In the U.S. state of Arizona, Interstate 10 (I‑10), the major east–west Interstate Highway in the United States Sun Belt, runs east from California, enters Arizona near the town of Ehrenberg and continues through Phoenix and Tucson and exits at the border with New Mexico near San Simon. The highway also runs through the cities of Casa Grande, Eloy, and Marana. Segments of the highway are referred to as either the Papago Freeway, Inner Loop, or Maricopa Freeway within the Phoenix area and the Pearl Harbor Memorial Highway outside metro Phoenix.

I-10 through Arizona is designated a "Purple Heart Trail", after the Purple Heart, the award received by American soldiers wounded in combat. The western terminus is located at the California border at the Colorado River in La Paz County where I-10 continues westward into California towards Los Angeles. Here, the same physical road is signed as both I‑10 and U.S. Route 95 (US 95).

The highway runs east by northeast through Ehrenberg, the Dome Rock Mountains, and Quartzsite and then turns to an east by southeast orientation just before the junction for US 60. It continues this path entering Maricopa County and the Phoenix Metro area. The route turns east by northeast again at the junction for State Route 85 (SR 85) northwest of downtown Buckeye, and turns due east at Verrado Way (exit 120). Here, the speed limit drops from 75 to 65 mph (121 to 105 km/h). The landscape by this point is largely urban.

From there, I-10 traverses through the communities of Goodyear, Avondale, and Tolleson, meeting with local streets and area freeways such as Loop 303 (at the former Cotton Lane interchange, exit 124) and the Loop 101 Agua Fria Freeway along the way. By December 2019, the simple diamond interchange with 59th Avenue (exit 138) was totally rebuilt, transforming it into the first of two junctions with the Loop 202 Ed Pastor Freeway. As it makes its way through Phoenix, the highway meets with I‑17 and US 60 for the first time just northwest of downtown at The Stack.

East of The Stack, I-10 forms the north edge of downtown. Near 3rd Avenue, the highway enters a half-mile tunnel (800 m) that runs under a park and the central branch of the City of Phoenix Library. Emerging past 3rd Street, the highway continues due eastward for another two miles (3.2 km) before coming to another interchange for Route 51 and Loop 202 (second of three junctions with the latter), called the Mini Stack. At this interchange, I‑10 turns southward for about three miles (4.8 km), passing near Sky Harbor Airport and reaching the second junction with I‑17/US 60. Here, I‑17 terminates as I‑10 skews eastward again. After this junction, the highway is cosigned with US 60.

Continuing southeast over the Salt River and eastward, I‑10 and US 60 enter Tempe and meets with SR 143. Then, at the Broadway Curve, the freeway turns southward again, with US 60 splitting off to become its own freeway. I‑10 continues southward running along the city borders of Phoenix on the west, and Tempe, Guadalupe, Tempe again, and finally Chandler on the east. Immediately north of the Gila River Indian Community, I‑10 has its third and final intersection with Loop 202. Past Loop 202, the highway turns to a more south by southeast direction going through the Gila River Indian Community and entering Pinal County.

As of a 2006 estimate, the Broadway Curve portion of I‑10 in Tempe carries an average of 294,000 vehicles per day. This number is predicted to increase by over 150,000 to approximately 450,000 by 2025. This section of I‑10 is currently twelve lanes wide, and is the widest section of freeway in the valley. Construction is underway (as of July 2021) to widen the Broadway Curve area.

After exiting the Phoenix metropolitan area, I‑10 continues southward into Casa Grande intersecting I‑8 before heading southeast towards Tucson, paralleling the Santa Cruz River. Several projects have occurred recently, including construction of a new exit at Twin Peaks Road in Marana and widening of I‑10 from Prince Road to I-19 in Tucson to four lanes in each direction, which was later extended to Ruthrauff Road/El Camino Del Cerro. After I-10's junction with I-19, I-10 heads southeast towards Benson and Willcox before entering New Mexico.

I‑10 in Arizona was laid out by the Arizona Highway Department in 1956–1958 roughly paralleling several historic routes across the state. Particularly east of Eloy, it follows the Butterfield Stage and Pony Express routes, and loops south to avoid the north–south Basin and Range mountains prevalent in the state. In fact, the route from its junction with I‑8 east to New Mexico is almost exactly the same route used by the old horse-drawn stagecoaches, which had to go from waterhole to waterhole and avoid the hostile Apache Indians. This is why I-10 is more of a north–south route between Phoenix and Tucson than east–west. The Southern Pacific Sunset Route line had to take the route of least hills, and in the 1920s highways were laid down next to the trains across southern Arizona.

