Interstate 55
Interstate 55 (I-55) is a major north-south Interstate Highway spanning 964 miles (1,552 km) in the central United States, connecting the Gulf Coast to the Midwest.[1] It begins at an interchange with Interstate 10 (I-10) in LaPlace, Louisiana, and ends at U.S. Route 41 (US 41) near downtown Chicago, Illinois, passing through Louisiana, Mississippi, Tennessee, Arkansas, Missouri, and Illinois.[2] The route primarily follows a path parallel to the Mississippi River, facilitating commerce and travel between key metropolitan areas such as New Orleans, Jackson, Memphis, St. Louis, and Chicago.[1] Designated as part of the Dwight D. Eisenhower National System of Interstate and Defense Highways, I-55 was established in 1957 and fully completed by the early 1970s, with sections opening progressively from the 1950s onward.[2] It serves as a critical component of the National Highway System, carrying significant freight traffic as one of the primary corridors linking southern ports to northern industrial centers.[1] The highway intersects major routes including I-12 in Louisiana, I-20 and I-40 near Jackson and Memphis, I-57 in Missouri, and I-90/I-94 in Chicago, enhancing regional connectivity.[2] Throughout its length, I-55 traverses diverse landscapes, from bayous and rural farmlands in the South to urban expanses in the North, with notable features like the Hernando de Soto Bridge over the Mississippi River at Memphis and the Stevenson Expressway designation in the Chicago area.[2] Ongoing improvements, such as lane expansions and bridge rehabilitations, address growing traffic demands and safety concerns, particularly in high-volume sections around St. Louis and Chicago.[3]Route description
Louisiana
Interstate 55 enters Louisiana at its southern terminus, an interchange with Interstate 10 in LaPlace, St. John the Baptist Parish, about 25 miles west of New Orleans. From there, the four-lane freeway heads due north through low-lying wetlands and timberland, paralleling U.S. Route 51. The initial segment features a series of elevated viaducts over swampy terrain, including the 5.5-mile-long viaduct system at Ruddock that spans canal crossings and flood-prone areas. North of Ruddock, I-55 transitions onto the 22.8-mile Manchac Swamp Bridge, a twin concrete trestle constructed in 1979 that carries the highway over the expansive Manchac Swamp between Lake Pontchartrain to the east and Lake Maurepas to the west. This structure, one of the longest toll-free bridges in the world, elevates the route approximately 25 feet above the marshy ecosystem, minimizing environmental impact while providing a direct path. The bridge ends near the Tangipahoa Parish line, after which the highway descends to grade level and passes through Ponchatoula, a small city known for its strawberry production. In Hammond, the largest city along the route, I-55 intersects Interstate 12—a key east-west corridor linking Baton Rouge and Slidell—and U.S. Route 190, facilitating access to local businesses and Southeastern Louisiana University. Beyond Hammond, the freeway continues northward through rural Tangipahoa and St. Helena parishes, bypassing Amite City and serving Kentwood with exits for local roads. The Louisiana segment concludes at the Mississippi state line north of Kentwood, after a total length of 65.81 miles, primarily functioning as a commuter and evacuation route for the New Orleans metropolitan area.Mississippi
Interstate 55 enters Mississippi from Louisiana in rural Pike County near Osyka, marking the southern terminus of its 290.41-mile (467.37 km) journey through the state. The highway initially traverses densely forested timberlands in southwest Mississippi, providing a vital link between the Gulf Coast region and the state's interior. It serves as the primary north-south corridor, largely paralleling the older U.S. Route 51 and facilitating commerce, tourism, and daily commuting across rural and urban areas alike. Northbound from the state line, I-55 quickly reaches McComb in Pike County, a regional hub where it intersects U.S. Route 98, offering access to local industries and Amtrak services. The route continues through Lincoln County to