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Flying junction

A flying junction, also known as a flyover, is a grade-separated railway junction where one or more diverging or converging tracks cross over or under other tracks on a bridge or in a tunnel, allowing train movements to proceed without conflicting at the same level.^[1] This design eliminates the need for trains to slow down or stop at level crossings, thereby reducing delays and enhancing capacity on busy rail lines.^[2] While primarily associated with railways, the term is occasionally applied to similar grade-separated road interchanges, such as multi-level freeway connectors.^[3] The concept of the flying junction emerged in the late 19th century as rail networks expanded and traffic volumes increased, necessitating more efficient junction designs to avoid bottlenecks.^[4] The oldest flying junction in Britain was built at Weaver Junction on the West Coast Main Line in England, completed in 1881 to connect the line to Liverpool without interrupting mainline traffic.^[4] By the early 20th century, such structures became integral to major rail systems; for instance, the Sydney Flying Junctions in Australia, constructed between 1926 and 1932, feature a complex network of elevated tracks approaching Central Station to facilitate seamless transfers between suburban and intercity lines.^[5] Flying junctions offer significant operational advantages, including the prevention of "fouling" where connecting trains block opposing through traffic, akin to how freeway interchanges separate vehicle flows.^[2] Modern implementations continue to prioritize such designs in high-density corridors to support electrification, signaling upgrades, and increased service frequencies.^[6]

Overview

Definition

A flying junction is a grade-separated junction in transportation engineering where tracks or roadways cross at different vertical levels, typically using bridges or tunnels, to eliminate conflicts between diverging, merging, or crossing paths without interrupting traffic flow. This design ensures that vehicles or trains on one route do not block or interfere with those on another, enhancing safety and capacity compared to at-grade configurations.^[7]^[8] The core principle of a flying junction relies on grade separation, which positions infrastructure at distinct elevations to avoid intersections at the same level. In railway applications, a flyover involves one track bridging over another, while a dive-under (or burrowing junction) routes the diverging track beneath the main line via a tunnel or lowered embankment; both prevent the need for trains to halt or yield during crossings. This contrasts with level junctions, where tracks meet at the same grade and require interlocking signals to sequence movements and mitigate collision risks, often limiting operational speeds and frequencies. In road networks, flying junctions function similarly within interchanges, allowing ramps to pass over or under highways to facilitate free-flowing turns.^[9]^[10]^[7] Basic components of a flying junction include the diverging or converging tracks that split from or join the main alignment, supported by elevated structures like viaducts for overpasses or excavated paths for underpasses. The simplest form is a single-track overpass, where one isolated track bridges over a primary route to maintain separation without complex multi-line weaving. These elements collectively enable uninterrupted progression, supporting higher throughput in dense corridors.^[11]^[7]

Historical Development

The concept of grade separation in railway junctions emerged in the early 19th century as British engineers sought to minimize conflicts between tracks and roadways, with overbridges serving as the initial form of flying structures. The London and North Western Railway (LNWR), formed in 1846 through the amalgamation of several lines including the London and Birmingham Railway, incorporated numerous overbridges during its expansion in the 1840s to facilitate safe crossings over roads and canals.^[12] One such example is the railway overbridge at Colliery Lane (MVL3/103), constructed between 1845 and 1849 under engineer A. S. Jee for the Huddersfield and Manchester Railway, later integrated into the LNWR network.^[13] These early implementations prioritized vertical separation to enhance operational efficiency amid the rapid growth of the rail network. A significant milestone came in 1881 with the opening of Weaver Junction on the LNWR's West Coast Main Line near Crewe, recognized as the world's oldest surviving flying junction where the Liverpool branch crosses over the main line via a flyover.^[14] In the United States, flying junctions gained adoption during the late 19th-century railroad boom, as expanding networks in urban areas necessitated grade separations to address increasing collision risks; the first such projects appeared in the 1890s, often in cities like New York and Chicago to separate busy main lines from diverging routes. Burrowing junctions, a variant where one track dives under another to achieve separation, were introduced in the early 20th century, exemplified by developments in urban rail systems such as the reconstruction of the Bleach Green viaducts in Northern Ireland around 1933, which incorporated a burrowing configuration for the Belfast-Derry line under the Belfast-Larne line.^[15] Post-World War II reconstruction in Europe included widespread adoption of 25 kV AC electrification systems in countries like France and the UK from the 1950s onward.^[16] Influential factors included urban growth and safety regulations, such as U.S. state laws in the 1910s mandating grade crossing eliminations in cities—Chicago's 1909 ordinance launched the first comprehensive program, resulting in extensive flying and burrowing structures by the 1920s. By the mid-20th century, these developments evolved simple overpasses into complex interconnected networks, enabling seamless multi-track operations amid rising traffic volumes.