When the project was being designed in the 1950s, the Arizona Highway Department fought for a nearly straight-shot west from Phoenix for the new freeway, instead of angling northwest out of Phoenix along US 60/US 70/US 89, through Wickenburg. Wickenburgers battled to bring the freeway through their city but lost that battle. The detour up through Wickenburg was logical decades earlier, when nearly all U.S. highways through Arizona were laid out along railroad tracks, and US 60/US 70 was routed mostly parallel to the Santa Fe rail tracks east of Wickenburg, and the Arizona and California Railway west to Vicksburg. The two old federal routes then struck west across the desert and state line, picking up the Southern Pacific mainline at Indio, California, and I-10 overlies the old roads most of that distance.

Moving east from the California line at Ehrenburg, I-10 follows the old route of US 60/US 70 for the first 31 miles (50 km) east from Blythe, California. In 1960, this westernmost stretch of I-10 was built from near the Colorado River east to the future spot where the "Brenda Cutoff" section of I-10 would connect a decade later. Until the early 1970s, this was the last freeway stretch until Phoenix. The "Brenda Cutoff" was named for a gas station on the old road just east of the fork where US 60 now terminates at I-10. Now an obscure name, "Brenda Cutoff" was the working title that the Arizona Highway Department called the stretch of freeway from US 60 to near Buckeye. The Brenda Cutoff paralleled old sand roads used in the 1920s for Phoenix-Los Angeles traffic, but mostly abandoned after US 60/US 70 was built to the north, through Wickenburg.

The Brenda Cutoff's opening on June 18, 1973 was eagerly awaited and was a big deal in newspapers in Phoenix and Los Angeles. It saved motorists from having to drive through Glendale, Sun City, Wickenburg and Salome, about 20 miles (32 km) out of the way, and it eliminated about 80 miles (130 km) of two-lane highway. But the freeway was opened only as far east as Tonopah, and heavy traffic was routed down narrow county roads through the desert and fields between Tonopah and Buckeye. In addition, there was only one very-small gas station on the very-long route between Buckeye and Quartzsite, on the old county road at the tiny crossroads of Palo Verde. Signs warning "No Services Next 106 Miles" were posted at either end of the Brenda Cutoff those first few years.

The freeway was extended past Tonopah as far east as Phoenix's western fringes (at Cotton Lane) in about 1974. I-10's freeway section ended in Goodyear until the controversial Papago Freeway was finished across the western Valley of the Sun in 1990. During the "west valley gap" years, westbound I-10 traffic was routed off the Maricopa Freeway at 19th Avenue in Phoenix, and stayed on the access road as it curved past the Durango Curve. Los Angeles-bound traffic then turned left on Buckeye Road and followed the "TO 10" signs down Buckeye Road (first marked US 80 until 1977, then SR 85) for nearly 15 years.

The interstate's route through Phoenix was hotly contested in the 1960s, 1970s, and early 1980s. A plan proposed by the Arizona Department of Transportation involved monstrous block-sized 270-degree "helicoil" interchanges at Third Avenue and Third Street that would connect motorists to freeway lanes 100 feet (30 m) in the air, but voters killed it in 1973 as a result of opposition from the Arizona Republic newspaper and a growing nationwide anti-freeway sentiment. Voters on election day were treated to a photo depiction on the front page of the newspaper that in later years was shown to have drastically overstated the freeway's height, but there is no question the proposed viaducts and helicoils would have been a visual gash across central Phoenix.

Beginning in 1961, a stub of what is now the Inner Loop portion of I‑10 was built northward from the Maricopa Freeway (then I‑10) along 20th Street, ending 0.5 miles (0.80 km) north at Buckeye Road. This stub was originally designated I-510. The Inner Loop name was given to it in 1969, at which time the highway changed numbers, to I-410. The I-10/I-510 interchange was the first multilevel interchange in Arizona and lasted until the Inner Loop was built as a real freeway in the 1980s. This putative freeway was two lanes in each direction and would have been hopelessly inadequate as a leg of the Inner Loop as it was intended.

