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Old January 9th, 2015, 10:11 AM   #11981
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A67 has the longest distance between exits of South-Netherlands (Noord-Brabant / Limburg)
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Old January 9th, 2015, 04:24 PM   #11982
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N62 Sluiskil Tunnel

The Sluiskil Tunnel near Terneuzen is approaching completion. Both tubes are paved and have road markings and traffic management systems in operation. It is reported to be according to schedule and below budget.

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Old January 9th, 2015, 08:54 PM   #11983
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A4 Schiphol Airport

A 1987 photo of A4 approaching the Schiphol Tunnel just south of Amsterdam.

There's quite a bit of history here. The original motorway opened to traffic in 1938. It had four lanes and was located slightly to the east of the current motorway. It was built on a new six-lane alignment in 1966, including the first Schiphol Tunnel as seen on the photo.

The first Schiphol Tunnel had 8 lanes, 2x3 motorway and 2 lanes of a local access road. It was replaced by a much wider tunnel between 1993 and 1998 to accommodate a longer runway and new taxiways.

The second Schiphol Tunnel (current) has 18 lanes, 2+4+4+2 motorway, 2x2 local and 2x1 bus. It also has a separate bike tube.

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Old January 9th, 2015, 09:30 PM   #11984
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When did they get rid of the give-way signs on the entry slip-roads?
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Old January 10th, 2015, 01:26 PM   #11985
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After the implementation of the RVV-1990 traffic rules.
The same applies for the gap in the road markings at the end of an entry-lane.
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Old January 10th, 2015, 03:26 PM   #11986
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Quote:
The same applies for the gap in the road markings at the end of an entry-lane.
Do you have a example of this situation? I can't visualize it!
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Old January 10th, 2015, 05:13 PM   #11987
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The aquaduct at Delft. Typical 1990s waste of money. The canal is not navigable due to the low bridges (such as the one in the photo)
One would expect you to know that canals in the Netherlands serve an essential purpose well beyond transportation.
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Old January 10th, 2015, 05:35 PM   #11988
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Quote:
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One would expect you to know that canals in the Netherlands serve an essential purpose well beyond transportation.
He is not talking about the canal, but the Aquaduct.
There is no point (except to please people who don't like bridges) for an aquaduct there... A cheap low bridge would do just as well...
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After the implementation of the RVV-1990 traffic rules.
It's a shame, a lot of people don't understand they have to yield when changing lanes or merging. They think indicating left means others have to move over for them .
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Old January 10th, 2015, 06:47 PM   #11989
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Quote:
Originally Posted by snowdog View Post
He is not talking about the canal, but the Aquaduct.
There is no point (except to please people who don't like bridges) for an aquaduct there... A cheap low bridge would do just as well...
A low bridge wouldn't be sufficient for the road alongside the canal. So the only alternative to the cutting would have been a tall embankment. But as motorways tend to be rather noisy one wouldn't want to lift it up from where the noise spreads even further. Therefore the chosen solution looks perfectly fine to me.
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Old January 10th, 2015, 06:55 PM   #11990
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Quote:
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A low bridge wouldn't be sufficient for the road alongside the canal. So the only alternative to the cutting would have been a tall embankment. But as motorways tend to be rather noisy one wouldn't want to lift it up from where the noise spreads even further. Therefore the chosen solution looks perfectly fine to me.
The local road could be on a overpass which is quite cheaper solution. The current situation is clearly a mistake. Either the canal should be navigable, or the aqueduct should have never been built.
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Old January 10th, 2015, 07:03 PM   #11991
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Maybe there was plenty of money to invest in the 1990s... Better economic times and budget operational surpluses
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Old January 10th, 2015, 07:09 PM   #11992
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Quote:
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It's a shame, a lot of people don't understand they have to yield when changing lanes or merging. They think indicating left means others have to move over for them .
Which is probably why they thought of this in Belgium. The only country in Europe that put them on motorways...

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Old January 10th, 2015, 07:15 PM   #11993
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Quote:
Originally Posted by da_scotty View Post

Do you have a example of this situation? I can't visualize it!
Re: the gap

I had a little look around for an image but couldn't find anything so I'll attempt a description.