Brookhaven, crossing U.S. Route 84 and passing near agricultural lands and small communities. As it approaches the state capital, the highway enters Hinds County and expands to six lanes in the Jackson metropolitan area, handling heavy traffic volumes. In Jackson, I-55 forms a significant overlap with Interstate 20, crossing the Pearl River and intersecting U.S. Route 49, which provides eastward connections to Hattiesburg and westward to Vicksburg. Additionally, Interstate 220 branches northwest from this junction, serving as a bypass around downtown Jackson. Leaving Jackson, I-55 resumes its northerly path through affluent suburbs like Ridgeland and Madison in Madison County, where it remains a six-lane freeway amid commercial developments and office parks. The route then transitions to four lanes as it passes Canton, intersecting Mississippi Highway 22 and entering more rural terrain in Holmes and Attala Counties. Further north, it reaches Grenada in Grenada County, crossing Mississippi Highway 8 near Grenada Lake, a popular recreational area. Continuing through Yalobusha and Panola Counties, I-55 serves Batesville with access via Mississippi Highway 6 and then approaches Tate County, passing Senatobia. In the northernmost segment, I-55 enters DeSoto County, intersecting Interstate 269 near Hernando and overlapping with the future Interstate 69 for approximately 9.2 miles toward the Tennessee state line, with widening projects adding lanes to accommodate suburban expansion in Hernando and Southaven. The highway exits Mississippi near Southaven, crossing into Tennessee and providing seamless access to Memphis across the Mississippi River. Throughout its length in the state, I-55 features modern rest areas, wildlife crossings in rural stretches, and ongoing improvements for safety and capacity, underscoring its role as a backbone of Mississippi's transportation network.Tennessee
Interstate 55 traverses the state of Tennessee entirely within Shelby County and the city of Memphis, spanning approximately 13 miles from the Mississippi state line to the Arkansas state line. Entering from Southaven, Mississippi, the highway proceeds north through southern Memphis, initially paralleling the state line before curving eastward slightly. It serves as a key north-south corridor for local and through traffic in the Memphis metropolitan area, facilitating connections to regional commerce and transportation hubs. The route's first major interchange occurs with U.S. Route 51 (Elvis Presley Boulevard) near the southern edge of the city, providing access to residential and commercial districts. Proceeding northward, I-55 intersects Interstate 240 at a partial cloverleaf interchange adjacent to Elvis Presley Boulevard, allowing seamless transfers to the Memphis beltway for routes to downtown, the east side of the city, and Interstate 40. North of this junction, the freeway passes immediately west of Memphis International Airport, offering indirect access to the facility via connecting roads and I-240 while avoiding direct airport congestion. Further north, I-55 encounters an interchange with U.S. Routes 61, 64, 70, 78, and 79 (South Parkway East), serving industrial and urban areas in south Memphis. The highway then veers westward toward the Mississippi River, reaching the complex interchange with E.H. Crump Boulevard and South Riverside Drive. Here, I-55 crosses the river on the Memphis & Arkansas Bridge, a nearly 76-year-old cantilever truss structure built in 1949 that is planned for replacement by the Kings' Crossing bridge with construction starting in 2026, before entering West Memphis, Arkansas. This segment handles high volumes of commuter, freight, and tourist traffic, with ongoing improvements addressing congestion and safety concerns.Arkansas