After 1973, Arizona engineers favored a more-modest plan to link I-10 with I‑17 at the "Durango Curve" near 19th Avenue at Buckeye Road, and avoid the "Moreland Corridor" alignment of the Papago Freeway by adopting a route south of Buckeye Road. In 1983, ADOT unveiled the current below grade plans on Moreland Street, three blocks south of McDowell Road. Despite some local opposition, I-10 was finally completed in central Phoenix on the Inner Loop alignment, 0.75 miles (1.21 km) north of Van Buren Street, on August 10, 1990. The state is now considering a reliever freeway in West Phoenix, parallel to I-10 on the old Durango Street corridor, and was originally designated as Route 801, which has since been changed to SR 30.

The original 1962 alignment of I-10 through Phoenix was on the Black Canyon and Maricopa Freeways, now signed as I-17 and US 60, starting at about Grand Avenue. From 1962 to 1974, I‑10 in Phoenix ended at 40th Street, and truck traffic through Phoenix and Mesa was directed to use Arizona Route T-69 via 40th Street south and Baseline Road east to connect to SR 87 and SR 93, the shortcuts to Tucson. The I-10 signs were moved from the Maricopa Freeway to the Papago Freeway/Inner Loop alignments when it opened in 1990—the last gap of I-10 to be completed between Santa Monica and Jacksonville. This was the only time in Arizona where the posted freeway was moved from one road to another: the state never posted interstate signs on older state or U.S. highways. ADOT instead made frequent use of interstate shields with the word "TO" above and arrows below the shield.

For several years in the early 1970s, an orphan section of I-10 was opened between Baseline Road and Williams Field Road (now Chandler Boulevard) but was not marked as any highway, nor was it connected to the rest of the Interstate Highway System. ADOT, it seems, did not want to divert trucks down from T-69 in Guadalupe down into the cotton fields west of Chandler. This section got its interstate signs when the freeway south to Tucson was completed in about 1970, and the "Broadway Curve" was connected a year or so later—for almost two years, I-10 traffic used Baseline Road and 40th Street through the Japanese flower gardens until the last link between Tucson and Phoenix opened in about 1972.

From 1958 to 1972, the interstate was unmarked south from Tempe and Mesa, and traffic used either SR 87 through Coolidge or SR 93 through Casa Grande, or US 80/US 89 through Mesa and Florence. I‑10 signs reappeared at the town of Picacho, the 1962–1970 western terminus of the freeway from Tucson.

I‑10 was widened from Verrado Way to Loop 101, a total of thirteen miles (21 km). This included a new HOV lane from Dysart Road (exit 129) to Loop 101, later adding a HOV lane from Estrella Pkwy (exit 126) to Dysart Road. From Estrella Pkwy to Verrado Way, an additional lane was added.

New interchanges have been added, whereas Citrus Road has a new exit at 123, Sarival Avenue has a new exit at 125, and Fairway Drive has a new exit at 130.

The road from Casa Grande to Tucson was originally SR 84 and SR 93, and when it was rebuilt as a freeway in 1961–1962 it was cosigned as I‑10 and routes 84 and 93 through 1966, when 84 was truncated at Picacho. This section of interstate was completed in 1961, and forced the demolition of the town center at Marana. The freeway through Tucson, which was rebuilt and widened in stages from 1989 to 2014, with frontage roads added, was originally signed as SR 84 from Miracle Mile to Sixth Avenue.

The original highway from Casa Grande to Tucson entered the Old Pueblo via Miracle Mile, a road modeled after German Autobahns but without overpasses or an exclusive right of way. Traffic circles at either end of Miracle Mile were the best Tucson could come up with in 1937. The section of Miracle Mile West stretching between Miracle Mile and the Southern Pacific overpass was signed as Business Loop 10, SR 84, and SR 93 in the 1960s. It is now marked as the southern leg on SR 77, the new designation for US 80/US 89 north out of Tucson. The Business Loop designation was dropped in 1998.

