The feature layer contains mile marker signs found along all Interstate Highways and Appalachian Highway Corridors. Information included in this layer includes the Route Information, FAB Code, Sign Text, sign size, Coordinates, and Collection Date. Data is current as of January 1, 2021 and is updated as needed.Coordinate System : NAD_1983_UTM_Zone_17N

In general, the mile markers are measured from west to east and south to north. Such as I-10 starting in Escambia County, bordering Alabama, with mile marker 1 then increases eastward. And for I-95 from Miami-Dade County starting with mile marker 1 then increases northward. The data is refreshed weekly and changes are made by the District Offices who are responsible to collect and upkeep the data. This data may also be collected for call boxes that are located at integral milepoints instead of the usual mile marker signs. This data is required for all interstate, tolled or non-tolled expressway facilities, and US routes. This dataset is maintained by the Transportation Data & Analytics office (TDA). The source spatial data for this hosted feature layer was created on: 08/23/2025.For more details please review the FDOT RCI Handbook Download Data: Enter Guest as Username to download the source shapefile from here: https://ftp.fdot.gov/file/d/FTP/FDOT/co/planning/transtat/gis/shapefiles/milemarkers.zip

The purpose of this data set is to provide a geographic representation of the location of each state mile marker sign in the Commonwealth, and is to be used in a number of other products and projects. The locations of state mile marker signs on interstates and primary routes are important sources for various traffic studies as well as information for travelers. This GIS layer displays the locations and corresponding information of state mile marker signs. The signs may have been placed close but not exactly at the mile point due to geographic restrictions.Attribute NameContentsFIDInternal Feature NumberShapeFeature GeometryHTRISDEFHTRIS Definition in the Roadway InventoryROADSIDELocations of Mile Marker Posts (Right, Left, or Median)LATITUDEGPS latitude for each Mile Marker point in decimal degreesLONGITUDEGPS longitude for each Mile Marker point in decimal degreesSIGNSTYLE0: Small & Non-MUTCD Compliant, 1: MUTCD Standard (D10-1, D10-2 or D10-3), 2: MUTCD Enhanced (D10-4 or D10-5)SIGNVALUENumeric Value from the Sign Text except NULL, -1, and -2 valuesSIGNTEXTFull Sign TextM_JURISDICMaintenance Jurisdiction Code

DescriptionPoint geographic dataset representing the location along a CDOT highway where that highway's linear reference system indicates a whole number reference point.Please note, mile posts are not necessarily found at milepoints.Last Update2023 (Except for an update to US 550A mile 15-16.8 and connectors which are effective as of December 31, 2024)Update FrequencyAs neededData OwnerDivision of Transportation DevelopmentData ContactGIS Support UnitCollection MethodProjectionNAD83 / UTM zone 13NCoverage AreaStatewideTemporalDisclaimer/LimitationsThere are no restrictions and legal prerequisites for using the data set. The State of Colorado assumes no liability relating to the completeness, correctness, or fitness for use of this data.

Includes Interstate, US Highway, and the North Dakota highway system. This information was collected with GPS equipment using the centerline of the highway.

Constraints:
Not to be used for navigation, for informational purposes only. See full disclaimer for more information.

Sequential mile positions of navigable inland waterways and the Gulf Intracoastal Waterway.

This file contains the river mile marker locations on the printed digital flood insurance map. The National Flood Hazard Layer (NFHL) data incorporates all Digital Flood Insurance Rate Map(DFIRM) databases published by FEMA, and any Letters Of Map Revision (LOMRs) that have been issued against those databases since their publication date. The DFIRM Database is the digital, geospatial version of the flood hazard information shown on the published paper Flood Insurance Rate Maps(FIRMs). The primary risk classifications used are the 1-percent-annual-chance flood event, the 0.2-percent-annual-chance flood event, and areas of minimal flood risk. The NFHL data are derived from Flood Insurance Studies (FISs), previously published Flood Insurance Rate Maps (FIRMs), flood hazard analyses performed in support of the FISs and FIRMs, and new mapping data where available. The FISs and FIRMs are published by the Federal Emergency Management Agency (FEMA). The specifications for the horizontal control of DFIRM data are consistent with those required for mapping at a scale of 1:12,000. The NFHL data contain layers in the Standard DFIRM datasets except for S_Label_Pt and S_Label_Ld. The NFHL is available as State or US Territory data sets. Each State or Territory data set consists of all DFIRMs and corresponding LOMRs available on the publication date of the data set.

Reference Post locations on the Nebraska Highways.

Reference posts (often called Mile Post or Mile Markers) are green numbered signs along the side of a highway roughly a mile apart for traveler reference.

Check other metadata records in this package for more information on Highway Reference Post Information.