Interstate 55 enters Arkansas from Tennessee via the Memphis & Arkansas Bridge, a cantilever truss structure spanning the Mississippi River into West Memphis in Crittenden County. Upon entering the state, I-55 joins a brief 3.1-mile (5.0 km) concurrency with Interstate 40 through downtown West Memphis, providing essential connectivity for the Memphis metropolitan area and serving heavy freight traffic along the river corridor. North of the I-40 split at exit 1, I-55 proceeds northward as a four-lane divided freeway through urban and suburban sections of West Memphis, with exits providing access to Arkansas Highway 77 (exit 5), U.S. Highways 70 and 79 (exit 7), and the town of Marion (exit 8). The route then transitions into more rural terrain in northern Crittenden County, intersecting U.S. Highway 64 near Earle (exit 10) and Arkansas Highway 77 again (exit 12), before reaching Turrell at exit 21. At exit 23 near Turrell, I-55 meets the southern terminus of Interstate 555 and U.S. Highway 63, a key link to Jonesboro approximately 45 miles northwest, providing access near Earle. Continuing north into Cross County, the highway passes near the small communities of Gilmore and Tyronza, with interchanges at Arkansas Highways 42 (exit 26), Arkansas Highway 14 near Sunset (exit 34), and Arkansas Highway 181 near Bassett (exit 36). The route remains predominantly rural, characterized by flat agricultural lands of the Mississippi Delta, paralleling U.S. Route 61 to the west and the Mississippi River floodplain. In Poinsett and Mississippi counties, I-55 offers exits to Arkansas Highway 463 near Tyronza (exit 31), Arkansas Highway 77 near Lake City (exit 42 and 60), Arkansas Highway 140 near Osceola (exit 48, serving area near Lepanto), Arkansas Highway 238 near Caraway (exit 53), and Arkansas Highway 325 near Monette (exit 57). Approaching the northern state line, I-55 serves the city of Blytheville in Mississippi County, a regional hub for manufacturing and agriculture, via interchanges with U.S. Highway 61 (exit 63) and Arkansas Highway 18 (exit 67), the latter providing access to downtown Blytheville and nearby Eaker Air Force Base remnants. The highway then intersects Arkansas Highway 181 one final time at exit 71 before crossing into Missouri near Gosnell, completing its 72-mile traversal through northeast Arkansas as a vital north-south artery for commerce, tourism, and regional travel. Throughout its path, I-55 functions as a Tier 1 National Freight Highway, supporting moderate to heavy truck volumes and multimodal connections including Class I rail lines parallel to the route.Missouri
Interstate 55 enters Missouri from Arkansas in Pemiscot County near Cooter and travels approximately 209 miles north-northwest through the Missouri Bootheel and along the Mississippi River to St. Louis, where it crosses the Poplar Street Bridge into Illinois. The route primarily parallels U.S. Route 61 and serves as a vital corridor for freight and passenger traffic, connecting rural agricultural areas in the southeast to the urban St. Louis metropolitan area, with rest areas at mile markers 21 (near Hayti), 42 (near Marston), 110 (near Jackson), and 160 (near Bloomsdale). From the Arkansas state line, I-55 proceeds north through flat, low-lying farmland in the Bootheel region, passing near Hayti (mile marker 15) and Portageville (mile marker 31) with interchanges for local routes. It continues to New Madrid (mile marker 57), where it intersects Missouri Route 77, and then reaches Sikeston (mile marker 66), a key junction with U.S. Route 60 and the northern terminus of Interstate 57, facilitating connections to southern Illinois and beyond. North of Sikeston, the highway traverses Scott County, offering access to Morley (mile marker 72) and Oran (mile marker 80) via local roads amid cotton and soybean fields. Entering Cape Girardeau County, I-55 shifts to slightly rolling terrain as it approaches Cape Girardeau (mile marker 99), providing multiple exits including Route 74 (mile marker 95) leading to the Bill Emerson Memorial Bridge across the Mississippi River to Illinois. The route then passes through Scott City (mile marker 91) and continues northwest into Perry County, serving Perryville (mile marker 119) with an interchange at U.S. Route 61, the primary parallel highway. In Ste. Genevieve County, the freeway reaches Bloomsdale (mile marker 147) and crosses into Jefferson County near Festus (mile marker 174), where it merges with U.S. Route 67 for a concurrency northward, with ongoing lane expansion and bridge rehabilitation projects in the Jefferson County corridor addressing