I-11/US 93 - Boulder City Bypass

[sparker]

I'm a little surprised that the Tillman bridge requires tall vehicles to travel in the left lane. There's no apparent reason for it (besides possibly cross-winds), but that's not a common sight outside of work zones.

It is wind-related phenomena that has prompted the vertical-height lane restriction.  It's crosswinds, tail winds, etc.; that canyon is something of a vortex for wind currents.  I remember traveling over the dam pre-9/11, and feeling like I was going to get blown into Lake Mead.  The combination of water, heat, and dam structure tends to create its own microclimate; the bridge was simply laid atop it all.

[SSR_317]

I'm a little surprised that the Tillman bridge requires tall vehicles to travel in the left lane. There's no apparent reason for it (besides possibly cross-winds), but that's not a common sight outside of work zones.

It is wind-related phenomena that has prompted the vertical-height lane restriction.  It's crosswinds, tail winds, etc.; that canyon is something of a vortex for wind currents.  I remember traveling over the dam pre-9/11, and feeling like I was going to get blown into Lake Mead.  The combination of water, heat, and dam structure tends to create its own microclimate; the bridge was simply laid atop it all.

Another reason, in the northbound direction only, may be the presence of the adjacent pedestrian walkway. Though separated by a tall concrete barrier, the wind effects of fast-moving large vehicles in the right lane can create an unpleasant effect for those sightseeing along the bridge's walkway. But the canyon crosswinds are still the main reason for this regulation.

[pderocco]

The remainder of the corridor will likely depend upon the pace of progress on the new-terrain segments south of Wickenburg; not likely that ADOT will prioritize the Wickenburg-I-40 segment until at least a path connecting to the PHX freeway network has been finalized.

They seem to be putting a fair amount of effort into fourlaning the part through the hills, but I can't imagine any of it being designated part of I-11 until the entire route from I-40 to somewhere around Phoenix is pretty much done.

But that's fine. Not every road has to be an Interstate.

[pderocco]

I'm a little surprised that the Tillman bridge requires tall vehicles to travel in the left lane. There's no apparent reason for it (besides possibly cross-winds), but that's not a common sight outside of work zones.

Most people don't realize that forward motion amplifies the side forces from a crosswind. Truck drivers are supposed to know that, and slow way down, but I doubt most RV drivers do. In extreme crosswinds, I've seen both tractor-trailers and campers blown over on their sides along freeways. Better to land on the roadbed and cause a traffic jam than to go over the side of the bridge and plunge 800 feet to a grisly death.

But they should probably use an electric sign that only puts up that message when the wind is up.

[TimQuiQui]

At least on the Arizona approach it is an electronic as-needed sign that delivers that message. Of course, it's been so windy here lately it might feel like a permanent requirement...

[sparker]

The remainder of the corridor will likely depend upon the pace of progress on the new-terrain segments south of Wickenburg; not likely that ADOT will prioritize the Wickenburg-I-40 segment until at least a path connecting to the PHX freeway network has been finalized.

They seem to be putting a fair amount of effort into fourlaning the part through the hills, but I can't imagine any of it being designated part of I-11 until the entire route from I-40 to somewhere around Phoenix is pretty much done.

But that's fine. Not every road has to be an Interstate.

AZDOT seems to be handling the Wickenburg to I-40 segment in a similar fashion to Caltrans' approach to CA 58 out in the desert:  do the 4-laning first, preferably to Interstate geometry, and add any niceties like interchanges and/or grade separations at a later date, when the final push toward Interstate status is imminent -- the primary difference is that the I-11 designation, while technically an "unfunded mandate" is ingrained in the U.S. Code, while anything Interstate-wise over CA 58 remains simply speculation.  So not everything has to be an Interstate -- but in the case of at least the legal designation of I-11, that's a fait accompli.  When it'll be completed is anyone's guess! 

[SSR_317]

The remainder of the corridor will likely depend upon the pace of progress on the new-terrain segments south of Wickenburg; not likely that ADOT will prioritize the Wickenburg-I-40 segment until at least a path connecting to the PHX freeway network has been finalized.

They seem to be putting a fair amount of effort into fourlaning the part through the hills, but I can't imagine any of it being designated part of I-11 until the entire route from I-40 to somewhere around Phoenix is pretty much done.

But that's fine. Not every road has to be an Interstate.