Types and Designs

Simple Flying Junctions

Simple flying junctions are fundamental grade-separated configurations in railway engineering, primarily used to resolve track conflicts in low-density or straightforward routing scenarios. These setups typically feature a single track passing over or under multiple mainline tracks, allowing the diverging or converging route to maintain continuous operation without interfering with through traffic. This basic over/under pass design is especially suited to flat terrains, where minimal earthworks suffice for elevation changes, reducing construction complexity and costs compared to more undulating landscapes. Such configurations eliminate the need for level crossings, thereby improving safety and efficiency in areas with moderate traffic volumes. A key application of simple flying junctions involves merging two parallel double-track lines into a single four-track corridor without at-grade intersections. In this arrangement, one pair of tracks is elevated or depressed to cross over the other pair via short flyovers, creating a quadruple-track mainline that supports bidirectional traffic on separate inner and outer tracks. This design is commonly employed in expanding urban or intercity rail networks in level areas, enabling seamless capacity increases for mixed freight and passenger services while avoiding the delays inherent in flat junctions. For instance, alignments transitioning from regional lines to high-volume mains often utilize this method to consolidate routes efficiently. Among specific concepts, the elevated wye junction stands out as a simple yet effective typology, where one leg of the triangular wye is raised on an embankment or structure to separate it from the mainline tracks below. This allows a single-track branch to diverge from a two-track main at an angle, joining or leaving without crossing paths, as illustrated in various alignment studies for regional rail extensions. Similarly, basic diamond overpasses provide grade separation for perpendicular track crossings, with the intersecting track elevated to form a simple bridge over the diamond point, preventing conflicts in orthogonal routings common to grid-like rail networks. These elements ensure minimal disruption in basic layouts. Operationally, simple flying junctions incorporate integrated signaling to manage divergences and convergences with standard interlocking principles, using approach signals to warn of route changes and protect against conflicting movements. Signals are positioned to enforce speed restrictions only at the turnout itself, with the grade separation allowing trains to maintain momentum through the junction area. These systems typically accommodate operating speeds up to 160 km/h without substantial reductions, as the absence of level interactions reduces braking demands and supports reliable headways in conventional rail operations. Compliance with standards like those from railway authorities ensures safe, automated control for routine service patterns.

Complex Flying Junctions

Complex flying junctions in high-capacity rail networks feature intricate configurations such as multi-track triangles with extended sides exceeding 3 km, enabling seamless integration of multiple routes without at-grade conflicts. The Fretin triangle on France's LGV Nord line exemplifies this design, where each arm spans over 3 km, facilitating bidirectional high-speed operations across three major corridors connecting Paris, Brussels, and London at speeds up to 300 km/h.^[17] Multi-level flying junctions employ layered overpasses to accommodate four or more diverging and converging tracks, ensuring uninterrupted flow in dense multi-route environments by vertically separating conflicting paths. Specific concepts in complex flying junctions include full grade-separated wyes and triangles that permit simultaneous movements in all directions, maximizing throughput without signaling delays from path conflicts. These structures contrast with simpler merging setups by providing complete separation for bidirectional traffic on each leg. In urban settings with high density, multiple burrowing junctions are integrated, where diverging tracks descend beneath main lines to avoid crossings; for example, the burrowing junction at Birkenhead Hamilton Square in the Merseyrail network eliminates a flat junction, substantially increasing capacity for suburban services.^[18] Operationally, complex flying junctions optimize routing for express and local lines by assigning dedicated elevated or burrowed paths to faster services, allowing them to bypass slower locals and reduce speed restrictions in congested corridors. This layered approach supports high-frequency timetables in major networks, such as those in the French LGV system, where express international trains maintain priority over regional routes without impeding overall corridor capacity.