The present-day I‑10 alignment along the Santa Cruz River was laid out after a city bond issue passed in 1948 to build a riverbank-side boulevard with room for a four-lane freeway in the median to follow. The route was originally called the Tucson Limited Access Highway and the Tucson Freeway. Construction on the bypass began on December 27, 1950. The first section of bypass artery, from Congress Street north to Miracle Mile West, was opened on December 20, 1951 but had no overpasses or interchanges at Grant Road (then DeMoss-Petrie Road), Speedway Boulevard or St. Mary's Road. It was first signed SR 84A. The remainder of the route was finished by 1956 to a new cloverleaf interchange at Sixth Avenue (then US 80 and US 89). In 1958, the state added the bypass to the Interstate Highway System as part of I-10 and began converting it to full freeway standards. The freeway was finally completed in 1961, and parts of it obliterated the original road. The SR 84A designation was entirely concurrent with I-10 between Sixth Avenue and Miracle Mile until October 11, 1963, when the designation was finally retired in favor of I-10.

The old cloverleaf at Sixth Avenue was the first built in Arizona, opening in the early 1950s as a southern Tucson gateway junction to the roads linking Tucson, Benson, Nogales, and the hoped-for Tucson bypass along the Santa Cruz River. It was converted to a diamond interchange by 1964 and the old "quick dip" underpass was removed and replaced by an interstate-standard overpass in the late 1980s.

Although the controversial I‑10 route across Phoenix was the last gap of I‑10 to be completed, two pieces of the interstate were subsequently left sitting on divided remnants of old US 80 and were neither built to interstate nor modern safety standards. One was the old Sixth Avenue interchange, and a small section of freeway east to the overpass over the old Southern Pacific (now Union Pacific) spur to Nogales and Guaymas. That section was replaced about 1990.

The last section of old US 80 that carried the I‑10 traffic was an underpass beneath the Union Pacific mainline east of Tucson, where the freeway median shrank to a guardrail at Marsh Station Road and the Pantano railroad overpass was too low. This underpass and section of former US 80 was originally constructed between 1952 and 1955 to replace the older more dangerous route over the 1921 Ciénega Bridge. The Marsh Station Road interchange was replaced in 2011, with the railroad mainline rerouted in 2012 and the railroad overpass removed in 2013. The remainder of the old US 80 section was rebuilt to interstate standards, with completion in 2014.

East of Tucson, I‑10 parallels and, in some cases, overlies old US 80 to Benson, and was originally cosigned as US 80 and SR 86. The section of I-10 from Valencia Road to Rita Road was the first construction project in the state of Arizona funded by the Federal Aid Highway Act of 1956. Construction began in 1957 and was completed in 1960. From Benson, the interstate follows the Southern Pacific mainline east through Willcox and Bowie to New Mexico, rather than bend south to the Mexican border along old US 80 (signed as SR 80 after 1989), through Douglas. The road from Benson east through Willcox was designated SR 86 in about 1935, that route number was subsequently shifted west and exists now between Why and Tucson. The bypass around Benson was opened about 1979, and other than the Phoenix gap was the last section of I‑10 to be opened.

Construction is planned for the 26-mile (42 km) segment from Loop 202 (Santan Freeway) in Chandler to SR 387 near Casa Grande. A third lane will be added in each direction along with improvements to several interchanges, crossroads and bridges. An HOV lane will be constructed for the six-mile (9.7 km) segment from Loop 202 to Riggs Road. Construction was originally planned to begin in 2025 but was sped up to begin in 2023 when Governor Doug Ducey signed a bill allocating funds for this project. The $1 billion project also received a $95 million federal grant in January 2024; the state and the Maricopa Association of Governments will provide the rest of the funding. It is planned to be completed in 2026.

HOV lane connections are planned to be constructed at the Loop 101 interchange in Tolleson. Construction is planned to begin in 2025 and be completed in 2027.

In 2011, ADOT started a study to improve the I-10 in the Tucson area. In December 2020, ADOT released final design concept report that will widen I-10 by two to four lanes from the I-19 to Kolb Road interchanges. Several interchanges will be reconfigured with exit 264 being replaced. SR 210 will also be extended as a freeway to I-10 at the Alvernon Way interchange. The project will be done in 18 phases with two phases already receiving some funding. The project is expected to cost $1.2 billion.

I-10 on the north side of Tucson will also be widened from three to four lanes in each direction between Ina Road to 22nd Street. Construction for this started in March 2022 and is expected to last until 2025. In April 2023, the Orange Grove Road interchange was closed by ADOT as part of the project. This and the Sunset Road interchange will be closed until at least late 2024.

