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Quote from: RothmanI-185. They have removed the turnaround at the old in-the-median visitor center and therefore you end up at the gate for Fort Benning......as I found out last year.I was under the impression that I-185 ended at the US 27 interchange, and south of there was an Army-maintained freeway. GDOT maps and FHWA sources seem to confirm this.
I-185. They have removed the turnaround at the old in-the-median visitor center and therefore you end up at the gate for Fort Benning......as I found out last year.
Quote from: froggie on May 14, 2017, 10:23:05 PMQuote from: RothmanI-185. They have removed the turnaround at the old in-the-median visitor center and therefore you end up at the gate for Fort Benning......as I found out last year.I was under the impression that I-185 ended at the US 27 interchange, and south of there was an Army-maintained freeway. GDOT maps and FHWA sources seem to confirm this.An Army-maintained interstate is still an interstate. The "End I-185" shield is south of Exit 1A southbound.
Quote from: Rothman on May 15, 2017, 11:53:03 AMQuote from: froggie on May 14, 2017, 10:23:05 PMQuote from: RothmanI-185. They have removed the turnaround at the old in-the-median visitor center and therefore you end up at the gate for Fort Benning......as I found out last year.I was under the impression that I-185 ended at the US 27 interchange, and south of there was an Army-maintained freeway. GDOT maps and FHWA sources seem to confirm this.An Army-maintained interstate is still an interstate. The "End I-185" shield is south of Exit 1A southbound.The END shield is within the interchange currently...https://goo.gl/maps/KuEnGqVXybx
Quote from: michravera on May 14, 2017, 01:57:04 PMQuote from: sbeaver44 on May 14, 2017, 11:23:21 AMLike 1's easy to clinch thread, list roads that have things like seasonal or governmental restrictions, or just even poor to nonexistent signage, that make it difficult to clinch a road.I'll start with WA 20 - seasonal closure over the Cascades Nexus 6P I started to write this as a contrary example in the "by accident" thread.I will confine my comments to routes of 500 km or less. In California, for instance, clinching CASR-1 or US-101 requires a lot of effort both due to their length and the illogic of traversing the entire route. There are a lot of routes in California whose individual segments make sense and the adjoining ones all make perfect sense, but which traversing the entire length is either illogical or difficult due to discontinuities.The prime offender is CASR-65. It was intended to be a 500 km long route to parallel CASR-99. What exists today is 2 100 km long segments separated by a 300 km route that is currently undefined and unconstructed.I believe that it is CASR-178 that poses similar problems (but the unconstructed portion is short and really inconvenient to get from one part to the other).CASR-41's segments make plenty of individual sense, but no one really goes from Morro Bay to Yosemite. Fresno to Morro Bay? Abosolutely! Fresno to Yosemite? Of course.CASR-16 is discontinuous and illogical as an end-to-end route. You'd have to make a concerted effort to clinch it.CASR-4, CASR-84, and CASR-160 are perfectly logical in segments, but don't make as much sense as end-to-end routes.I could say the same thing about CASR-12 and CASR-33.A lot of California's East-West state highways (like CASR-41) tend to have a logical center point and logical end points but no obvious reason to go between the two end points. CASR-180, -198, -152, -156, -299, -20, -46 all fit the bill.... and all of that without introducing any technicallities such as the easternmost 3 meters of the route's being blocked off by a gate or a bridge that has been out for 15 years or that the westernmost 100 meters requiring a ferry that only operates two months of the year or the like.Agree on most of these points regarding CA's disconnected segments; the shorter or secondary segments need to be renumbered: the north CA 65, CA 84 from Rio Vista to W. Sacramento, the North Sac stub-end of CA 160, and the east portion of CA 16. There's a lot of previously deleted designations between 1 and 200 that could be applied to these segments; it would simply take a legislative act (and some signage cost) to do so.Regarding the longer routes such as CA 41 and CA 33 -- they've got real historical significance, so leaving them alone would likely be the best option -- just consider the sections as SIU's. BTW, I've done CA 46 fully east to west in order to get from the high desert to the Big Sur area without dealing with L.A. and environs (and I'll wager I'm not alone here).