Link to ESRI Feature Service:

Highway Reference Posts in Minnesota: Highway Reference Posts

The Mile Marker Inventory contains mile marker location information along Michigan's highways. Descriptive information for the mile markers include: latitude and longitude, route name, region, TSC, county, control section number, physical reference (PR) number, PR mile point, and mile number. The information was collected in 2011 using Framework V11. The data has not been updated and more current data may be available. Please see the MDOT Metadata Form for additional information. Update Cycle: The Mile Marker inventory was initially collected and completed in 2011 as part of the Lane Mile Inventory (LMI). There is currently no update plan in place to re-collect or update this inventory.Data Quality: Data was collected to +/- 25ft accuracy using a laptop equipped with ArcGIS Desktop and a tethered USB puck GPS unit.Coverage: This inventory is complete in its coverage of all State of Michigan trunkline roadways as of 2011.Symbology: The symbology for the Mile Markers is a simple point.Contact: Alonso Uzcategui, uzcateguia@michigan.gov

The FRA Milepost is a spatial file that originates of multiple sources and contains point locations of mileposts along the FRA's rail network. The mileposts was developed from varies sources and should only be used as a reference file. The railroad lines and their mileposts are privately owned and are subjected of changed based on the rail owner. If used for identifying specific locations, please contact the railroad to verify the mileposts numbers and their locations.

Mile markers for select Boulder County roads and CDOT roads. The Boulder County roads were initially selected based on historic precedent, referencing printed maps in the Public Works (formerly Transportation) Department. Markers for more roads may be added after further review. Historic roads included some within municipalities, and mile markers were retained for those roads, regardless of annexations.Mile marker points along County roads were measured using GIS. Each road length was calculated using GIS, depending on accuracy from the Colorado StatePlane coordinate system and then accounting for slope from a 2.5 foot DEM. Markers, every quarter mile, were located along routes using a linear referencing method.Markers on CDOT roads were selected from a feature service owned by them. The selected roads were based on the Road_Map_Roads feature class.Note: Road Maintenance mile posts will be move based on markers in this dataset.

Wildlife carcasses recorded by Montana Department of Transportation, Idaho Department of Fish & Game, and U.S. Fish & Wildlife Service were aggregated to the nearest mile marker for major roads of the U.S. Northern Rockies. WGA connectivity flowlines were intersected with the road network and attributed to the nearest mile marker, along with their connectivity ranking, which indicates their expected relative importance to maintaining westwide connectivity. Values for potential risk factors, including average annual daily traffic (AADT), functional class, number of lanes, road surface width, landscape condition of surrounding habitat, ruggedness of surrounding landscape, and topographic position relative to surrounding landscape, were also attributed to mile markers. Landscape condition and topographic variables were calculated based on values observed within a half-mile radius of the focal mile marker. Landscape condition, an index of the degree of human modification of the landscape, is hypothesized to affect the likelihood of animals moving through adjacent habitat and attempting to cross the road at a particular site. Ruggedness (calculated as the standard deviation of slope values within a focal area) and topographic position (defined as the elevation of the focal point minus the mean elevation within a surrounding focal area, resulting in high values attributed to peaks and low values attributed to canyon bottoms) are expected to affect driver visibility from a particular site.Note that wildlife carcass collection and reporting protocols and frequency differ between states and among maintenance sections within states. Relative carcass counts should therefore be used only to explore general patterns and not for statistical inference.

These data provide an accurate high-resolution shoreline compiled from imagery of Padre Island, Cuba Island to Mile Marker 44, TX . This vector shoreline data is based on an office interpretation of imagery that may be suitable as a geographic information system (GIS) data layer. This metadata describes information for both the line and point shapefiles. The NGS attribution scheme 'Coastal Ca...

Route 905 MM2 2003-2021

Overseas highway milemarkers along US 1 in Florida Keys from Key West to Florida mainland in Monroe County.

This is a continuous data set of stream water stage (water surface height above the sensor), stream water temperature, and computed discharge at the Teller Road [Mile 27] field site?s basin outlet (N64 43' 35.29649" W165 56' 48.42823"). This measuring point is near the Mile 27 marker on the Teller Highway. Stream stage and water temperature are measured every 10 minutes. Discharge in the stream is also measured every site visit using one of two different methods. Most discharge measurements in this data set use the classic USGS style wading rod to measure water velocity at multiple points (every 5 or 10 centimeters) across a known cross-section (https://pubs.usgs.gov/tm/tm3-a8/pdf/tm3-a8.pdf). The second method is the salt-slug mass diffusion method (https://www.uvm.edu/bwrl/lab_docs/protocols/2005_Moore_Slug_salt_dilution_gauging_volumetric_method_Streamline.pdf). Combining the continuous data record with the discrete observations, an initial stage-discharge relationship has been developed. In coming years, as additional discharge measurements are made, this relationship will be further refined.