County	Location	mi	km	Exit	Destinations	Notes
Colorado River		0.00	0.00		I-10 west / US 95 north – Los Angeles	Continuation into Blythe, California
				Arizona–California line
La Paz	Ehrenberg	0.72	1.16	1	Ehrenberg, Parker
		5.87	9.45	5	Tom Wells Road
	​	11.99	19.30	11	Dome Rock Road
	Quartzsite	17.54	28.23	17	BL 10 east / US 95 south to SR 95 north – Parker, Yuma, Quartzsite	East end of concurrency with US 95; former US 60 / US 70 east
		19.94	32.09	19	BL 10 west (Riggles Avenue) – Quartzsite	Former US 60 / US 70 west
	​	26.68	42.94	26	Gold Nugget Road
	​	31.18	50.18	31	US 60 east – Wickenburg, Prescott	Western terminus of US 60; former US 70 east
	​	45.38	73.03	45	Vicksburg Road to SR 72 west
	​	53.98	86.87	53	Hovatter Road
	​	69.69	112.16	69	Avenue 75E
Maricopa	​	81.24	130.74	81	Salome Road
	Tonopah	94.18	151.57	94	411th Avenue – Tonopah
	​	98.32	158.23	98	Wintersburg Road
	​	103.47	166.52	103	339th Avenue
	Buckeye	109.70	176.55	109	Sun Valley Parkway / Palo Verde Road
		112.77	181.49	112	SR 85 south to I-8 – Gila Bend, Yuma, San Diego	Northern terminus of SR 85
		114.88	184.88	114	Miller Road – Buckeye	Rebuilt into a diverging diamond interchange
		117.01	188.31	117	Watson Road	Rebuilt into a diverging diamond interchange
		120.24	193.51	120	Verrado Way
		121.72	195.89	121	Jackrabbit Trail
	Buckeye–Goodyear line	122.72	197.50	122	Perryville Road
	Goodyear	123.73	199.12	123	Citrus Road / Sarival Avenue	Eastbound exit and westbound entrance
		124.73	200.73	124	Loop 303 (Bob Stump Memorial Parkway)	Loop 303 exit 104; formerly Cotton Lane
				Begin Papago Freeway
		125.70	202.29	125	Sarival Avenue / Citrus Road	Westbound exit and eastbound entrance
		126.71	203.92	126	Pebblecreek Parkway / Estrella Parkway
		127.71	205.53	127	Bullard Avenue
		128.72	207.15	128	Litchfield Road – Goodyear
	Avondale	129.71	208.75	129	Dysart Road
		130.13	209.42	Bridge over the Agua Fria River
		130.71	210.36	130	Fairway Drive
		131.71	211.97	131	Avondale Boulevard	Formerly 115th Avenue
		132.69	213.54	132	107th Avenue	Westbound access is via exit 133A
	Avondale–Tolleson line	133.69	215.15	133A	99th Avenue / 107th Avenue	No signage for 107th Avenue eastbound; 99th Avenue was Temporary Loop 101 before the Agua Fria Freeway interchange was built
		133.98	215.62	133B	Loop 101 north (Agua Fria Freeway)	Loop 101 exits 1A-B; counterclockwise terminus of Loop 101
				133C	Loop 101 north	Planned HOV interchange to be westbound exit and eastbound entrance; construction planned to start in 2025
	Tolleson	134.69	216.76	134	91st Avenue – Tolleson
	Tolleson–Phoenix line	135.68	218.36	135	83rd Avenue
	Phoenix	136.18	219.16	136A	79th Avenue	HOV access only; westbound exit and eastbound entrance
		136.70	220.00	136B	75th Avenue	Signed as exit 136 eastbound
		137.69	221.59	137	67th Avenue / 59th Avenue	Signed as exit 138C westbound; 59th Avenue not signed eastbound
		138.67	223.17	138A	Loop 202 south (Ed Pastor Freeway)	Loop 202 exits 78A-B; signed as exit 138 eastbound; formerly 59th Avenue; access to 59th Avenue now via frontage roads between 67th Avenue and 51st Avenue
				138B	Loop 202 south	HOV interchange; westbound exit and eastbound entrance; clockwise terminus of Loop 202
		139.66	224.76	139	51st Avenue / 59th Avenue	Eastbound exit and westbound entrance closed upon construction of the Ed Pastor Freeway interchange
		140.66	226.37	140	43rd Avenue
		141.67	228.00	141	35th Avenue
