hampton|city2=Mason City}}

|notes=Northern end of US 18 overlap

}}

{{IAint|exit

|township1=Washington

|township2=Jacksonville

|ctdab=Chickasaw

|mile=206.645

|exit=205

|road={{Jct|state=IA|US-Bus|63|dab1=New Hampton|dir1=south|name1=La Salle Avenue|city1=New Hampton}}

|notes=US 63 Business not signed northbound

}}

{{IAint|exit

|township=Jacksonville

|ctdab=Chickasaw

|mile=215.196

|espan=5

|road={{Jct|state=IA|CR|B22|city1=Alta Vista}}

|notes=Former Iowa 289

}}

{{IAint

|county=Howard

|cspan=4

|township=Paris

|ctdab=Howard

|mile=218.658

|road={{Jct|state=IA|CR|B17|city1=Elma}}

|notes=Former Iowa 272

}}

{{IAint

|township=Howard Center

|ctdab=Howard

|mile=227.083

|road={{Jct|state=IA|IA|9|city1=Cresco|city2=Riceville}}

}}

{{IAint

|township=Forest City

|ctdab=Howard

|mile=232.600

|road={{Jct|state=IA|CR|A21|city1=Lime Springs}}

|notes=Former Iowa 157

}}

{{IAint

|location=Chester

|mile=237.758

|road={{Jct|state=MN|US|63|dir1=north|city1=Rochester}}

|notes=Continuation into Minnesota

}}

{{Jctbtm|exit|keys=concur}}

{{reflist}}

{{Attached KML|display=title,inline}}

• {{cite web |last1=Morrison |first1=Jeff |title=Iowa termini of US 63 |url=http://www.iowahighwayends.net/ends/statelines/us63.html |website=www.iowahighwayends.net}}
• {{cite web |last1= |title=History of the Daniel Boone Trail |url=https://iowadot.gov/autotrails/danielboone |website=iowadot.gov |publisher=Iowa Department of Transportation}}

63

Iowa

Category:Transportation in Davis County, Iowa

Category:Transportation in Wapello County, Iowa

Category:Transportation in Mahaska County, Iowa

Category:Transportation in Poweshiek County, Iowa

Category:Transportation in Tama County, Iowa

Category:Transportation in Black Hawk County, Iowa

Category:Transportation in Bremer County, Iowa

Category:Transportation in Chickasaw County, Iowa

Category:Transportation in Howard County, Iowa