Tag Archives: interstate highway system

NJ Turnpike photo by Dan Murphy used with permission

NJ Turnpike completes significant widening between interchanges 6 and 9

Over the last few weeks, a major expansion of the New Jersey Turnpike was completed after 5 years of construction. Between interchanges 6 (Pennsylvania Turnpike) and 8A (Jamesburg) two new carriageways were added with 3 lanes each direction. These are not express lanes like many dual carriage way superhighways; the Turnpike provides a CARS ONLY portion and CAR-TRUCK-BUS portion which can be shifted. All told, those lanes are now in service between interchanges 6 and 15W, about 50 miles. Another lane was also added to the external carriage ways between interchanges 8A and 9, bringing the total to at least six lanes in each direction with full access to all interchanges and service areas. The project is also the final one to use the NJ Turnpike style signage, including the neon REDUCE SPEED signs, as that has been replaced by standard MUTCD signage. Here’s the official Turnpike commission press release (PDF – really)

MORE COVERAGE

After NJ Turnpike widened, stepped up police patrols – News – NorthJersey.com.

Ceremony marks completion of project to widen NJ Turnpike – News – NorthJersey.com.

Road to the future? New, widened N.J. Turnpike has fans and critics – News – NorthJersey.com.

$2.5B NJ Turnpike widening complete, lanes to open Friday | NJ.com.

Expanded lanes open on New Jersey Turnpike – Philly.com.

Officials hail widened New Jersey Turnpike stretch – Philly.com.

STRUCTURE magazine | Overcoming Challenges.

Turnpike widening from exit 6 to 9 nearly complete.

Also, the project is reported to have come in $200 million under budget, so the leftover money will be directed to the expansion of the Garden State Parkway, controlled by the Turnpike, between mileposts 36 and 63.

Interstate 95, the eastern most number for the Pennsylvania TurnpikeLeft unsaid was a big reason for this expansion to interchange 6 — the re-routing of Interstate 95 via the Pennsylvania Turnpike to the New Jersey Turnpike. That project, mandated over 30 years ago when the Somerset Freeway was cancelled, is only just getting started. The Pennsylvania Turnpike Commission continues to drag the project out in part becaue they never wanted it – something the lead engineer said as much to me in an email in the mid-1990s. Why they just didn’t adapt a toll structure that made sense over these last 30 years is nonsensical. Additional funding challenges through Act 44 have impaired the Commission’s ability to fund projects, as have dubious expansion projects in Western Pennsylvania (were the population has lost 500,000 people in 50 years) while that has ignored a significant bottleneck in Pittsburgh.

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Photo by I.C. Ligget – The control cities are weak, should be Del Mem Br/Baltimore/Washington

The NJ Turnpike on the other hand, got this expansion done within a decade, under budget and had even planned ahead when building overpasses 15 years ago. In short, get your act together Pennsylvania and adopt some Jersey-style efficiency.

Photo by Dan Murphy, used with permission

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REDUCE SPEED: These neon signs used to be all over the New Jersey Turnpike. Photo by Ian Ligget.

REDUCE SPEED: Vintage neon NJ Turnpike sign for sale on ebay

Can somebody please buy, ship and store this outstanding New Jersey Turnpike neon sign for me? It’s only $2,000! You can drop it off with me when I get a house. A really big one, apparently.

In 2013, I mentioned the coming end of NJ Turnpike exceptionalism when it comes to signs. The Turnpike Authority has begun modernizing (note: I did not say “upgrade”) highway signs to comply with the Manual of Uniform Traffic Control Devices (MUTCD). Though not necessarily directly related, the neon “REDUCE SPEED” signs that have been on the Turnpike since time immemorial are being removed in favor of modern LED signs.

I have been wondering what will happen to all of these classic neon signs. I hope that some are saved for museums. Maybe I’ll tweet at them to buy this one, though on second thought the Turnpike ought to donate one. There probably ought to be one or two at a service plaza on the Turnpike itself.

The sign itself probably weighs at least a ton and it has to be picked up. This isn’t a really good time for me to do that logistically or financially. So, a little help?

Failing the acquisition of this neon sign, I’d be okay with a Turnpike trailblazer. A Garden State Parkway, Capital Beltway and even a Pennsylvania Turnpike sign while you are at it.