		142.67	229.61	142	27th Avenue	Eastbound exit and westbound entrance; former I-10 BL east
		143.18	230.43	143A-B	I-17 / US 60 (Black Canyon Freeway) / I-10 Truck east – Flagstaff	Signed as exits 143A (north) and 143B (south), I-10 Truck Route via exit 143B; I-17 exit 200A
				End Papago Freeway, begin Inner Loop
		143.89	231.57	143C	19th Avenue / Grand Avenue	Westbound exit and eastbound entrance; Grand Avenue is former US 60 / US 89
		144.68	232.84	144A	7th Avenue – Downtown	Signed as exit 144 westbound
		144.70	232.87	144B	5th Avenue / 3rd Avenue	HOV access only; eastbound exit and westbound entrance
		144.96	233.29	Deck Park tunnel underneath Margaret T. Hance Park
		145.70	234.48	145B	3rd Street	HOV access only; westbound exit and eastbound entrance
		145.46	234.10	145A	7th Street	Signed as exit 145 eastbound
		146.71	236.11	146	16th Street	Eastbound exit and westbound entrance
		146.96	236.51	147C	Loop 202 east	HOV access only; eastbound exit and westbound entrance
		146.96– 147.27	236.51– 237.01	147A-B	Loop 202 east (Red Mountain Freeway) / SR 51 north	Counterclockwise terminus of Loop 202; southern terminus of SR 51; signed as exits 147A (Loop 202) and 147B (SR 51)
		147.27	237.01	147C	SR 51 north	HOV access only; westbound exit and eastbound entrance
		148.18	238.47	148	Washington Street / Jefferson Street – Rental Car Return	Westbound entrance includes direct exit ramp to SR 51/Loop 202 (exits 147A-B); signed as "Washington Street / Jefferson Street" only westbound
		148.94	239.70	149	Sky Harbor	Eastbound exit and westbound entrance
		149.34	240.34		Buckeye Road – Sky Harbor, Rental Car Return	Westbound exit and eastbound entrance
		149.57	240.71	150A	I-17 north / US 60 west (Maricopa Freeway west) / I-10 Truck west – Flagstaff	West end of US 60 overlap; southern terminus of I-17; signed as exit 150 eastbound; I-17 exit 194
				End Inner Loop, begin overlap with Maricopa Freeway
		149.94	241.31	150B	24th Street	Westbound exit and eastbound entrance
		150.77	242.64	Bridge over the Salt River
		151.50	243.82	151	University Drive / 32nd Street	Formerly signed as exit 151A
		152.39	245.25	152	40th Street	Formerly signed as exit 151B
	Phoenix–Tempe line	153.38	246.84	153A	SR 143 north (Hohokam Expressway) / 48th Street south / Broadway Road – Sky Harbor	Signed as exit 153 eastbound; Broadway Road not signed westbound; exits 1A-B on SR 143; former I-10 BL west; formerly signed as exit 152
	Tempe			153C	SR 143 north	Planned HOV interchange currently under construction; to be westbound exit and eastbound entrance
		153.75	247.44	153B	Broadway Road / 52nd Street	Westbound exit and eastbound entrance; formerly signed as exit 153
		155.17	249.72	—	US 60 east	HOV access only; eastbound exit and westbound entrance
		155.25	249.85	154	US 60 east (Superstition Freeway) – Mesa, Globe	East end of US 60 overlap; former SR 360 east
	Tempe–Guadalupe line	155.94	250.96	155	Baseline Road – Guadalupe	Guadalupe is on eastbound signage
Tempe	157.98	254.24	157	Elliot Road – Guadalupe	Guadalupe is on westbound signage
	158.98	255.85	158	Warner Road
Phoenix–Chandler line	159.98	257.46	159	Ray Road
	160.98	259.07	160	Chandler Boulevard	Formerly Williams Field Road
	161.50	259.91	161A-B	Loop 202	Loop 202 exit 55A-B
			161C	Loop 202 east (SanTan Freeway)	HOV access only; eastbound exit and westbound entrance; Loop 202 exit 55C
			End Maricopa Freeway
Chandler-Gila River Indian Reservation line	162.82	262.03	162	Wild Horse Pass Boulevard / Sundust Road	Formerly Maricopa Road