growing traffic and safety needs. In the St. Louis suburbs, I-55 expands from four to six lanes near Pevely (mile marker 185) and further to eight lanes at Barnhart (mile marker 187), accommodating increasing urban traffic volumes. It crosses the Mississippi River—Mingo and Big Creeks before entering St. Louis County over the Meramec River near Arnold (mile marker 189), then interchanges with Interstate 270 (mile marker 199), a beltway encircling the metro area. Within St. Louis, the route narrows to six lanes through densely developed areas, overlapping briefly with Interstate 44 (1 mile) near the Anheuser-Busch Brewery and intersecting Interstate 64/U.S. Route 40 (0.4 miles) downtown before ascending to the Poplar Street Bridge, a multi-level structure carrying I-55, I-64, I-70, and U.S. Route 40 across the Mississippi.Illinois
Interstate 55 enters Illinois from Missouri across the Poplar Street Bridge over the Mississippi River, reaching East St. Louis in St. Clair County. Upon entry, it joins a short concurrency with Interstate 64 and U.S. Route 40 for approximately two miles, after which I-64 departs eastward while I-55 briefly overlaps with Interstate 70 near the Stan Musial Veterans Memorial Bridge. The highway then proceeds northeast independently through the Metro East area, serving Collinsville and Edwardsville in Madison County before entering more rural terrain in Macoupin and Montgomery counties. It passes through smaller communities such as Livingston, Worden, and Staunton, reaching Litchfield as it transitions toward central Illinois. In the central portion of the state, I-55 continues northeast through Sangamon County to the capital city of Springfield, where it overlaps with Interstate 72 for about seven miles from the southwest side to the northeast. Departing Springfield, the route heads north through Logan County to Lincoln, then enters McLean County and the Bloomington-Normal metropolitan area. Here, I-55 overlaps with Interstate 74 for roughly 13 miles while intersecting Interstate 39 at a major junction that facilitates travel toward Rockford and points north. Beyond Bloomington-Normal, the highway maintains a predominantly rural character, traversing DeWitt, McLean, and Livingston counties and passing through towns like Clinton, Lexington, and Pontiac before reaching Dwight in Grundy County. Entering Will County, I-55 intersects Interstate 80 near Channahon and Joliet, providing access to the expanding southwestern Chicago suburbs. North of this interchange, the route shifts to an urban profile as the Stevenson Expressway, crossing into DuPage and Cook counties while serving Lockport, Lemont, Darien, Burr Ridge, and other communities. It parallels the Des Plaines River and the Illinois and Michigan Canal in places, intersecting Interstate 355 (Veterans Memorial Tollway) and Interstate 294 (Tri-State Tollway) before reaching the Dan Ryan Expressway (Interstates 90 and 94) in Chicago. The highway terminates at a partial interchange with U.S. Route 41 (Lake Shore Drive) adjacent to McCormick Place and the shore of Lake Michigan. Throughout Illinois, I-55 functions as a vital north-south corridor linking St. Louis-area commerce with the Chicago metropolitan region, carrying significant freight and commuter traffic.History
Planning and approval
The development of Interstate 55 formed part of the broader planning for the National System of Interstate and Defense Highways, first authorized under the Federal-Aid Highway Act of 1944, which envisioned a 40,000-mile network to connect principal metropolitan areas, cities, and industrial centers for national defense and commerce.[4] Detailed route alignments, including the primary corridor for what would become I-55 from the Gulf Coast region northward through the Mississippi Valley to Chicago, were outlined in the Bureau of Public Roads' September 1955 publication General Location of National System of Interstate Highways, Including All Additional Routes at Urban Areas Designated in September 1955—commonly known as the "Yellow Book"—which mapped approximately 37,000 miles of rural interstates and 4,000 miles of urban connections based on extensive state consultations and traffic studies conducted since the late 1940s.