Applications

In Railway Systems

Flying junctions in railway systems primarily enhance capacity by allowing diverging or converging tracks to cross over or under main lines without conflicting with through traffic, which is particularly beneficial when merging two double-track lines into a four-track mainline configuration. This grade-separated design eliminates the need for trains to wait at level crossings, thereby increasing overall line throughput and reducing bottlenecks in high-volume corridors. For instance, in simulations of dense rail operations, flying junctions have been shown to optimize track configurations for improved flow in areas where multiple routes intersect.^[19] In freight yards, flying junctions facilitate efficient routing and sorting of trains without blocking adjacent main tracks, minimizing delays in shared passenger-freight environments. A key example is the West Colton Flying Junction in California, where simulation modeling demonstrated that such structures significantly boost capacity in busy classification yards by enabling independent movements of inbound and outbound freight. A recent implementation is the Colton Crossing Flyover, completed in 2021, which eliminated a historic level crossing bottleneck between Union Pacific and BNSF lines, improving regional freight flow based on prior simulations.^[20] Similarly, in passenger corridors, these junctions prevent operational conflicts that could otherwise lead to cascading delays, supporting reliable scheduling on multi-track routes. Flying junctions are especially prevalent in electrified railway networks, such as those in the Netherlands, where four-track systems rely on them to maintain high capacity and safety in densely populated areas. For example, following the 1962 Harmelen train disaster—the deadliest in Dutch railway history—the involved level junction was reconstructed as a flying junction in the 1990s to eliminate collision risks at grade. These structures also play a crucial role in avoiding signal blocks at potential crossing points by providing uninterrupted paths, which reduces the frequency of occupancy-based restrictions in signaling systems. Integration with advanced signaling like the European Train Control System (ETCS) allows flying junctions to enable seamless transitions for trains, enhancing safety and operational efficiency in modern electrified lines. ETCS-equipped routes often incorporate flying junctions to support continuous movement data exchange between trains and infrastructure, minimizing speed restrictions at merges. Historically, post-1950s developments saw a shift from level to flying junctions on busy lines, as railroads upgraded infrastructure to handle surging traffic volumes and heavier trains, with many networks adopting grade separations to boost capacity and reliability.

In Road Networks

In road networks, flying junction principles are applied through grade-separated interchanges that utilize elevated or depressed ramps to separate conflicting traffic movements, allowing continuous flow on high-speed highways.^[21] Overpass and underpass systems are commonly implemented in urban highways to connect freeways with local arterials, minimizing disruptions in dense traffic environments where space constraints limit ground-level crossings.^[22] Stack interchanges, a prominent example, facilitate merges for multi-lane freeways by stacking ramps on multiple levels, enabling all-directional movements without ground-level intersections. The evolution of these designs in the United States shifted from cloverleaf interchanges, first constructed in 1928 in Woodbridge, New Jersey, to full flying configurations during the 1960s expansion of the Interstate Highway System.^[23] Cloverleaf designs, prevalent in the 1950s, suffered from weaving sections that caused congestion and safety issues, prompting the adoption of stack interchanges to handle surging traffic volumes.^[23] This transition was driven by research from the American Association of State Highway and Transportation Officials (AASHTO), emphasizing higher capacity and reduced crash risks at high-volume exits.^[23] Key concepts include directional ramps elevated above the mainline to eliminate weaving, where vehicles merging from exits and entrances would otherwise cross paths over short distances.^[22] These semi-directional ramps shorten travel distances and increase speeds compared to looping alternatives. In toll road applications, stack interchanges integrate seamlessly by channeling all entry and exit traffic into concentrated segments, supporting toll plazas while maintaining uninterrupted mainline flow.