AZDOT seems to be handling the Wickenburg to I-40 segment in a similar fashion to Caltrans' approach to CA 58 out in the desert:  do the 4-laning first, preferably to Interstate geometry, and add any niceties like interchanges and/or grade separations at a later date, when the final push toward Interstate status is imminent -- the primary difference is that the I-11 designation, while technically an "unfunded mandate" is ingrained in the U.S. Code, while anything Interstate-wise over CA 58 remains simply speculation.  So not everything has to be an Interstate -- but in the case of at least the legal designation of I-11, that's a fait accompli.  When it'll be completed is anyone's guess!

That has been the plan all along (upgrade to expressway, then later to Interstate freeway), ADOT has stated as much in every NEPA document for US 93 going back to the late 1990s. They even have the locations identified for the future traffic interchanges between Wickenburg & Kingman, including 2 for the Wikieup bypass & 3 new ones at points along the I-40 multiplex (not counting the system interchange planned for West Kingman or the upgrade of the Round Valley junction where US 93 heads south). I have downloaded many of those documents, so if anyone has any questions relating to these specific sections of roadway, I would be happy to try and answer them to the best of my ability.

A similar ADOT game plan exists for US 93 between the existing Kingman Wash Access Road interchange just south of the state line and Kingman, though the 4-laning has now been long completed (except at the aforementioned I-40 junction). The SB lanes south of Householder Pass (original US 93/US 466) need major geometric improvements and modern shoulders, which has been and will likely continue to be done in piecemeal fashion as funding permits. Later will come grade separations & interchanges as traffic volume demand warrants & funding allows. General locations of interchanges have been investigated, but no final decisions have been made as far as I can tell.

Just a note on my background: I first experienced Las Vegas to Kingman portion of this route in 1967, during a National Lampoon's Vacation-style cross country road trip with my parents. 30 years later, I drove the entire Phoenix - Vegas route before almost all of the improvements along US 93 (& many on US 60) took place (a trip I've repeated several times since). So I have a more than passing familiarity with the projects - both completed and planned - between these two major cities. Because of that, and because of a lifetime of being a road geek (in no small part due to that epic adventure when I was 11 years old), I've kept up with all the planned upgrades that have now resulted in the Interstate 11 mandate.

[sparker]

Just a note on my background: I first experienced Las Vegas to Kingman portion of this route in 1967, during a National Lampoon's Vacation-style cross country road trip with my parents. 30 years later, I drove the entire Phoenix - Vegas route before almost all of the improvements along US 93 (& many on US 60) took place (a trip I've repeated several times since). So I have a more than passing familiarity with the projects - both completed and planned - between these two major cities. Because of that, and because of a lifetime of being a road geek (in no small part due to that epic adventure when I was 11 years old), I've kept up with all the planned upgrades that have now resulted in the Interstate 11 mandate.

This general area figured into my initiation into cross-country road trips back in the summer of 1960, when I was ten years old and living in the L.A. area.  The trip was to return my mother's visiting aunt to her home in St. Louis; in order to get some specific points into the trip, it was quite convoluted (no straight shot down 66 on this journey!) -- outbound through Vegas and central Utah, across Colorado, Kansas, and Missouri (which involved some of the original opened sections of I-70 in KS!).  I was de facto navigator on this trip, but was more often than not overruled by my parents, who had those specific points of interest in mind.  We had just hit the Grand Canyon on the return leg and, in my mind, were likely to end up in Kingman that evening before heading home to L.A.  But no -- my dad, ever the historical buff,  wanted to see a particular museum in Prescott, so we shot down US 89 -- only to find the museum closed for renovation!  So we overnighted in that town, and then headed down 89, AZ 71, and US 60/70 pretty much all the way back to L.A. the next day -- and I for one was delighted to be able to travel the new I-10 section from Indio west to North Palm Springs that had opened only two weeks earlier!  Rural Interstate mileage was still a rarity back then; to my mom's consternation, I used up quite a bit of her Polaroid film pack taking pictures of the new facilities.  Unfortunately, they disappeared over the years. 

It was an interesting trip in interesting times.  I may do a retrospective trip down "memory lane" about it sometime in the Road Trips section.

[skluth]

Just a note on my background: I first experienced Las Vegas to Kingman portion of this route in 1967, during a National Lampoon's Vacation-style cross country road trip with my parents.