The reported soil temperature profile measurements (24 locations - 2 probes with 5 and 6 thermistors, respectively - Fig. 1 and Fig. 2) were initiated as part of a soil micro-warming experiment at the Council Road Mile Marker 71 Site (CN_MM71) in September 2017. From 2017 through August 2019, these were measurements of ambient pre-treatment plot conditions. This tussock tundra site (with underlying permafrost) experiences annual frost heaving that causes a vertical movement of the ground surface, hence causing some of the upper most temperature thermistors to be at surface level or above ground and recorded therefore air temperatures near the surface and not below ground soil temperature (see section on Quality Assurance). After August 2019, these measurements ended in preparation for transitioning to the experimental warming of individual plots. The reported temperature data are nominally 3-hour averages of measurements made at varying frequencies (3-hour maximum) with frequencies that depended upon power (solar) availability to operate the sensors (see section in documentation on Methods). The number of values and the standard deviation for each 3-hour average (where appropriate) are also provided. These measurements are located near the NGEE-Arctic CO2 and CH4 eddy covariance tower at the Council Road Site (US-NGC: NGEE Arctic Council, https://ameriflux.lbl.gov/sites/siteinfo/US-NGC#overview) and auxiliary data at https://doi.org/10.5440/1526749. This dataset contains four *.csv files and one *.pdf file. The Next-Generation Ecosystem Experiments: Arctic (NGEE Arctic), was a research effort to reduce uncertainty in Earth System Models by developing a predictive understanding of carbon-rich Arctic ecosystems and feedbacks to climate. NGEE Arctic was supported by the Department of Energy's Office of Biological and Environmental Research. The NGEE Arctic project had two field research sites: 1) located within the Arctic polygonal tundra coastal region on the Barrow Environmental Observatory (BEO) and the North Slope near Utqiagvik (Barrow), Alaska and 2) multiple areas on the discontinuous permafrost region of the Seward Peninsula north of Nome, Alaska. Through observations, experiments, and synthesis with existing datasets, NGEE Arctic provided an enhanced knowledge base for multi-scale modeling and contributed to improved process representation at global pan-Arctic scales within the Department of Energy's Earth system Model (the Energy Exascale Earth System Model, or E3SM), and specifically within the E3SM Land Model component (ELM).

The Sacramento River Geomorphic Atlas (1896–2012) (SRGA) documents the geomorphology of the middle reach of the Sacramento River from Red Bluff to Colusa, California, shown in Figure 1. The SRGA was created using a combination of geologic maps, U.S. Geological Survey (USGS) topographic maps, U.S. Department of Agriculture (USDA) and National Agriculture Imagery Program (NAIP) imagery, light detection and ranging (LiDAR) data, other aerial imagery, historical data, and fieldwork performed by California Department of Water Resources (DWR) staff.

The data are presented in a series of maps and imagery showing Pre-Shasta Dam Meanders (Series A), Post-Shasta Dam Meanders (Series B), All Meanders (Series C), Geology (Series D), DEM/LiDAR (Series E), Bank Erosion Characterization (Series F), and Pre- and Post-Shasta Dam Bank Erosion survey sites (Series G). Channel locations are approximate and subject to cumulative errors in the original mapping, scanning, georectification, and digitization process. Depending on the series of maps, other data are also shown, such as bank protection, levees, river mile markers, meander scrolls, paleo channels, and the modern and historical meander belts. Figure 2 shows the general legend and the geologic legend for the map series. For reference, Figures 1 and 2 are also shown at the beginning of each map series. Additional data presented in the SRGA include meander avulsion identification, bank protection identification, river sinuosity, and centerline length.

Copies of this document are available from:

California Department of Water Resources Attention: Publications Office P.O. Box 942836 Sacramento, California 94236-0001 Phone: (916) 653-1097

If you need this publication in alternate form, contact the Public Affairs Office at (800) 272-8869.

Rates of nitrogen (N) fixation with nodules of Alnus viridis subsp. fruticosa (alder) were measured at the Kougarok hillslope site in July of 2017 and 2018. Rates were calculated following incubation of excised nodules with 15N labeled N2 gas, as described in Anderson et al. (2004). Alder GPS coordinates, height and basal area were also recorded. This dataset contains one csv file and one pdf file.The Next-Generation Ecosystem Experiments: Arctic (NGEE Arctic), was a research effort to reduce uncertainty in Earth System Models by developing a predictive understanding of carbon-rich Arctic ecosystems and feedbacks to climate. NGEE Arctic was supported by the Department of Energy's Office of Biological and Environmental Research.The NGEE Arctic project had two field research sites: 1) located within the Arctic polygonal tundra coastal region on the Barrow Environmental Observatory (BEO) and the North Slope near Utqiagvik (Barrow), Alaska and 2) multiple areas on the discontinuous permafrost region of the Seward Peninsula north of Nome, Alaska.Through observations, experiments, and synthesis with existing datasets, NGEE Arctic provided an enhanced knowledge base for multi-scale modeling and contributed to improved process representation at global pan-Arctic scales within the Department of Energy's Earth system Model (the Energy Exascale Earth System Model,more » or E3SM), and specifically within the E3SM Land Model component (ELM).« less