At the end of the merge lane the borderline of the merging lane curved towards the main carriageway as it does now but then ended abruptly instead of continuing to the borderline of the main carriageway leaving a gap of about 1 1/2 metres between the merge and main carriageway lines at the end of the merge. The block markings also ended precisely at this point too.
This is how merges were up to nearly the mid 90s afterwhich the line was extended to the main carriageway line and the block marking extended to cover the extra distance (aprox 30 metres).
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Old January 10th, 2015, 10:03 PM   #11994
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I remember in Ontario they had put those chevrons on Hwy 401 back in the 1990's with sign saying you should keep 2 chevrons apart, but everyone kept only 1 chevron distance It's very much gone now
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Old January 10th, 2015, 11:11 PM   #11995
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Maybe there was plenty of money to invest in the 1990s... Better economic times and budget operational surpluses
Infrastructure spending was quite flat in the 1990s, around € 5 billion per year, except for a peak in 1998 when they spent over € 6 billion. However, a large amount of 1990s spending was earmarked for replacement projects (1930s bridges). The criticism was that there wasn't a lot of spending on capacity expansion projects, while traffic volumes increased strongly, despite policy to increase to cost of driving significantly. As a result, traffic congestion exploded between 1990 and 2010.

Road spending increased considerably after 2005 and peaked in 2011. As a result, traffic congestion was reduced for the first time while driving remained at peak levels. Not just some reduction, but traffic congestion was cut in half between 2009 and 2014.

However, infrastructure spending took a nosedive after 2011 due to budget cuts on the infrastructure fund. Spending in 2013-2015 is about 25% less annually than in peak year 2011. So there are some fears that we may see increased congestion when the economy picks up speed and traffic growth becomes stronger again. 2014 already saw a small increase in congestion, because the fewest projects were completed in the last 7 years.
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Old January 14th, 2015, 02:13 PM   #11996
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A tanker truck with hazardous materials has been involved in an accident on A73 near Linne. Emergency services scaled the call up to GRIP 3 which doesn't happen too often (especially not with traffic accidents).





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Old January 14th, 2015, 04:32 PM   #11997
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This accident resulted in a gridlock situation of the Limburg province. Earlier today, the other north-south highway connection in this province (A2) was also jammed in both directions, also due to an accident with multiple trucks, one of whom crashed through the crashbarrier. This situation has not been resolved yet.

To make things even worse, rail traffic between Roermond and Sittard (a major rail connection) has been suspended as a result of the hazardous material evaporating from the burst truck on A73.

And where normally buses are arranged to transport stranded passengers in case of rail problems, these buses couldn't reach their destinatons due to the traffic problems on A2 and A73.

And because the underlying road network is completely blocked due to drivers trying to avoid A2 and A73, road transport between the southern part of Limburg and the rest of the country is virtually impossible. Best option is to detour via Germany using BAB61.

UPDATE 16.50: Road authority Rijkswaterstaat strongly urges people to postpone road trips until evening rush hour is over. All roads in Mid-Limburg province are still jammed.

Last edited by ChasingCars; January 14th, 2015 at 05:55 PM. Reason: grammar
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Old January 14th, 2015, 05:34 PM   #11998
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busiest motorways in the Netherlands

The busiest motorway stretches in the Netherlands. I excluded segments that are directly adjoining another busy segment. The data is based on 2013 annual average workday volumes.

* A4 Prins Clausplein - Ypenburg: 239.900
* A15/A16 Ridderkerk-Noord - Ridderkerk-Zuid: 235.300
* A16 Rotterdam-Centrum - Rotterdam-Feijenoord: 226.900
* A10 De Nieuwe Meer - Amsterdam-Oud Zuid: 214.400
* A4 De Hoek - Hoofddorp: 214.300
* A12 Utrecht-Kanaleneiland - Utrecht-Hoograven: 213.700
* A2 Utrecht-Centrum - Oudenrijn: 206.900
* A4 Amsterdam-Sloten - Badhoevedorp: 186.400
* A1 Muiden - Muiden-Oost: 185.700
* A2 Holendrecht - Abcoude: 185.500
* A27 Lunetten - Rijnsweerd: 185.500
* A2 Eindhoven-Airport - Eindhoven-Centrum: 170.800

All locations over 170.000 vehicles per day are in western Netherlands, except A2 at Eindhoven which is in southern Netherlands. There are only a few stretches with over 100,000 vehicles per day outside the Randstad conurbation (A2 's-Hertogenbosch, A12 Arnhem, A28 Zwolle, A50 Nijmegen, A58 Tilburg, A67 Eindhoven).

The busiest intercity motorway is A2 between Amsterdam and Utrecht. The the lowest volume is 171.200 vehicles per day. A2 also has the longest stretch of 100.000+ traffic, from Amsterdam to Vught (86 kilometers).
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Old January 14th, 2015, 06:49 PM   #11999
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Top three are in Rotterdam.
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Old January 14th, 2015, 07:00 PM   #12000
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Top three are in Rotterdam.
Number one is The Hague.
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