My first experience on that stretch of highway was in very similar circumstances. My family took a trip from Green Bay to California in June 1968. It was mostly on the old US 66 route (then still going through Peach Springs) which was rapidly being replaced by interstate, but my parents wanted to go to Las Vegas so we went north on US 93 at Kingman. We didn't have AC in the car (a big 67 Impala which was my parents first new car) as it wasn't needed in Wisconsin and was not yet standard equipment. There was some construction going on and we stopped for about a half hour in the desert heat. It was a fun trip overall, but that travel day was awful. That night was OK as we got to see the Strip for a bit before my parents left us at the campground while they went to the casinos.

The following day we headed for Cali on I-15. The Impala overheated climbing the pass south of LV and we had to wait until it cooled down before crossing the Mojave, which shows just how much car tech has improved. Sad to see that it is still only two lanes each way, which is insane given the current traffic.

[sparker]

Just a note on my background: I first experienced Las Vegas to Kingman portion of this route in 1967, during a National Lampoon's Vacation-style cross country road trip with my parents.

My first experience on that stretch of highway was in very similar circumstances. My family took a trip from Green Bay to California in June 1968. It was mostly on the old US 66 route (then still going through Peach Springs) which was rapidly being replaced by interstate, but my parents wanted to go to Las Vegas so we went north on US 93 at Kingman. We didn't have AC in the car (a big 67 Impala which was my parents first new car) as it wasn't needed in Wisconsin and was not yet standard equipment. There was some construction going on and we stopped for about a half hour in the desert heat. It was a fun trip overall, but that travel day was awful. That night was OK as we got to see the Strip for a bit before my parents left us at the campground while they went to the casinos.

The following day we headed for Cali on I-15. The Impala overheated climbing the pass south of LV and we had to wait until it cooled down before crossing the Mojave, which shows just how much car tech has improved. Sad to see that it is still only two lanes each way, which is insane given the current traffic.

Mountain Pass (such an original name!) on I-15 just into CA has claimed quite a few older American-car cooling systems in its time; when I was in college in the late '60's a bunch of us used to head up to Vegas for spring break; we always dreaded Baker Hill (20-odd miles of consistent gradient NB) and Mountain Pass (with its "ski-jump" slope) SB; had my first car, a '61 Chevy Bel Air "beater" -- quickly learned to carry a large container of water in the trunk for just that purpose.  And about 15 years later, when hauling a Dodge van full of speakers and electronics to & from the Consumer Electronic Show, had the same experience on the return trip coming up Mountain Pass -- had to stop for about 45 minutes to let the thing cool down + "rewatering" before heading down I-15 and then over CA 58.  Sometimes I miss not being able to fully work on my own vehicles -- but that aspect of it I don't miss at all! 

[mcarling]

Sad to see that it is still only two lanes each way, which is insane given the current traffic.

There is roughly about 100 miles from just east of Barstow to state line which are 2x2, so it would cost a lot of money to upgrade that to 2x3.  From CA's perspective, that spending would result in even more CA money being spent in NV so, unfortunately, I think we may end up waiting a long time -- unless NV or Clark County or both offer to cover part of the cost, which doesn't seem likely.

There is also a 2 mile section of I-11 between College Dr and Railroad Pass which is 2x2.  It seems to me that I-11 needs to be 2x3 all the way to the fork of the Boulder City bypass (I-11) and what will become the business loop.

[Plutonic Panda]

Sad to see that it is still only two lanes each way, which is insane given the current traffic.

There is roughly about 100 miles from just east of Barstow to state line which are 2x2, so it would cost a lot of money to upgrade that to 2x3.  From CA's perspective, that spending would result in even more CA money being spent in NV so, unfortunately, I think we may end up waiting a long time -- unless NV or Clark County or both offer to cover part of the cost, which doesn't seem likely.

There is also a 2 mile section of I-11 between College Dr and Railroad Pass which is 2x2.  It seems to me that I-11 needs to be 2x3 all the way to the fork of the Boulder City bypass (I-11) and what will become the business loop.

CA doesn't need to worry about where it's residents are spending money. They need to worry about providing its residents great infrastructure that suits their needs. It needs to be 3x3, not just 2x3.

[roadfro]

There is also a 2 mile section of I-11 between College Dr and Railroad Pass which is 2x2.  It seems to me that I-11 needs to be 2x3 all the way to the fork of the Boulder City bypass (I-11) and what will become the business loop.