Photos © Ian Ligget

h/t Steve Anderson

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I-95: Chesapeake House reopened

Chesapeake House the second service area, err travel plaza on Interstate 95 (John F. Kennedy Memorial Highway) north, reopened last Tuesday. Both the renovation and reopening seems to be lacking in the fanfare of Maryland House, but it’s good news for I-95 travelers.

In my experience Chesapeake House, originally opened in 1972, is less crowded than Maryland House, so I have preferred stopping there over the years. The last several years have seen three completely rebuilt service areas along a 40 mile stretch of I-95 between Baltimore and Wilmington. The Delaware Service Plaza was rebuilt in 2008.

Maryland Transportation Authority sealService areas are lasting vestige of the pre-interstate toll roads area. In order to promote commerce along interstate corridors, service areas are banned and have been since the early 1960s. Some interstates were assigned to existing turnpikes like parts of the New Jersey Turnpike and the service areas were grandfathered in.

Unfortunately, an opportunity was missed during the reconstruction of these service areas — flyover ramps from the right side. It would have been eight overall (2 off, 2 on in each direction) but for whatever reason, the Maryland Transportation Authority did not choose to go n that direction. Safety and traffic flow are better when exits and entrances are from the right side.

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wh02

I-495, Capital Beltway in Northern Virginia opened 50 years ago today

On April 2, 1964, Administrator Rex Whitton participates in the dedication of I-495, the Capital Beltway from U.S. 1 to the Shirley Highway-the last segment in Virginia. Photo by FHWA

It was on this day fifty years ago that the Capital Beltway was completed in Northern Virginia. I suppose many commuters would have found it opening a day earlier more apropos as the road seems more a burden than anything else and the SPEED LIMIT 55 signs to be a mockery. Back in 1964, most of Virginia’s 22 miles of Beltway was only 2 lanes wide each way. Now, with the HO/T (high occupancy/toll), EZ-Pass Express Lanes, it is 6 lanes each way between Springfield and Tysons.

Inside the Beltway wouldn’t be coined until 1969 (by Mike Causey, then of The Post, now with Federal News Radio), but the highway formed a big wall literally and figuratively in Fairfax County and the City of Alexandria. There currently are only 23 automobile crossings of I-495 in Northern Virginia and 15 of them have full interchanges with the road, while another has a partial interchange with lanes. Another one, Live Oak Road, is not a through route. The are also 3 Metro rail crossings (Orange, Blue and Yellow lines) and 2 Virginia Railway Express rail lines penetrate it as well. There are a few pedestrian/bicycle trails too, but overall it is tough to get from one side of the Beltway to the other. A “bridge to nowhere” was built between Van Dorn Street and Telegraph Road, but it never became connected to anything and was torn down in the early 21st century.

The Beltway divides the sprawling newer suburbs with the more established and often denser populated pre-World War II areas like Arlington and Alexandria, whose residents don’t even necessarily think of the Beltway much. Tysons Corner, once a crossroads of two country roads grew into the 11th largest business district with two large shopping malls and a growing skyline most of which is just outside the Beltway. In fact when USA Today left Rosslyn for its own campus, I recall then publisher Tom Curley making it a point to mention in an interview that they’d be outside the Beltway. It really abuts the Beltway by the way or at least it did before they sold off their land with the softball field and path. I digress.

Back in ’64, the Virginia portion of the Beltway was signed only as Interstate 495 as Interstate 95 was then routed along the Henry G. Shirley Highway into Washington, D.C. over the 14th Street Bridge and planned to cut through Northeast D.C. and Takoma Park then onto points north. That didn’t happen and in 1977, the eastern-most portion of the Beltway in Virginia was changed to I-95. That proved to be confusing, so I-495 multiplexed back on the I-95 portion of the Beltway around 1989.

The original Beltway exit numbering began in Alexandria with Exit 1 at US 1 (note US 1 is also Exit 1 in several locations throughout the East, including just over the 14th Street Bridge on I-395) and increased sequentially clockwise until finishing off at Exit 38 for I-295 just east of the Woodrow Wilson Bridge. Around 2001, the exit number was changed in Virginia for the first time (it had changed in Maryland after I-95 was moved to the southern and eastern portions of the Beltway) to be a counter-clockwise continuation of the Maryland numbering scheme that began east of the Woodrow Wilson Bridge all the way to the Springfield interchange (Exit 57) where I-95′s mileage-based exit numbering took over, the there is a jump from 57 to 172.

The entire Beltway opened in August 1964, so I’ll have more to say then.

FURTHER READING

Capital Beltwaydcroads.net

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