Highway to the Future - Seattle Roadwork (Book 1)
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The Seattle Sunday Times Magazine.
Bay Freeway (Seattle)
July 3, Underpass Opened". July 27, City of Seattle Legislative Information Service. Office of the City Clerk. The Seattle Daily Times. March 19, March 6, Seattle Municipal Archives. March 25, March 8, November 14, January 10, March 5, February 15, April 11, June 24, June 22, April 18, May 25, Bay Freeway Goes on as 6 Lanes". June 2, November 3, September 17, The Montlake Community and the R. Retrieved March 22, — via Institute of Education Sciences. November 23, February 9, Spokane Daily Chronicle.
Retrieved March 22, — via Google News Archive. February 10, Retrieved March 22, — via NewsBank. June 20, September 8, Seattle Department of Transportation. February 17, Archived from the original on June 1, Archived from the original on February 16, Namespaces Article Talk.
One explanation for the rough and rumbling roads of Louisiana is the soft turf on which they are built. Speaking to Overdrive in , Mark Lambert, then communications director for the Louisiana DOT, said "Over time, you get waves in the concrete as the loose soil shifts or sinks, and if you're in a long wheelbase vehicle, that gets pretty bumpy.
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You'll get a bump about every 50 feet. In Seattle, the issue isn't soggy soil, but shifting plates. One major factor driving the efforts to replace the Alaskan Way Viaduct is that the stacked highway is no way engineered to withstand the magnitude of earthquake Seattle, smack-dab in the middle of the Cascadia Subduction Zone, is susceptible to experiencing. In fact, the current viaduct is built in the same style as the Cyprus Viaduct in San Francisco, which famously failed in the Lomo Prieta earthquake.
Of course, linking major cities isn't the only role of the American highway. They also provide access to the remotest spots in the country. And it doesn't get much more remote than Utah State Route 95, otherwise known as the Bicentennial Highway. Stretching miles across the high red desert between Hanksville and Blanding, the Bicentennial Highway offers a unique lesson—even roads in the middle of nowhere require attention and amenities.
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End to end, Route 95 can take four hours to drive, and there's very little in between. Along the way there are no rest areas or commercial facilities. There's no place to buy gas, get food or stop for repairs.
The pit toilets at Natural Bridges National Monument represent one of the few signs of civilization. Kevin Kitchen, a liaison with the Utah Department of Transportation who specializes in the state's southeastern transportation issues, says the major concern with the Bicentennial Highway is how its relatively low rate traffic volume affects road conditions. As a main access road for Lake Powell and several national recreation areas, including Natural Bridges, traffic is mostly seasonal.
West Seattle Blog… | West Seattle road work: Detour change for Charlestown closure
Those who do drive it, Kitchen says, know what they've bargained for. But while drivers may be able to abide pit toilets and no service stations, unusable roads are another matter, and one that Utah DOT treats with extreme vigilance. Built between and , and linking Manhattan, by way of the newly constructed Holland Tunnel, to the transcontinental Lincoln Highway, the 3-mile-long Pulaski Skyway was effectively the final section of America's first superhighway.
Unfortunately, it stands today as one of the earliest lessons of how not to build a highway. For one thing, its design was inspired by steel truss deck rail bridges of the era, and was based on the railway design principles of Arthur Mellon Wellington, whose book, The Economic Theory of the Location of Railways, was first published in A central railway principle was keeping land-acquisition costs down by employing the narrowest possible right-of-way.
Applied to the Pulaski Skyway, the result is inadequately narrow roadways. Its two foot-wide road decks allow for just two foot lanes of traffic—the minimum width allowed for highway lanes—leaving no space for a shoulder, and very little margin of error for the modern driver. Now, road planners ideally look to have at least ten feet of shoulder on the side of a highway. One element of this is to give drivers a breakdown lane.
But Hersey says that as the width of a shoulder shrinks it also affects how people drive. Drivers become nervous. They overreact and slow down. They weave.
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