[3] The bypass route terminates to the west at US 30 in northwest Portland and crosses the Willamette River on the St. Johns Bridge.

Near Portland International Airport, it dips southeast past the eastern terminus of Columbia Blvd.

The route then leaves Portland on Sandy Boulevard and continues through Fairview before reaching its eastern terminus at an interchange with I-84 and US 30 in Wood Village.

[5] The bypass route originally ended at the intersection of Killingsworth Street and Sandy Boulevard in eastern Portland, as the latter carried US 30.

[6] In 1955, US 30 was relocated to the new Banfield Expressway (now I-84) and US 30 Bypass was extended along its former alignment to Wood Village.

[7][8] Portions of the bypass on Lombard Street were widened to four lanes in 1965 by eliminating on-street parking.

Like the one in Green River, the road is entirely overlapped with the Interstate 80 Business Loop.

Like the ones in Green River and Rock Springs, the road is entirely overlapped with the Interstate 80 Business Loop.

The route begins in central Columbus where US 30 and US 81 meet, then heads eastbound in a concurrency with US 81 north.

The route departs from US 81 heading onto Lost Creek Parkway, which loops around the north side of Columbus.

Since the Cedar Rapids bypass of US 30 was completed in 1985, on occasion, traffic has had to be rerouted off the road.

The bypass's proximity to the Union Pacific Railroad mainline resulted in an elevated roadway between Edgewood Road and Sixth Street SW.

When strong winds come from the south, fog produced by an Archer Daniels Midland plant adjacent to the highway billows over the road making driving dangerous.

The frequency of fog-related detours has decreased in recent years due to improved technology and the plant's expansion and relocation of cooling towers away from the highway.

In 1970, US 30 became a freeway around the town, to avoid congestion for travellers along the Pennsylvania Turnpike or U.S. Route 220 (today also Interstate 99), a pair of area freeways from which Bedford was a major travel stop.

After the creation of the bypass, the original path of US 30 along Pitt Street became a business route, travelling as a narrow two-lane stretch through the town, with a four-lane segment near some light industrial development before its eastern terminus.

In 1982, a freeway bypass was constructed around the town because of its low-speed limits and lack of opportunities for highway widening.

Near the eastern edge of the routing, alternate third passing lines are provided, as the road traverses a county park and a golf course.

was incorporated into the Lincoln Highway, an auto trail that ran from San Francisco to New York City.

[34] Though the west end was just south of an interchange with US 30/I-84, there are no ramps pointing in the correct direction.

The reason for this strange end is that US 30 originally exited I-84 there and ran south on Route 99E, and then turned west onto the Burnside Bridge through downtown.

When US 30 was realigned to use Interstate 5 and Interstate 405 around the north side of downtown, US 30 Business remained the same (except for a one-block extension west from Route 99E northbound, resulting in a milepost of -0.05 for the west end at Route 99E southbound).

Wyoming, Nevada, Idaho and Utah all made conflicting proposals for the route.

A significant case is at the Idaho state line, where I-84 runs roughly 18 miles (29 km) to the east of the former US 30S.

Another significant deviation is at the eastern terminus of US 30S, where Interstate 80 was routed several miles south of Granger, bypassing the town.

[43] However, by 1957, the old alignment through Clinton and across the Lyons-Fulton Bridge was numbered U.S. Route 30 Alternate.

[48][49] US 30S was numbered in the 1920s to avoid conflict from local business owners worried about the diversion of traffic from their shops along the southern route.

fully entered Delaware County and continued through suburban areas as Haverford Road.

The road curved into Montgomery County, where it passed through Penn Wynne, before it crossed into Philadelphia at the US 1/US 13 Byp.

was cosigned with PA 201 by 1940, continuing east from PA 201's eastern terminus along Lancaster Avenue, then becoming concurrent with US 1/US 13 on Powelton Avenue, 31st/32nd Streets, and Spring Garden Street before rejoining US 30 across the Schuylkill River at Eakins Oval.