Gila River Indian Reservation-Chandler line	164.80	265.22	164	SR 347 south (Queen Creek Road)	Northern terminus of SR 347
Gila River Indian Reservation- Sun Lakes line	167.78	270.02	167	Riggs Road
Pinal	Sweet Water Village	176.11	283.42	175	SR 587 (Casa Blanca Road) – Chandler, Gilbert	Former SR 93 north
	​			179	Seed Farm Road	Future interchange
	​	185.56	298.63	185	SR 387 to SR 187 – Casa Grande, Coolidge, Sacaton, Florence	Former SR 93 south
	Casa Grande	190.95	307.30	190	McCartney Road
		195.19	314.13	194	SR 287 (Florence Boulevard)
		198.40	319.29	198	Jimmie Kerr Boulevard (SR 84)	Former SR 93
		199.36	320.84	199	I-8 west (Phoenix Bypass Route) – San Diego	Eastern terminus of I-8; exits 178A-B on I-8
	Casa Grande–Eloy line	200.40	322.51	200	Sunland Gin Road – Arizona City	Westbound entrance includes direct exit ramp to I-8 (exit 199)
	Eloy	204.13	328.52	203	Toltec Road
		209.09	336.50	208	Sunshine Boulevard
	​	211.27	340.01	211A	Picacho	Closed in 2019; was eastbound exit and westbound entrance
	Picacho			211	SR 87 north to SR 84 west – Coolidge, Florence	Formerly signed as exit 211B eastbound; southern terminus of SR 87; north of interchange is eastern terminus of unsigned section of SR 84; former SR 93 north
		212.49	341.97	212	Picacho	Closed in 2019; was westbound exit and eastbound entrance
	​	220.13	354.26	219	Picacho Peak Road – Picacho Peak State Park
	Red Rock	226.74	364.90	226	Red Rock
	Avra			—	Saguaro Power Plant & Solar Facility	Westbound exit only; exit not signed
	​	232.30	373.85	232	Pinal Air Park Road
Pima	Marana	236.71	380.95	236	Marana Road
		240.74	387.43	240	Tangerine Road
		243.24	391.46	242	Avra Valley Road
		244.81	393.98	244	Twin Peaks Road
		247.02	397.54	246	Cortaro Road
		249.01	400.74	248	Ina Road
		250.35	402.90	250	Orange Grove Road	Currently closed as part of the I-10 widening project
	Marana–Tucson line	251.47	404.70	251	Sunset Road	Currently closed as part of the I-10 widening project
	Tucson	252.71	406.70	252	El Camino del Cerro / Ruthrauff Road
		254.59	409.72	254	Prince Road
		255.57	411.30	255	SR 77 north (Miracle Mile)	Southern terminus of SR 77; former SR 84 east / SR 93 south
		256.46	412.73	256	Grant Road
		257.61	414.58	257	Speedway Boulevard / St. Marys Road – University of Arizona	No westbound signage for St. Marys Road
		258.65	416.26	258	Congress Street / Broadway Boulevard / St. Marys Road	No westbound signage for Broadway Boulevard, no eastbound signage for St. Marys Road; access to Tucson Station (Amtrak)
	Tucson–South Tucson line	259.63	417.83	259	22nd Street / 29th Street / Starr Pass Boulevard / Silverlake Road
		260.39	419.06	260	I-19 south – Nogales	I-19 exit 101; northern terminus of I-19
	Tucson	261.28	420.49	261	6th Avenue (Historic US 80 west) / 4th Avenue	6th Avenue is former BL 19 south and former US 80 west / US 89 south; will be reconfigured as part of I-10 widening/SR 210 extension project
		261.72	421.20	262	Benson Highway (Historic US 80 east) / Park Avenue	No westbound signage for Benson Highway; Park Avenue is former US 89 / SR 93; Benson Highway is former BL 10 / US 80 east (Tucson-Benson Highway); will be reconfigured as part of I-10 widening/SR 210 extension project
		262.53	422.50	263	Kino Parkway / Ajo Way – Tucson International Airport	Split into exits 263A (Kino south) and 263B (Kino north/Ajo) eastbound; will be reconfigured as part of I-10 widening/SR 210 extension project