I-515 (Future I-11) is three lanes each way down to the Wagonwheel Dr/Boulder Hwy interchange, not College Drive.

The entirety of the new I-11 facility is two lanes each way.

[sparker]

There is also a 2 mile section of I-11 between College Dr and Railroad Pass which is 2x2.  It seems to me that I-11 needs to be 2x3 all the way to the fork of the Boulder City bypass (I-11) and what will become the business loop.

I-515 (Future I-11) is three lanes each way down to the Wagonwheel Dr/Boulder Hwy interchange, not College Drive.

The entirety of the new I-11 facility is two lanes each way.

Which seems to be at least adequate; the traffic volume coming down I-515 and, to a lesser degree, from I-215, splits at the US 95 junction just east of Railroad Pass.  US 95 itself connects to other areas of local interest, primarily the Laughlin/Bullhead City casino/recreational area, so it will naturally draw a share of the overall traffic down the traditional US 93/95 corridor heading SE out of Vegas.  I-11 and the O'Callaghan/Tillman Bridge are intended to address interregional traffic needs; the US 95 traffic and that headed to Boulder City will have diverged prior to the new bypass freeway segment.  However, because of the interchange providing more or less direct service to the west Hoover Dam access road at the east end of the new bypass -- a regional tourist destination -- there may be the potential for future congestion at that interchange.  That notwithstanding, at present a 3+3 configuration east of Railroad Pass would appear to be overkill. 

[mcarling]

There is also a 2 mile section of I-11 between College Dr and Railroad Pass which is 2x2.  It seems to me that I-11 needs to be 2x3 all the way to the fork of the Boulder City bypass (I-11) and what will become the business loop.

I-515 (Future I-11) is three lanes each way down to the Wagonwheel Dr/Boulder Hwy interchange, not College Drive.

You're correct that from Las Vegas, the third lane exits at Wagonwheel Dr.  However, what I wrote is also correct.  There is a two mile long section that is 2x2 and that section is between College Dr and Railroad Pass.  That does not in any way imply that the distance from College Dr to Railroad Pass is two miles or that the entire road between College Dr and Railroad Pass is 2x2.  It's no more wrong than saying that there is a two mile section of 2x2 and it's between Las Vegas and Boulder City.

It might be the case that the road is still officially I-515 and not yet I-11 but it is presently signed I-11.

Which seems to be at least adequate; the traffic volume coming down I-515 and, to a lesser degree, from I-215, splits at the US 95 junction just east of Railroad Pass.  US 95 itself connects to other areas of local interest, primarily the Laughlin/Bullhead City casino/recreational area, so it will naturally draw a share of the overall traffic down the traditional US 93/95 corridor heading SE out of Vegas.  I-11 and the O'Callaghan/Tillman Bridge are intended to address interregional traffic needs; the US 95 traffic and that headed to Boulder City will have diverged prior to the new bypass freeway segment.  However, because of the interchange providing more or less direct service to the west Hoover Dam access road at the east end of the new bypass -- a regional tourist destination -- there may be the potential for future congestion at that interchange.  That notwithstanding, at present a 3+3 configuration east of Railroad Pass would appear to be overkill.

I suggested that the road _west_ (or north) of Railroad Pass should be 2x3 up the split (which is very slightly northwest of the Railroad Pass summit).  I agree that having two 2x2 roads east of the split should be fine and didn't suggest otherwise.

[sparker]

Agreed -- sorry for any misunderstanding.  IIRC, the plans do specify a 3+3 (or possibly 2 lanes with a third marked for the US 95 ramp) from the RR Pass casino down to the 95 split.  Right now I believe while there's enough room for a 3rd lane, the thing is (temporarily?) configured as 2+2 -- but the segment between the I-215 interchange and the US 95 divergence seems to be in a constant state of flux; I don't think we'll see a final version until (a) the I-11 segment east of there is open to traffic, and (b) the final phase of the Railroad Pass segment is completed (and ostensibly I-11 signage erected for that section).  Even the most recent photos I've seen show that section as part of a construction zone -- so it's probably just a matter of waiting out the process.

[roadfro]

There is also a 2 mile section of I-11 between College Dr and Railroad Pass which is 2x2.  It seems to me that I-11 needs to be 2x3 all the way to the fork of the Boulder City bypass (I-11) and what will become the business loop.

