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The perspective offered in the article is intriguing, but I find myself in disagreement. In the United States, railfans have traditionally focused their passion on the historical aspects of railroading, particularly the early 20th century. The decline in the rail industry during the latter half of the century has garnered less attention, as the narratives from that period tend to be more somber. There is also a tendency in historical accounts to overlook key developments in railroading during the late 20th and early 21st centuries. An exception to this trend is the Brightline service, which represents a notable success in renewing interest among railfans in contemporary rail initiatives.

Contrastingly, in countries like China and Japan, there is substantial enthusiasm for modern rail infrastructure, fueled by significant investments in this area.

The history of highways, conversely, tends to focus on more recent developments. There was scant literature on road infrastructure prior to the creation of the interstate highway system, with only sporadic mentions of bridge and road improvements. Comprehensive documentation generally began during the WPA era, subsequently followed by other government-funded programs. This correlated with the rise in commercial photography for the sake of preservation and documentation.

This backdrop poses unique challenges for documenting niche subjects, where secondary sources are scarce. Such was the case in a debate I engaged in over the use of materials from the Chesapeake & Ohio Railway Historical Society. While a *few* considered this a primary source due to its direct connection to the subject, in many instances, it's the most reliable documentation we have. Where else are you going to find scans, track layouts, and schematics? Secondary documentation is next to nil for the railroad.

The phrase "It’s bureaucracy for the sake of bureaucracy" encapsulates my experience as a Wikipedia administrator. Over time, the platform has become bogged down with controversies over minor issues, excessive bureaucracy, and declining participation. This has led to outdated content, broken links, and references that diminish the utility of the resource.

A little warmer than it was at the beginning of this month.  Mostly Sunny and breezy.  Heat Index will be in the mid to upper 80s all across South Texas, a number of places could exceed 90 degrees.

ACTUAL                              AVERAGE BROWNSVILLE:        86 high; 70 low                    76 high; 57 low CORPUS CHRISTI:    84 high; 68 low                    73 high; 55 low LAREDO:                 84 high; 63 low                    72 high; 52 low MCALLEN:               85 high; 68 low                    75 high; 56 low

That same cold front that sliced through the country earlier will arrive here Sunday morning and our temperatures will take a tumble.  We'll be several degrees below average for a couple of days before the evenutally gradually recovering back to normal.

ODOT might work with TX DOT on an I-45 extension once enough old farts in Atoka and Stringtown die off and not pose enough political resistance to get in the way anymore. Of course other things need to improve in Oklahoma for such a highway project to have any chance of being funded either.

I'll be a bit more optimistic and say there's very slight chance, (let's say 1 in 400) that it could get extended to Boise City if I-27 gets extended up to Limon. Having a free-flowing route through the Panhandle would be very nice.

I think it would take more than just I-27 getting extended up to Limon to encourage ODOT or OTA to upgrade US-412 to Interstate quality from I-35 to as far as Boise City.

If both Northern legs of the Ports to Plains Corridor were built as Interstates to Limon and Raton then there might be a tiny, very outside chance a US-412 Interstate could reach Boise City as well as Clayton, NM. The US-412 Interstate route would have its Western terminus set at another significant route in Clayton -a route still traveling Westbound to Raton.

Simply ending a US-412 Interstate at Boise City would have it ending at a hard North-South "T" junction, even if the junction was I-27. Boise City alone isn't an important enough destination to do that.

I can certainly see justification to extend a US-412 Interstate from I-35 to Enid at the very least. In Enid they could build a Southern bypass between the town and Vance AFB. US-81 could probably use some kind of relief route around Enid too.

Going farther West to Woodward wouldn't be outlandish either. The split between US-412 and US-183 at Fort Supply outside Woodward is about as far West as such a highway could be built under current circumstances. Traffic either diverts North to Dodge City or continues West. If you draw a diagonal line from Fort Supply, OK to Kit Carson, CO you'll see a very obvious Denver-OKC diagonal emerge. That's the kind of super highway that needs to be built out there. Denver and OKC are both major destinations and hub cities on the national highway network. Plus, there is next to nothing in regards to NW-SE diagonal Interstates in the Western US.

I see zero chance of US-412 across NM being upgraded to Interstate quality. It would be one thing building the upgrade to I-25. It would be much more difficult building West of it. The terrain is too mountainous and there's too many tribal reservations.

What was your "I'm officially odd" moment?

When I was born.

INDOT does not sign non-Interstates along I-465.

There used to be "direction" signs.. the sign would tell you to follow 465 to such and such exit and get off for each route.. but I haven't seen even them in years.

The 36/67 one on Pendleton pike was pretty busy.. but even those appear to have disappeared.

In-67 on the south side still has it's sign.
https://www.google.com/maps/@39.6972433,-86.26656,3a,75y,35.43h,95.37t/data=!3m6!1e1!3m4!1sDtD4q6_R5d6U-q9xoYByyw!2e0!7i16384!8i8192?entry=ttu

Interesting notion that road fans/roadgeeks aren’t interested in anything but immediate history.  Can’t say that’s something I agree with. 

Somewhere in Alaska probably.

I've driven from Anchorage to the Denali Park entrance, that was about 140 miles. It's about 110 miles from Denali Park entrance to Fairbanks, and IIRC less than 100 miles from Anchorage south to Seward.

It's been 16+ years since I've been there, but I assume there is a signal at the Denali Park entrance since that is a big tourist destination.

If that is the case, that would eliminate any of the Fairbanks-Seward corridor from consideration, given the distances mentioned for Nevada.
Of course, there is a lot more to Alaska roadwise than that, which I cannot speak to.

It would be nice though if they would build it with a future bullet train in mind. Not track work or anything just designed where it can be added in the future if one ever happens.

Has this been talked about in any capacity?

All my exploring in Japan, I'm not sure I've ever seen a Shinkansen share any right of way with an expressway. The two need completely different levels of engineering, it just doesn't make sense for them to come near each other except when physically necessary, which seems to be almost never.

This bridge is the wrong location for HSR and there's definitely not enough available funding to cover plans to accommodate it. The focus would be on building a replacement for the downstream BNSF crossing or finding a different route into Portland given the constraints.

Not sure about the routing of the HSR just thought about it because ODOT did that in Tulsa with the I-244 bridge. It allows for a pair of future HSR tracks to be built in the future. I’m not sure about Japan but we aren’t built anything like they are so I wouldn’t use them as a good comparison though I would like to have their trains here.

I get this a lot on my iPad which is easily solved by refreshing the page.

It looks like it will open January 6th!

https://kslnewsradio.com/2063967/the-west-davis-corridor-will-open-earlier-than-expected/