Triangle Expressway Extension may start in 2014

So much to catch up on here at the blog! Unfortunately or fortunately, hockey season is drawing to a close here in Raleigh so weekend home game tailgating comes to an end Saturday. (Last season, the Hurricanes run through the playoff extended tailgating almost weekly through the end of May.) So there should be more time for blog entries, though kickball, spring curling, and training for my first distance run (5k - yes I know it's short but I'd love to get to a half-marathon someday) will keep me busy this spring. Oh yeah, so will work.

Anyways enough about my plight. Today, the Raleigh News & Observer ran pretty much a filler story on the possible extension of the Toll Triangle Expressway from NC 55 in Holly Spring to I-40 in Garner.

Back in October, I blogged about how the NC Turnpike Authority was starting to plan to construct the remaining 30 miles of the Raleigh Outer Loop. This is in addition to the 13 or so odd miles they currently have under construction.

The article talks more about the impact on different types of commuters - those that will use it, those that will see traffic off local roads, etc - and on the various impacts to developers in the proposed right of way. The detail in the story that is of interest to me is that a targeted start of construction date is 2014.

Comments

Bob Malme said…

I assume I'm not alone in thinking that it is very optimistic to believe truck drivers and passenger cars will use the Toll NC 540 to avoid I-40 through Raleigh when the toll road is extended further south to Garner. Map readers will see it's shorter to stay on I-40 and if traffic's not bad they'll opt for the free route. Others may not trust a state route number, and only follow an interstate signed route.

If the southeastern section is finally built, and I-540 stays free to US 64/264, that would be an option, but it is a little longer than the eastern route. Guess there's plenty of time for studies to be done to see what the traffic effects will be.

10:53 PM

I-40 rockslide uncovers old debates on highway

The Asheville Citizen-Times continues to do a great job covering all the angles of the Interstate 40 Haywood County rock slide. An article in Sunday's edition provides a strong historical perspective on how the Pigeon River routing of Interstate 40 came about. And perhaps most strikingly, in an article that ran just prior to the highway's opening in the fall of 1968, how engineers from both Tennessee and North Carolina warned "...that slides would probably be a major problem along the route for many years." On February 12, 1969, not long after the Interstate opened, the first rock slide that would close I-40 occurred. Like many other Interstates within North Carolina, Interstate 40 through the mountains has a history prior to formation of the Interstate Highway System and was also a heated political battle between local communities. The discussion for a road that would eventually become Interstate 40 dates back to the 1940's as the idea for interregional high

Interstate 210 the Foothill Freeway

The combined Interstate 210/California State Route 210 corridor of the Foothill Freeway is approximately 85.31-miles. The Interstate 210/California State Route 210 corridor begins at Interstate 5 at the northern outskirts of Los Angeles and travels east to Interstate 10 in Redlands of San Bernardino County. Interstate 210 is presently signed on the 44.9-mile segment of the Foothill Freeway between Interstate 5 and California State Route 57. California State Route 210 makes up the remaining 40.41 miles of the Foothill Freeway east to Interstate 10. Interstate 210 is still classified by the Federal Highway Administration as existing on what is now signed as California State Route 57 from San Dimas south to Interstate 10. The focus of this blog will mostly be on the history of Interstate 210 segment of the Foothill Freeway. Part 1; the history of Interstate 210 and California State Route 210 Interstate 210 (I-210) was approved as a chargeable Interstate during September of

Former California State Route 41 past Bates Station

When California State Route 41 was commissioned during August 1934 it was aligned along the then existing Fresno-Yosemite Road north of the San Joaquin River. Within the Sierra Nevada foothills of Madera County, the original highway alignment ran past Bates Station via what is now Madera County Road 209, part of eastern Road 406 and Road 207. Bates Station was a stage station plotted during the early 1880s at what was the intersection of the Coarsegold Road and Stockton-Los Angeles Road. The modern alignment bypassing Bates Station to the east would be reopened to traffic during late 1939. Part 1; the history of California State Route 41 past Bates Station Bates Station was featured as one of the many 1875-1899 Madera County era towns in the May 21, 1968, Madera Tribune . Post Office Service at Bates Station is noted to have been established on November 23, 1883 and ran continuously until October 31, 1903. The postal name was sourced from Bates Station owner/operator George Ba

Gribblenation

Search This Blog