I-515 (Future I-11) is three lanes each way down to the Wagonwheel Dr/Boulder Hwy interchange, not College Drive.

You're correct that from Las Vegas, the third lane exits at Wagonwheel Dr.  However, what I wrote is also correct.  There is a two mile long section that is 2x2 and that section is between College Dr and Railroad Pass.  That does not in any way imply that the distance from College Dr to Railroad Pass is two miles or that the entire road between College Dr and Railroad Pass is 2x2.  It's no more wrong than saying that there is a two mile section of 2x2 and it's between Las Vegas and Boulder City.

It might be the case that the road is still officially I-515 and not yet I-11 but it is presently signed I-11.

Okay, so what you wrote is technically correct. It would have been more accurate and less misleading to say that two mile section was between Wagonwheel Dr/Boulder Hwy and Railroad Pass, as that part is two miles and two lanes each way. To my knowledge, the section between College Drive and Wagonwheel Dr/Boulder Hwy is still signed as I-515, and is three lanes each way.


For the record, I agree that it might have been better to extend the three lane section down to the Business 93 split.

There appears to be existing pavement that would accommodate three lanes through the Wagonwheel interchange. But it would have required some widening in the median (including the overpasses just south of Wagonwheel) between that interchange and the start of the Phase 1 bypass section. It would've been better to do that work with Phase 1 than to go back and do it later. I'm guessing that wasn't part of the environmental review and/or NDOT didn't think traffic volumes would justify widening now.

[michravera]

The remainder of the corridor will likely depend upon the pace of progress on the new-terrain segments south of Wickenburg; not likely that ADOT will prioritize the Wickenburg-I-40 segment until at least a path connecting to the PHX freeway network has been finalized.

They seem to be putting a fair amount of effort into fourlaning the part through the hills, but I can't imagine any of it being designated part of I-11 until the entire route from I-40 to somewhere around Phoenix is pretty much done.

But that's fine. Not every road has to be an Interstate.

AZDOT seems to be handling the Wickenburg to I-40 segment in a similar fashion to Caltrans' approach to CA 58 out in the desert:  do the 4-laning first, preferably to Interstate geometry, and add any niceties like interchanges and/or grade separations at a later date, when the final push toward Interstate status is imminent -- the primary difference is that the I-11 designation, while technically an "unfunded mandate" is ingrained in the U.S. Code, while anything Interstate-wise over CA 58 remains simply speculation.  So not everything has to be an Interstate -- but in the case of at least the legal designation of I-11, that's a fait accompli.  When it'll be completed is anyone's guess!

Is anyone running a book on which will be completed first: CASR-58 Freeway from I-5 to I-15 or US-93 from I-40 to I-15?

[sparker]

The remainder of the corridor will likely depend upon the pace of progress on the new-terrain segments south of Wickenburg; not likely that ADOT will prioritize the Wickenburg-I-40 segment until at least a path connecting to the PHX freeway network has been finalized.

They seem to be putting a fair amount of effort into fourlaning the part through the hills, but I can't imagine any of it being designated part of I-11 until the entire route from I-40 to somewhere around Phoenix is pretty much done.

But that's fine. Not every road has to be an Interstate.

AZDOT seems to be handling the Wickenburg to I-40 segment in a similar fashion to Caltrans' approach to CA 58 out in the desert:  do the 4-laning first, preferably to Interstate geometry, and add any niceties like interchanges and/or grade separations at a later date, when the final push toward Interstate status is imminent -- the primary difference is that the I-11 designation, while technically an "unfunded mandate" is ingrained in the U.S. Code, while anything Interstate-wise over CA 58 remains simply speculation.  So not everything has to be an Interstate -- but in the case of at least the legal designation of I-11, that's a fait accompli.  When it'll be completed is anyone's guess!

Is anyone running a book on which will be completed first: CASR-58 Freeway from I-5 to I-15 or US-93 from I-40 to I-15?

As a full/Interstate-grade freeway, I'd certainly put my $$ on US 93(I-11).  As a free-flowing (expressway/freeway, no signals or commercial-access incursion) facility, definitely CA 58 (simply because of the Kramer project).  For CA 58, once it's a 4-lane facility -- regardless of grade separation status -- from I-5 to I-15, Caltrans will probably tend to consider it a fait accompli and move on to something else until some outside source exerts pressure for further upgrades.   