		263.82	424.58	264	Country Club Road	Future diamond interchange to replace the current exit 264 as part of I-10 widening/SR 210 extension project
		264.37	425.46	264	Palo Verde Road / Irvington Road	Split into exits 264A (Palo Verde south) and 264B (Palo Verde north/Irvington) eastbound; will be removed as part of I-10 widening/SR 210 extension project
	Drexel-Alvernon	265.02	426.51	265B	Alvernon Way	Westbound exit signed as Alvernon Way north; will be reconfigured to a tri-stack interchange as part of I-10 widening/SR 210 extension project
		265.02	426.51	265A	SR 210 west (Barraza-Aviation Parkway)	Future interchange, part of the tri-stack interchange as part of I-10 widening/SR 210 extension project.
	Tucson	267.40	430.34	267	Valencia Road (Historic US 80 west) – Tucson International Airport	Former BL 10 / US 80 west (Tucson-Benson Highway); diamond interchange; will be realigned as part of I-10 widening/SR 210 extension project
		268.39	431.93	268	Craycroft Road	Tight diamond interchange; will be realigned as part of I-10 widening/SR 210 extension project
		269.64	433.94	269	Wilmot Road	Tight diamond interchange; will be realigned as part of I-10 widening/SR 210 extension project
		270.87	435.92	270	Kolb Road	Will be reconfigured to a Three-level diverging diamond interchange as part of I-10 widening/SR 210 extension project
		273.43	440.04	273	Rita Road
		275.77	443.81	275	Houghton Road	Reconfiguration to a diverging diamond interchange completed in November 2021
	Vail	279.68	450.10	279	Colossal Cave Road / Wentworth Road
		281.96	453.77	281	SR 83 south – Sonoita, Patagonia	Northern terminus of SR 83; access to north frontage road/Marsh Station Road (former US 80 east)
	​	291.32	468.83	291	Marsh Station Road	Former US 80 west
	​	292.77	471.17	292	Empirita Road
Cochise	Mescal	297.45	478.70	297	Mescal Road / J Six Ranch Road
	​	299.63	482.21	299	Skyline Road
	Benson	302.67	487.10	302	SR 90 east – Fort Huachuca, Sierra Vista	Western terminus of SR 90
		304.16	489.50	303	BL 10 east (Historic US 80 east) to SR 80 east – Tombstone, Douglas	No westbound exit; western terminus of I-10 BL; former US 80 east
		305.20	491.17	304	Ocotillo Street
		307.43	494.76	306	BL 10 west (Pomerene Road) to SR 80 – Tombstone	Eastern terminus of I-10 BL; former SR 86 west
	​	313.56	504.63	312	Sibyl Road
	​	319.76	514.60	318	Dragoon Road
	​	323.39	520.45	322	Johnson Road
	​	332.41	534.96	331	US 191 south – Sunsites, Douglas	West end of US 191 overlap
	​	337.69	543.46	336	BL 10 east / Taylor Road – Chiricahua National Monument
	Willcox	341.33	549.32	340	SR 186 east (Rex Allen Drive) / Fort Grant Road
	​	345.28	555.67	344	BL 10 west / Old Stewart Road
	Kagen	353.19	568.40	352	US 191 north – Safford	East end of US 191 overlap
	Luzena	356.77	574.17	355	To US 191 north – Safford	Access via unsigned US 191 Spur (Page Ranch Road); signed as "Safford" only eastbound
	Bowie	363.66	585.25	362	BL 10 east – Bowie
		367.60	591.59	366	BL 10 west – Bowie
	San Simon	379.75	611.15	378	BL 10 east – San Simon
		383.14	616.60	382	BL 10 west – San Simon
	​	391.57	630.17	390	Cavot Road
	​	391.99	630.85		I-10 east – El Paso	Continuation into New Mexico
1.000 mi = 1.609 km; 1.000 km = 0.621 mi       Closed/former       Concurrency terminus       HOV only       Incomplete access       Route transition       Unopened

• Interstate 10 - Arizona (AARoads.com)
• Papago Freeway at arizonaroads.com

Interstate 10
Previous state: California	Arizona	Next state: New Mexico