Quote from: sbeaver44 on May 14, 2017, 11:23:21 AMLike 1's easy to clinch thread, list roads that have things like seasonal or governmental restrictions, or just even poor to nonexistent signage, that make it difficult to clinch a road.I'll start with WA 20 - seasonal closure over the Cascades Nexus 6P I started to write this as a contrary example in the "by accident" thread.I will confine my comments to routes of 500 km or less. In California, for instance, clinching CASR-1 or US-101 requires a lot of effort both due to their length and the illogic of traversing the entire route. There are a lot of routes in California whose individual segments make sense and the adjoining ones all make perfect sense, but which traversing the entire length is either illogical or difficult due to discontinuities.The prime offender is CASR-65. It was intended to be a 500 km long route to parallel CASR-99. What exists today is 2 100 km long segments separated by a 300 km route that is currently undefined and unconstructed.I believe that it is CASR-178 that poses similar problems (but the unconstructed portion is short and really inconvenient to get from one part to the other).CASR-41's segments make plenty of individual sense, but no one really goes from Morro Bay to Yosemite. Fresno to Morro Bay? Abosolutely! Fresno to Yosemite? Of course.CASR-16 is discontinuous and illogical as an end-to-end route. You'd have to make a concerted effort to clinch it.CASR-4, CASR-84, and CASR-160 are perfectly logical in segments, but don't make as much sense as end-to-end routes.I could say the same thing about CASR-12 and CASR-33.A lot of California's East-West state highways (like CASR-41) tend to have a logical center point and logical end points but no obvious reason to go between the two end points. CASR-180, -198, -152, -156, -299, -20, -46 all fit the bill.... and all of that without introducing any technicallities such as the easternmost 3 meters of the route's being blocked off by a gate or a bridge that has been out for 15 years or that the westernmost 100 meters requiring a ferry that only operates two months of the year or the like.
Like 1's easy to clinch thread, list roads that have things like seasonal or governmental restrictions, or just even poor to nonexistent signage, that make it difficult to clinch a road.I'll start with WA 20 - seasonal closure over the Cascades Nexus 6P
Quote from: Mapmikey on May 15, 2017, 12:48:20 PMQuote from: Rothman on May 15, 2017, 11:53:03 AMQuote from: froggie on May 14, 2017, 10:23:05 PMQuote from: RothmanI-185. They have removed the turnaround at the old in-the-median visitor center and therefore you end up at the gate for Fort Benning......as I found out last year.I was under the impression that I-185 ended at the US 27 interchange, and south of there was an Army-maintained freeway. GDOT maps and FHWA sources seem to confirm this.An Army-maintained interstate is still an interstate. The "End I-185" shield is south of Exit 1A southbound.The END shield is within the interchange currently...https://goo.gl/maps/KuEnGqVXybxYes, but you have to travel past the off-ramp for Exit 1A to pass the END sign.
(several nested quotes trimmed out)The END shield and the Exit 1A sign are all of 128 ft apart. There are innumerable END signs in the world that are this distance short of where the road runs into the crossroad. This doesn't mean the route ends 128 ft short of the crossroad. You can certainly be as tight as you want about what you consider clinched but I would gather most people who enter/exit at US 27 have considered themselves clinching the south end of I-185...
but I would gather most people who enter/exit at US 27 have considered themselves clinching the south end of I-185...
Are we counting US 2 as one highway? If so, that one seems like a logistical nightmare to clinch.
Quote from: Mapmikey on May 15, 2017, 01:26:43 PMbut I would gather most people who enter/exit at US 27 have considered themselves clinching the south end of I-185...Such people lack devotion.
Quote from: Rothman on May 15, 2017, 02:30:17 PMQuote from: Mapmikey on May 15, 2017, 01:26:43 PMbut I would gather most people who enter/exit at US 27 have considered themselves clinching the south end of I-185...Such people lack devotion.I stopped short of the gate at Fort Benning and turned around. I guess it happens enough; I waved that I needed to turn around, the guards smiled and gave the same wave back.
Pam American highway.
Any of the highways that take you through a National Park in mountainous areas. In the winter, it's impassable due to snow; in the summer, it's a pain to navigate through the crowds piling into the park. Possible examples include CA-120, UT-9, US2 in Montana, and anything passing through Yellowstone.
MN 289 was mentioned for being partly inside a correctional facility. I'll add MN 11 because its eastern terminus is a dead end 7 miles east of Ranier with no other thru roads back to International Falls connecting to it along that 7-mile stretch so to clinch it is a notably out-of-the-way process.
I'm surprised that no one has yet mentioned either the Dalton Highway (AK 11) or the Dempster Highway (YT 5/NT 8), considering that my understanding is that you need tires that can handle 400+ miles of unpaved road, a couple of spare tires, and a radio or satellite phone if you want to be able to count on making it back in one piece. Also, the Dempster has the ferry/ice bridge crossings that are not passable in the spring and fall when the rivers are partially frozen.