[2] Funding and construction authority were secured through the Federal-Aid Highway Act of 1956, signed by President Dwight D. Eisenhower on June 29, 1956, which expanded the system to 41,000 miles, allocated $25 billion over 13 years via the newly created Highway Trust Fund financed by increased gasoline taxes, and mandated 90% federal funding for right-of-way acquisition and construction while requiring states to approve routes and handle local planning. This legislation marked the formal approval for proceeding with projects like I-55, emphasizing controlled-access design, minimum standards for width and curvature, and integration with existing highways such as U.S. Route 51 in the South and U.S. Route 66 in the North. Route numbering, including the assignment of I-55 as an odd-numbered north-south highway (with the last digit 5 indicating a route from the Canadian border area southward), was finalized and approved by the American Association of State Highway Officials (AASHO, predecessor to AASHTO) in collaboration with the Bureau of Public Roads on September 20, 1957, following a grid-based scheme where numbers increased eastward for north-south routes to avoid overlap with U.S. Highway numbers. State-level approvals and initial engineering studies commenced shortly thereafter, with the first federal-aid construction contract for I-55 advertised in Mississippi in late 1956 for a 27-mile segment from the Tennessee state line southward, reflecting early prioritization in the Delta region for economic connectivity. In Illinois, planning for the northern urban segment through Chicago dated to 1927, when the Chicago Plan Commission proposed a radial expressway system utilizing the right-of-way of the abandoned Illinois and Michigan Canal for a southwest corridor to alleviate congestion on U.S. Route 66; this alignment was reaffirmed in the Yellow Book and received state approval in the mid-1950s as the Southwest Expressway, later designated I-55.[5] Similar state planning in Louisiana, Mississippi, Tennessee, Arkansas, and Missouri involved corridor studies in the early 1950s to link New Orleans-area ports with Midwestern industrial hubs, with federal approval contingent on environmental and right-of-way clearances under the act's guidelines. Overall, I-55's approval process highlighted the system's emphasis on interstate commerce, with the route's 964-mile length approved in phases as states submitted detailed plans to the Bureau of Public Roads by 1958.[2]Construction
Construction of Interstate 55 commenced in the late 1950s as part of the broader Interstate Highway System established by the [Federal-Aid Highway Act of 1956](/page/Federal-Aid Highway Act of 1956), which provided federal funding for a network of controlled-access highways to enhance national defense and commerce. The route's development prioritized connecting the Gulf Coast to the Midwest, with initial segments focusing on rural and urban links through Louisiana, Mississippi, Tennessee, Arkansas, Missouri, and Illinois. Early approvals targeted high-traffic corridors paralleling U.S. Route 51, with contracts awarded progressively to address engineering challenges such as swampy terrain, river crossings, and urban integration. By the early 1960s, significant progress had been made, with numerous segments under construction across the route, though completion varied by state due to local funding, land acquisition, and environmental factors.[2] In Louisiana, construction began with the elevated bypass of Ponchatoula and Hammond in 1960, providing the first two-lane segment along U.S. 51 from Exits 23 to 28.[6] Further progress included the completion of the route from Arcola to the Mississippi state line by late 1968, while southern elevated sections south of Ponchatoula expanded to four lanes by 1977.[6] The most complex phase involved traversing the Manchac Swamp, where planning started around 1970 with a fixed-span bridge over Pass Manchac parallel to the old railroad alignment; dredging a canal along the right-of-way facilitated construction of this environmentally sensitive elevated roadway.