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Projekt przebudowy A66 do starndardu dwupasmowego dostal zielone swiatlo od rzadu, ale budowa zacznie sie dopiero za kilka lat:
A66 TransPennine £1bn upgrade route picked

Plans to upgrade the A66 between Cumbria and Yorkshire have moved forward with the Government picking the preferred route.

Highways England has also awarded an Amey/Arup joint venture team the design contract for the dualling sections of single carriageway on the 50-mile route between Penrith and Scotch Corner.


The £1bn project will include five new bypasses, key junction improvements and an underpass at the congested Kemplay Bank roundabout near Penrith.

The proposals also include significant improvements to the existing junctions between Barnard Castle and the A66 at Bowes and Rokeby.

These will improve safety at the two junctions and make for safer, smoother journeys for HGVs.

Transport Secretary Grant Shapps said: “Upgrading this vital national link will not only level up infrastructure in the region but will deliver benefits up and down the country – supporting tourism and movement between our key ports.”

Under the present project timeline construction will start in 2024/5


  • Northern bypass of a three-mile section between Penrith and Temple Sowerby
  • Northern bypass option for Kirkby Thore
  • Most northerly of two options bypassing Crackenthorpe
  • Dual a five-mile section between Appleby and Brough alongside the existing section of single carriageway
  • Dualling a 1.9-mile section of the route north of Bowes
  • A bypass south of the Old Rectory between Cross Lane and Rokeby
  • Most northerly of three bypass options linking sections of existing dual carriageway between Stephen Bank and Carkin Moor
 

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Ciekawa operacja poszerzania mostu na M4 pod Londynem:

Video | Thames Bray bridge widening on M4 smart motorway - New Civil Engineer

Highways England has released footage of work on the Thames Bray bridge as its M4 smart motorway upgrade reaches the halfway mark.
The installation of three bridge beams on the Thames Bray bridge was completed over the weekend 30 May - 1 June, with the remaining work completed last weekend. Highways England described it as the scheme’s “most complex work yet”.

Highways England delivery director Mike Grant explained: “[The Thames Bray bridge] doesn’t carry a local road or footbridge over the M4, it carries the motorway over the River Thames. Of course, we couldn’t just knock this bridge down and rebuild it, this would put the M4 out of action for months. An innovative solution was needed to overcome this challenge.

“The only option was to build the extended bridge elements on a nearby site and then assemble them over a single weekend to accommodate the extra lanes required for the four running lanes on each side of a smart motorway.”

Each beam took around 13 hours to lift into place and tension. When each bridge section had been lifted into place, they were surveyed using GPS to ensure correct positioning and all the sections fitted together.

Large tension cables on the east and west back spans secured the beams onto the abutments with large anchor points within the foundations. Each cable has a tension capacity of 295t to counterweight the weight of the bridge and the associated traffic and provide the facility to adjust the profile of the bridge during the installation.

The bridge widening was project managed by a Balfour Beatty Vinci joint venture. Bridge experts Cleveland Bridge carried out the work.

Balfour Beatty Vinci project director Peter Anusas said that the the team and supply chain partners proved their “industry-leading, advanced engineering capabilities”, while implementing Covid-19 site operating procedures.

Highways England programme manager Steve Foxley also emphasised the “huge engineering challenge” of tying the new beams into the existing structure.

“The beams – east, west and central – weighed nearly 400t combined, and were placed to the north of the existing bridge and connected by structural bracing, using a technique known as ‘splicing’. This allowed the bridge to be asymmetrically widened to the north,” he said.

According to Balfour Beatty Vinci engineering director Mike Fowler, the widened structure is “designed to behave in the same way as the existing structure while replicating the arched effect from an aesthetic perspective”.

He added: “In preparation for the weekend’s beam lifts, we built two new abutments (bridge supports) on either side of the river. A dry dock working environment was needed for this, so small sections of the Thames were sealed off and water pumped out to create this. Temporary sheet piled walls were then installed next to the existing bridge to ensure everything remained stable during the construction of the new east and west abutments.”

Highways England has also shared a visualisation which shows the sequencing of the weekend's lifts:

 

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Pod koniec zeszlego roku otwarto nowyy wezel (10a) na M20 w okolicach Ashford. Troche przypadkiem na YT natrafilem na fotki z budowy. To wezel w postaci typowego dla UK ronda nad autostrada.

Filmik z budowy, a dokladnie z weekendu gdy wyburzano stojacy tam wczesniej wiadukt dla drogi lokalnej. Na weekend zamknieto wtedy glowna trase w kierunku Chunnel Tunnel i Dover:


Wezly 10 i 10a sa polozene blisko siebie i beda funkcjonowac jako jeden wezel:


A tak to obcnie wyglada na Openstreetmaps:


M20 Ashford Junction 10a
by Geogregor*, on Flickr
 

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A jak oceniasz to brytyjskie rozwiązanie "węzłów rond" nad drogami A wobec np. innych rozwiązań, pełnych kończynek , rozwiazań węzłów z USA etc. ?
 

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A jak oceniasz to brytyjskie rozwiązanie "węzłów rond" nad drogami A wobec np. innych rozwiązań, pełnych kończynek , rozwiazań węzłów z USA etc. ?
To zalezy w jakiej sytuacji. Osobiscie wole to rozwiazanie zamiast dwoch mniejszych rond po obu stronach zjazdu czy tak popularnych w Polsce trabek.. Jest to tez rozwiazanied dobre gdy zbiega sie przy wezle kilka lokalnych drog.

Jednak powyzej pewnego natezenia ruchu te ronda nie daja rady. Problem w tym ze w UK stosowane je masowo, takze w miejsach ktore maja obecnie zbyt duze netezenie ruchu na taka forme wezla. Teraz trzeba wiec budowac dodatkowe wiadukty aby droga poprzeczna na wezle miala "free-flow". Np tu na A19:



Wczesniej bylo tam tylko rondo pod poziomem drogi.

Wezel pod Ashford powinien byc OK bo to jest w sumie dojazd do terenow inwestycyjnych i malej obwodnicy Ashford a nie wezel z jakas istotna trasa przelotowa. To w sumie bardziej przesuniecie istniejacego wezla ale bez jego calkowitej likwidacji (bo niektore lacznice na starym zostaja)
 

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Nie znam lokalnych warunkow ale patrzac na mape to rozwiazanie wydaje sie mocno przekombinowane, zwlaszcza za te pieniadze. Niektorzy twierdza ze budowa wezla bezkolizyjnego (Jct 6) powinna kosztowac niewiele wiecej. Tzn. w normalnym kraju...
Na moje oko patrzac na to rozwiazanie to szykują się do budowy magazynów i centrów dystrybucyjnych wzdłuż tej drogi. Wtedy ruch z tych centrów nie obciąży głównego skrzyżowania.
 
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