[Roadwarriors79]

According to the Boulder City NV Facebook page, the grand opening of I-11 will be Thursday, August 9th.

[sparker]

According to the Boulder City NV Facebook page, the grand opening of I-11 will be Thursday, August 9th.

I'm wondering if that will prompt resigning of I-515 south of the I-215 interchange -- or will that be postponed until the "cleanup" of the Railroad Pass segment, including the final lane configuration.

[SSR_317]

According to the Boulder City NV Facebook page, the grand opening of I-11 will be Thursday, August 9th.

Great news! Thanks for spreading the word.

[roadfro]

Apparently, there was an opportunity for the public to ride bikes on I-11 today...although unlike other similar infrastructure opening events held by NDOT, this one had a fee to participate.

Las Vegas bicyclists gear up for special ride on Interstate 11, Las Vegas Review-Journal, 7/19/18

Bicyclists will rule the road on Saturday morning, when just about anyone will be allowed to pedal along most of Interstate 11 before it opens to vehicle traffic.

Motorists won't be allowed to travel along I-11 until Aug. 9, but bicyclists will be allowed to access the country's newest interstate from 6 to 9 a.m. during an event sponsored by the Southern Nevada Bicycle Coalition.
<...>
The cost is $20 to participate, with funds going toward the Southern Nevada Bicycle Coalition's safety advocacy campaign.
<...>
NDOT's 2 ½-mile concrete segment of I-11 opened in late May. The RTC plans to open its 12 1/2 -mile asphalt section of the freeway on Aug. 9, allowing drivers to bypass Boulder City on the way to the Hoover Dam.

EDIT: Another article with pictures from the event:
Las Vegas Valley bicyclists celebrate new Interstate 11 segment, Las Vegas Review-Journal, 7/21/18

[Alex]

Drove what is opened thus far of I-11 a week ago today. Also noted that a PT Cruiser went past the barrels and continued to the yet to open US 95 off-ramp from southbound.

Posted a few photos of I-11 at Railroad Pass on Intagram.

Also of note, presently the eastbound lanes of U.S. 93 (the eventual U.S. 93 Business) are using what was the southbound ramps for Nevada 172. There's just the one shield northbound on the segment around Hoover Dam and none southbound.

[sparker]

Apparently, there was an opportunity for the public to ride bikes on I-11 today...although unlike other similar infrastructure opening events held by NDOT, this one had a fee to participate.

Las Vegas bicyclists gear up for special ride on Interstate 11, Las Vegas Review-Journal, 7/19/18

Bicyclists will rule the road on Saturday morning, when just about anyone will be allowed to pedal along most of Interstate 11 before it opens to vehicle traffic.

Motorists won't be allowed to travel along I-11 until Aug. 9, but bicyclists will be allowed to access the country's newest interstate from 6 to 9 a.m. during an event sponsored by the Southern Nevada Bicycle Coalition.
<...>
The cost is $20 to participate, with funds going toward the Southern Nevada Bicycle Coalition's safety advocacy campaign.
<...>
NDOT's 2 ½-mile concrete segment of I-11 opened in late May. The RTC plans to open its 12 1/2 -mile asphalt section of the freeway on Aug. 9, allowing drivers to bypass Boulder City on the way to the Hoover Dam.

EDIT: Another article with pictures from the event:
Las Vegas Valley bicyclists celebrate new Interstate 11 segment, Las Vegas Review-Journal, 7/21/18

Within the "I-49/Arkansas" thread over in Mid-South, there's been a discussion about a specific form of rumble strip consisting of shallow rectangles cut out of the pavement just to the outside of the lane marker; on that segment (Bella Vista) of I-49 those were concrete.  If you look at the video cited immediately above (the bicycle ride), it appears that the method has found its way to NV, but with asphalt cutouts.  This is a departure from the former normative methodology consisting of narrow lateral slots a foot or two to the outside of the lane edges.  Having not driven much in the way of new -alignment freeway pavement in the last few years, I haven't come across this type of rumble strip (although the premise of indicators adjacent to the carriageway makes a lot of sense) as of yet.  My question is this:  is this method something that is now being generally applied to new construction or just with projects undertaken by specific jurisdictions (like ARDOT and NDOT, of course)?