[7] These efforts culminated in the full 66-mile Louisiana portion by the late 1970s, incorporating twin spans over Lake Pontchartrain to link with I-10 in LaPlace. Mississippi's segment saw the earliest approvals, with the first 27-mile portion through Hernando, Coldwater, and Senatobia contracted in late 1956 and groundbreaking in July 1957.[2] By 1963, key sections near McComb, from Crystal Springs to Jackson, and north of Batesville were operational, reflecting rapid rural progress.[8] Urban challenges delayed the Jackson bypass until 1971, while the final 50-mile stretch from MS 16 north of Canton to Vaiden (Exits 124-174) opened in 1973, marking statewide completion of the 290-mile route.[2] Overall, Mississippi prioritized four-lane construction with full control of access, integrating interchanges for local highways like U.S. 49 and I-20. In Tennessee, the 12-mile urban segment through Memphis utilized the existing Memphis-Arkansas Memorial Bridge, completed in 1949 as a four-lane cantilever structure carrying I-55 and U.S. 61 across the Mississippi River.[9] The remainder, including connections to I-240 and I-69, was built between 1958 and 1967, making I-55 the first fully completed mainline Interstate in the state.[10] Arkansas's 32-mile portion, linking the Tennessee bridge to the Missouri line, followed suit with segments opening in the early 1960s, leveraging preexisting alignments near West Memphis and Blytheville for quick integration into the system.[2] Missouri advanced construction northward, opening an 8-mile stretch from north of New Madrid (Exit 49) to U.S. 60 in Sikeston on September 1, 1960, connecting to an existing 7-mile highway.[2] The route reached St. Louis by 1967, including the Poplar Street Bridge complex over the Mississippi River, though the final link between Cape Girardeau and St. Louis poured its last concrete in July 1972.[11] In Illinois, the southern extension paralleled historic U.S. Route 66, with the Stevenson Expressway (originally Southwest Expressway) opening 37 miles from Ogden Avenue to near Joliet on September 1, 1964, and renamed for Adlai E. Stevenson in 1965.[2] Extensions reached Lake Shore Drive by 1966 and completed the Dwight bypass in 1980, finalizing the 313-mile Illinois segment amid urban expansions like the 2002-2004 Veterans Parkway interchange rebuild in Bloomington.[12]Completion and later developments
The final segment of Interstate 55, consisting of the 22.8-mile (36.7 km) Manchac Swamp Bridge in southeastern Louisiana, was completed and opened to traffic in 1979, marking the full realization of the 964-mile (1,552 km) route from LaPlace, Louisiana, to Chicago, Illinois.[13] This twin trestle structure, carrying both I-55 and U.S. Route 51 across the swamp, was constructed at a cost of approximately $7 million per mile (equivalent to $24.3 million in 2023 dollars) due to challenging environmental conditions, including piles driven up to 250 feet (76 m) into the subsurface.[14] Prior to this, most sections had been finished by the mid-1970s, with the last major gap in Mississippi closed in 1973.[2] In the decades following completion, Interstate 55 has seen extensive reconstruction and widening to accommodate increased traffic volumes, particularly in urban corridors. In Illinois, the route's four-lane section through Springfield, built in the late 1960s, was supplemented by widening north and south of the city to six lanes during the 1980s and 1990s to alleviate congestion; more recent efforts under the Rebuild Illinois capital program (2019–2025) have included over $1 billion in investments for bridge replacements, interchange reconstructions (such as the $93.5 million I-55/Illinois 59 project completed in 2024), and pavement rehabilitation along the 313-mile Illinois segment.[15] Similarly, in Missouri, a 12-mile design-build project in Jefferson County, initiated in 2024 and slated for completion in 2026, adds a third lane in each direction between Pevely and the Jefferson/Franklin county line to improve capacity and safety.