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Thanks to everyone for the feedback on what errors you encountered at https://www.aaroads.com/forum/index.php?topic=33904.0
Corrected several already and appreciate your patience as we work through the rest.

 on: Today at 02:00:42 PM 
Started by roadman65 - Last post by Bobby5280
TX DOT has their own way of doing things. I can't complain too much since, overall, their BGS designs are much better than most states. Here in Oklahoma it's just embarrassing. At least Oklahoma's highway signs don't like patched over and hammered junk like Caltrans' stuff. I really don't care about the Clearview vs Series Gothic issue; Clearview is usually handled pretty well on Texas BGS panels.

Yeah, the route numbering scheme in Texas doesn't appear to follow any kind of system. I imagine that's because the state is so big and has evolved economically in dramatic ways. It would be difficult crafting a route numbering system that could adapt to those shifts over the decades.

 on: Today at 01:37:53 PM 
Started by Henry - Last post by Mergingtraffic
There are drains, so the grading is depressed so water trickles in.
The I-84 HOV Lanes actually end in downtown and get off via Route 2 I believe.

I-91s don’t make as much since but Lambert Rd is an exit before downtown

 on: Today at 01:33:46 PM 
Started by CoolAngrybirdsrio4 - Last post by Daniel Fiddler
Truck drivers would beg to differ about 24 needing to be 6 lanes through the state of Tennessee. Especially with the vacation traffic in the summer. 24 is influential in the corridor from GA/Florida to Chicago and the Midwest. 3 lanes instead of 2 makes a big difference when there is an accident. It's why I like IH 75 being a minimum of 6 lanes through Florida and GA


That's why I say east of Nashville should have been done in the 90's and should have been done first.

West of Nashville is not as high a priority and should have been done AFTER east of Nashville.

 on: Today at 01:20:03 PM 
Started by thenetwork - Last post by thenetwork

They should have extended the 6-laning an additional mile or so west to the Middle Ridge Rd exit; the traffic following I-90 is relatively minor compared to that staying on OH-2 at that point. OH-2 east of Middle Ridge Rd is still clocking 55,000 vehicles per day.

Someone made a comment on the project page that they should have widened it all the way to OH 58. However, they also made a comment about needing noise wall in that direction too....and the ODOT response deals only with the noise wall question and completely ignores the part about extra widening. 

Perhaps it's because the WBD I-90 overpass is under Ohio Turnpike jurisdiction?

I don't think that's the case. This overall project does include resurfacing (but not widening) the section of 90 from the OH 2 split to just before the tollbooths, which would suggest to me that it falls under ODOT.

I believe that is true as the western end of I-480 is ODOT-maintained up to or darn near close to the Turnpike Toll Plaza.  Heck, ODOT's blue 2/10th mile markers run all the way down the turnpike ramps to a 0.0 mile marker!!!

 on: Today at 01:15:25 PM 
Started by iBallasticwolf2 - Last post by thenetwork
The Opportunity Corridor, a 3-mile surface road built in Cleveland at a cost of $331 million, is a notable example. While it has eased traffic in the city, its primary goal was to stimulate economic development. Contrary to Sandor's viewpoint, such investment in a city experiencing economic and demographic decline might seem excessive, especially given that, to date, it has only directly led to the relocation of a police station.

However, in the case of the Opportunity Parkway, development isn't going to spring up overnight. the parkway was routed through dead areas (abandoned railroad tracks, abandoned buildings and factories, and areas with little to no existing housing that may have been present decades ago) that need to be cleared, environmentally cleaned up and made ready for development, which takes years.  Then COVID struck in 2020 while the project was going on and pretty much most residential and commercial development stopped due to COVID laws and product shortages.

I'd say give it 5-10 years and a lot of the space around the OC will be filled with new residential and commercial and repurposed public green space, parks, etc.

And as far as widening SR-2 all the way to SR-58, it may have been needed decades ago, but now that there is a SR-58 exit on the turnpike portion of I-90, most southbound travelers are willing to "bypass" Amherst traffic for a 50 cent toll (or whatever it becomes when they flip to the new tolling system) is pretty much a "wash" as it saves a few miles and a few sips of gasoline.  SR-2's traffic counts between Elyria and Amherst will likely be looked at and reconsidered down the road when conditions warrant.

 on: Today at 01:14:38 PM 
Started by Grzrd - Last post by GreenLanternCorps
^^^^^^I will say that the Quality Inn and Hampton did both right building their hotels at the locations they’re at, as once I-69 is completed, the interchange south of it will make them EZ on and off for interstate travelers using the new exchange. 

Those hotels predate any inkling of the location of I-69 by quite a bit; especially the Quality Inn. ;)

For the record, that's 13 years of construction for this measly chunk of I-69. Some of that pavement is almost a decade old already.

The grading is a decade old. The paving project started in 2021.


 on: Today at 12:33:46 PM 
Started by 1 - Last post by wanderer2575
IL-157  -->  M-157:

 on: Today at 12:19:55 PM 
Started by MisterWong - Last post by Daniel Fiddler
I liked your "Hello Hello Hello"

When I saw that I automatically was thinking "Is there anybody in there, just nod if you can hear me, is there anyone home?"

 on: Today at 12:18:45 PM 
Started by mgk920 - Last post by mgk920
Well the top priority right now is I-41 expansion between Appleton and De Pere. But my guess is that three laning I-94 will gradually go east from Madison and west from Milwaukee.

It doesn’t seem like WISDOT has any studies or interest in rebuilding I-94 between Madison and Waukesha but it should. The roadbed is shot and resurfacings don’t last long anymore. Many of the interchanges are outdated especially at County C in Delafield. Here’s the rankings right now in rebuilds based on construction:

1. I-41 between Appleton and De Pere: project approved
2. I-39/90/94 Wisconsin River Bridges wide enough for 8 lanes: project approved
3. I-94 between the Zoo and Marquette Interchanges: Ongoing study and is actively being pursued.
4. I-90 between Wis Dells and The Beltline: Currently being studied for expansion

Resources are limited so I get why the above are the current priorities.  A much as I agree that I-94 between Madison and Waukesha needs to be rebuilt and expanded, there just isn't enough to go around right now. And the current capacity is by and large fine for the time being.

Over the past couple of decades, WisDOT has also rebuilt some of the bridges along the way to be more 'drop in' degradable to six lanes (ie, at WI 26).


 on: Today at 12:13:16 PM 
Started by un1 - Last post by Daniel Fiddler
Now if only Ontario would get its act together and increase the speed limit to 120 or 130 km / h.

100 km / h is too slow.  Even 110 km / h on the few roads its on is.

The same could be said about Quebec, we're still at 100 km/h here as well.

Exactly!  PQ 20 could use an upgrade to 120 or 130 as well in its rural areas!

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