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Old February 18th, 2016, 12:10 PM   #11361
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at the macro level, with the (piecemeal nonetheless) completion of I-69 the major gaps in the Interstate network would be:

- one NW <=> SE link in the South, could be either Pine Bluff-Jackson-Mobile or Memphis-Birmingham-Tallahassee (in this case using the already completed I-22 sections and the existing I-65 between Birmingham and Montgomery)

- another NW <=> SE link between Dallas and Pueblo. A Ft. Worth - Wichita Falls - Amarillo - Raton link would serve the purpose, involving upgrading some existing expressways and new alignments in the desert past Amarillo.

- I-11, connecting Arizona with Oregon, partially in works in the Southern part (but little noise about Las Vegas - Reno and even less about Reno - sourthern Oregon part).

- a link from Green Bay through the Michigan Panhandle and then Sault Saint Marie. The road network of the Michigan Panhandle is bad and slow.
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Old February 18th, 2016, 09:19 PM   #11362
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Daniel Boone Bridge, Chesterfield, Missouri

And boom! there she goes. The 1935 span of the Daniel Boone Bridge (I-64) across the Missouri River in suburban St. Louis was demolished today.



Side view:
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Old February 19th, 2016, 12:09 AM   #11363
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A much needed upgrade! Construction has started for a brand new interchange for the 360 and I-30 interchange in Arlington, Tx. According to the Star Telegram, this project is going to be massive. On par to the High Five big.

Here is a render of the new interchange:

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Old February 19th, 2016, 02:26 PM   #11364
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Quote:
Originally Posted by Suburbanist View Post
I-11, connecting Arizona with Oregon, partially in works in the Southern part (but little noise about Las Vegas - Reno and even less about Reno - sourthern Oregon part).
It is unlikely that there will be any construction of I-11 between Las Vegas and Reno before the completion of the Phoenix - Las Vegas section. It is similarly unlikely, perhaps even more unlikely, that there will be any construction of I-11 north of Reno before the completion of the Las Vegas - Reno section. It probably will be decades before I-11 reaches the Pacific Northwest. It was only in the last year or so that it became clear that I-11 would go to Reno rather than Elko. It is still unclear which route I-11 will eventually follow north of Reno. My own opinion is that I-11 should eventually provide connections to Portland and Seattle via Susanville, Klamath Falls, Bend, Redmond, and Yakima. I'm not confident the route north of Reno will be decided by 2025.
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Old February 19th, 2016, 03:41 PM   #11365
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The I-30 / SH 360 interchange is supposed to extend that reversible facility they built on I-30 a couple of years ago. I haven't read about it being tolled.

A drive across I-30 would be pretty cool, with two 5-level stack interchanges within 2 miles.
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Old February 20th, 2016, 12:05 AM   #11366
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It's not going to be tolled
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Old February 20th, 2016, 03:20 AM   #11367
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I always wondered why American roads look grey instead of black like in other parts of the world. Do they use concrete or something?
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Old February 20th, 2016, 05:06 AM   #11368
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Yes
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Old February 20th, 2016, 05:51 AM   #11369
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Roads in the U.S. are made of concrete if it's a bridge only, except in some freeways like the ones in Houston which are fully concrete made.
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Old February 20th, 2016, 06:59 AM   #11370
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Concrete gets used a lot on highways and city streets with heavier vehicles, e.g. industrial areas and busways. Bus stops are paved over with a concrete pad to prevent bad wear and tear.
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Old February 20th, 2016, 10:58 AM   #11371
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There are plenty of freeways paved with asphalt though. I believe nearly all of metropolitan Phoenix has asphalt freeways.
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Old February 20th, 2016, 04:57 PM   #11372
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Making a sign by Arkansas Highways, on Flickr
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Old February 20th, 2016, 05:19 PM   #11373
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Somtimes you have hybrid design: a thick concrete base with draining channels embedded and a thinner porous asphalt layer over it.
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Old February 20th, 2016, 08:14 PM   #11374
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I tend to think that is more of a maintenance solution, where a worn concrete pavement gets paved in assphalt when it starts to get cracked and spalled
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Old February 20th, 2016, 08:22 PM   #11375
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High Five Interchange - Dallas, Texas
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Old February 21st, 2016, 12:19 AM   #11376
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I personally think that black asphalt highway surfaces look way better than concrete surfaces.
I mean, look at how sexy this is:

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Old February 21st, 2016, 02:53 AM   #11377
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Quote:
Originally Posted by Joshua Dodd View Post
I personally think that black asphalt highway surfaces look way better than concrete surfaces.
I mean, look at how sexy this is:

Not true

The sexiest, and quite frankly the BEST type of surface for a road is diamond grinded concrete.


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Old February 21st, 2016, 03:24 AM   #11378
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There's one of those in the greater Montreal area (westbound A-440 express lanes around Chomedey Avenue to around Cure-Labelle Boulevard), it always makes my car try to tramline (follow the grooves...)
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Old February 21st, 2016, 01:33 PM   #11379
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Quote:
Originally Posted by VoltAmps View Post
Not true

The sexiest, and quite frankly the BEST type of surface for a road is diamond grinded concrete.


Its noisy though. Here in the UK, the concrete section of the M25 London Orbital Motorway has been retextured but it is really noisy.

Stone mastic asphalt which has a really fine and smooth surface is great for low noise but is vulnerable to freeze-thaw cycles. After as little as two years the surface becomes brittle and as it wears potholes appear in the joins and where crazing appears. It is awful stuff. It also generates a lot of surface spray.

Hot rolled asphalt is much better. Large aggregate is rolled into hot dense asphalt to about 2" to provide a robust surface which can last up to 20 years. It's a bit noisier but more robust and surface spray is less of a problem.

Unfortunately Highways England - the body that looks after the national strategic trunk road and motorway network only uses stone mastic asphalt and it shows in the overall decline in surfaces across the network.
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Old February 21st, 2016, 01:47 PM   #11380
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It's interesting to see how highway administrations prefer different types of pavement.

I've read a book about the history of Nebraska roads. Back in 1940, the cost of a mile of asphalt road was $ 4,727, while the cost of concrete (Portland cement) was $ 24,745 per mile at the time. So they choose to use mostly asphalt.

A major advantage of asphalt is that it can be repaired quickly, cheaply and without major traffic disruptions (night work). It is also possible to cost-effectively strengthen the asphalt pavement by adding an additional layer, as long as it doesn't result in problematic bridge clearance.

In Europe, most toll road operators also prefer asphalt over concrete, even with high truck volumes. Nearly all toll roads in France or Italy are paved with asphalt and are almost always in top-notch condition, no matter how old the road is.
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