[3] Major bridge replacements have also been prioritized to address aging infrastructure. The Memphis & Arkansas Bridge, carrying I-55 across the Mississippi River between Memphis, Tennessee, and West Memphis, Arkansas—originally completed in 1949— is undergoing a $787.5 million replacement project, with design underway and construction expected to begin in fiscal year 2026; the new structure, named Kings' Crossing in 2025, will enhance seismic resilience and traffic flow.[16][17] In Mississippi, ongoing initiatives include the reconstruction of I-55 from U.S. 49 to I-20/55 in Jackson (estimated completion 2028) and electrical upgrades to lighting systems in Hinds County, reflecting broader efforts to maintain the route's structural integrity amid rising freight and commuter demands.[18] These developments underscore I-55's role as a critical north-south artery for commerce, with annual average daily traffic exceeding 100,000 vehicles in key sections.Detailed route information
Exit list
Interstate 55 employs a mileage-based exit numbering system in each state, beginning at milepost 0 at the state's southern terminus for northbound travel and increasing sequentially northward within the state. This system facilitates navigation, with exit numbers corresponding directly to the nearest state mile marker along the route. Note that mile markers and exit numbers reset at state lines. Minor variations occur at complex urban interchanges, where letter suffixes (e.g., 15A, 15B) denote directional ramps. Rest areas, welcome centers, and weigh stations are typically unnumbered but located near key exits for traveler convenience.[2] The highway features over 250 exits in total, with density increasing in urban areas like Jackson, Memphis, St. Louis, Springfield, and Chicago. Major interchanges connect to other Interstates and U.S. highways, serving as gateways to regional commerce, tourism, and population centers. The tables below highlight representative major exits by state, focusing on significant interchanges, urban access points, and service facilities that illustrate the route's connectivity and scale. Mileposts are state-specific. Comprehensive logs are maintained by state departments of transportation for detailed planning.[2]Louisiana
I-55 spans 66 miles in Louisiana, with 20 exits primarily serving rural parishes and the Hammond area. Exits are spaced 2–5 miles apart, emphasizing agricultural and recreational access.| Exit | Milepost | Location | Destinations/Notes |
|---|---|---|---|
| 1 | 0.5 | LaPlace | I-10 east to New Orleans; US 51 south to Laplace (southern terminus interchange) |
| 7 | 7.0 | Ruddock | Local access to Lake Pontchartrain communities; fishing areas nearby |
| 26 | 26.0 | Springfield/Ponchatoula | LA 22; entry to Tickfaw State Park |
| 29A/B | 29.0 | Hammond | I-12 east to Slidell; I-12 west to Baton Rouge (cloverleaf interchange) |
| 31 | 31.0 | Hammond | US 190 (business route); downtown Hammond and Southeastern Louisiana University |
| 57 | 57.0 | Kentwood | LA 21; local services and proximity to Mississippi border |
| 61 | 61.0 | State line | LA 38 to Kentwood; final Louisiana exit before Mississippi |
Mississippi
Covering 290 miles, I-55 in Mississippi has about 90 exits, transitioning from forested rural sections to the urban Jackson metropolitan area. Key interchanges support freight and passenger traffic to Memphis. Ongoing improvements include bridge rehabilitations as of 2025.| Exit | Milepost | Location | Destinations/Notes |
|---|---|---|---|
| 15A/B | 15.0 | McComb | US 98 east to Bude; local rail and timber industry access |
| 72 | 72.0 | Brookhaven | US 51 (business); historic downtown and medical facilities |
| 88 | 88.0 | Hazlehurst | US 49 south to Jackson; Copiah County services |
| 92A/B | 92.0 | Jackson | I-20 east to Meridian; I-20 west to Vicksburg (major eastern junction) |
| 102A/B | 102.0 | Jackson | I-220 north to I-55 north (beltway start); urban distributor |
| 124 | 124.0 | Canton | MS 16; last segment completed in 1973, rural welcome center nearby |
| 174 | 174.0 | Vaiden | MS 35; final rural completion in 1980s |
| 246 | 246.0 | Hernando | I-269 east to I-55 north (future loop); Memphis suburbs |
| 278A/B | 278.0 | Southaven | I-269 west to Southaven; casino and retail access |
| 291 | 291.0 | State line | Church Road to Memphis; Tennessee border |
Tennessee
I-55's 12-mile segment in Tennessee is the shortest, with 6 exits concentrated in Memphis. It serves as a critical link across the Mississippi River, handling heavy truck traffic. The Crump Boulevard interchange (Exit 6) reconstruction is ongoing as of 2025 for improved safety.[19]| Exit | Milepost | Location | Destinations/Notes |
|---|---|---|---|
| 1 | 0.0 | Memphis | I-69 south (future extension); bridge approach |
| 2 | 1.5 | Memphis | Riverside Drive; Mississippi River overlook and port access |
| 5A/B | 5.0 | Memphis | I-240 east to Nashville; I-240 west to Little Rock (loop interchange) |
| 6A/B | 6.0 | Memphis | I-69 north/US 51; Crump Boulevard reconstruction ongoing for safety |
| 7 | 7.0 | Memphis | US 61; approach to Hernando de Soto Bridge |
| 7 | 12.0 | State line | I-40 west to West Memphis; Hernando de Soto Bridge crossing |
Arkansas
The 72-mile Arkansas portion has 22 exits, linking Memphis to the Missouri bootheel via flat delta farmland. Exits support agriculture and I-40 connectivity.| Exit | Milepost | Location | Destinations/Notes |
|---|---|---|---|
| 1 | 0.5 | West Memphis | I-40 east to Memphis; truck plaza and welcome center |
| 5 | 2.0 | West Memphis | I-40 west to Little Rock; major east-west junction (diamond interchange) |
| 10 | 7.0 | Marion | US 64/US 79 to Marion; local Delta communities |
| 23 | 15.0 | Turrell | AR 77; access to I-555 north to Jonesboro |
| 34 | 26.0 | Tyronza | AR 118; rural farming services |
| 42 | 34.0 | Gilmore | US 63; truck stop and weigh station nearby |
| 60 | 52.0 | Blytheville | I-555 south to Turrell; industrial park access |
| 67 | 59.0 | Blytheville | AR 18; Eaker Air Force Base historic site |
| 71 | 63.0 | State line | US 61 north; Missouri border |
Missouri
I-55 traverses 210 miles in Missouri with 74 exits, passing through the Bootheel lowlands to the urban St. Louis corridor. It parallels the Mississippi River in parts, with frequent US 61 overlaps.| Exit | Milepost | Location | Destinations/Notes |
|---|---|---|---|
| 0 | 0.0 | Missouri Bootheel | US 61 south; Bootheel agriculture (unnumbered or first access) |
| 14 | 14.0 | Caruthersville | MO 84; Mississippi River ferry nearby, weigh station |
| 27 | 27.0 | Portageville | MO A; Crowley Ridge Parkway access |
| 67 | 67.0 | Sikeston | US 62; cotton and rail hub |
| 93A/B | 93.0 | Cape Girardeau | US 61; I-57 south to Miner (regional airport interchange) |
| 105 | 105.0 | Jackson | US 61 north; Cape Girardeau County seat |
| 129 | 129.0 | Perryville | MO 51; wine country tourism |
| 170 | 170.0 | Festus | US 61; industrial corridor |
| 174A/B | 174.0 | Crystal City | US 67 north to Farmington; US 67 south to Poplar Bluff |
| 199 | 199.0 | St. Louis | US 50/US 61/US 67; Lindbergh Boulevard, major metro entry |
| 205A/B | 205.0 | St. Louis | I-270 east to Illinois; I-270 west to Chesterfield (beltway) |
| 209 | 210.0 | State line | Poplar Street Bridge to East St. Louis; Illinois border |
Illinois
The longest segment at 313 miles, I-55 in Illinois features 110 exits, evolving from industrial riverfront to farmland and Chicago suburbs. It is cosigned as the Stevenson Expressway in urban sections. Mileposts are state-specific, starting at 0 at the Missouri line.| Exit | Milepost | Location | Destinations/Notes |
|---|---|---|---|
| 2 | 2.0 | East St. Louis | IL 3; Casino and riverfront access |
| 6 | 6.0 | Cahokia | IL 111; historic village |
| 15 | 15.0 | Collinsville | IL 159; Route 66 heritage sites |
| 30 | 30.0 | Troy | IL 4; Edwardsville University area |
| 51 | 51.0 | Litchfield | I-55A (former alignment); Chautauqua Parkway |
| 98A/B | 98.0 | Springfield | I-72 east to Decatur; state capitol interchange |
| 109 | 109.0 | Lincoln | US 30; Logan County services |
| 135 | 135.0 | Bloomington | I-74 east to Champaign; Illinois State University |
| 163 | 163.0 | Dwight | I-80 east to Joliet; nuclear power plant proximity |
| 238 | 238.0 | Plainfield | US 30; Will County growth area |
| 267A/B | 267.0 | Chicago | I-294 north (Tri-State Tollway); O'Hare Airport access |
| 285 | 285.0 | Chicago | I-90/I-94 (Dan Ryan Expressway); downtown connector |
| 292A/B | 292.0 | Chicago | Lake Shore Drive/US 41; McCormick Place terminus (northern end) |