Design Considerations

Construction and Complexity

The construction of flying junctions requires meticulous planning to integrate grade-separated tracks into existing railway networks while minimizing disruptions to ongoing operations. Primary methods involve erecting precast concrete bridges for overpasses, which facilitate off-site fabrication and on-site assembly to accelerate the process and reduce on-site labor. These structures often employ prestressed concrete beams meeting standards such as those outlined by the American Railway Engineering and Maintenance-of-Way Association (AREMA), with compressive strengths of at least 4000 psi and precise tolerances for alignment. For underpasses, earthworks play a crucial role, involving excavation and embankment construction to create stable cuttings or burrows, supported by geotechnical investigations to assess soil stability and prevent settlement or landslides. Phased construction techniques are essential, typically incorporating temporary shoofly tracks—diversion routes built parallel to the main lines—to maintain continuous rail traffic during bridge erection or earthmoving activities.^[24] Complexity in building flying junctions arises from several engineering constraints, including track curvature limits that must accommodate safe train speeds without excessive wear or derailment risk. Minimum curve radii generally range from 300 meters for freight lines to over 1000 meters for high-speed passenger routes, with superelevation (cant) limited to 5.5 inches on the outer rail to balance centrifugal forces. Vertical clearances for overpasses are standardized at approximately 7 meters (23 feet) above the top of rail to allow passage of tall freight cars and overhead electrification, though temporary reductions to 6.5 meters may occur during construction with railroad approval. Geotechnical factors, such as soil bearing capacity and groundwater levels, demand site-specific analyses, including cross-hole sonic logging for drilled shaft foundations to ensure structural integrity near active tracks. These elements often necessitate iterative design adjustments, particularly in urban settings where space is limited and multiple tracks increase alignment challenges.^[25]^[24]^[26] Cost estimates for flying junctions vary based on scale and location, with simpler designs—such as single-track overpasses—typically ranging from $10 million to $50 million, influenced by material choices like precast elements that lower labor expenses. More complex configurations, involving multi-track flyovers and extensive earthworks, can escalate significantly; for instance, the Belmont Flyover in Chicago, a 1.4-mile grade-separated junction on the Red and Purple Lines, incurred approximately $570 million in construction costs as part of a broader modernization effort. Environmental impacts during construction include temporary air quality degradation from dust and equipment emissions, [noise pollution](/page/noise pollution) from piling and excavation, and habitat disruption in adjacent areas, which are mitigated through [erosion control](/page/erosion control) measures, dust suppression, and scheduling to avoid peak wildlife seasons as required by environmental impact assessments.^[27]^[28]

High-Speed Rail Adaptations

In high-speed rail (HSR) systems, flying junctions incorporate superelevated curves on overpasses to maintain operational speeds up to 300 km/h, counteracting centrifugal forces through track cant that balances the train's lateral acceleration. Superelevation rates are typically limited to 150-180 mm in European standards for speeds below 300 km/h, allowing trains to navigate curved sections of elevated tracks without significant deceleration or passenger discomfort. This adaptation is essential for viaduct-based flying sections, where the geometry must integrate seamlessly with the overall alignment to preserve momentum during route divergences.^[29] Full grade separation via flying junctions is standard in HSR triangular intersections to eliminate speed-restricting conflicts, ensuring continuous high-velocity operations without at-grade crossings that could cause delays or safety risks. In French Lignes à Grande Vitesse (LGV) networks, for instance, all junctions employ flyovers or tunnels, with diverging tracks designed for speeds up to 220 km/h, as exemplified at the Pasilly junction on the LGV Sud-Est where the line to Dijon branches off. This approach prevents slowdowns in complex route mergers, supporting average intercity speeds exceeding 250 km/h.^[30]^[31] Post-1980s HSR expansions globally have near-universally adopted flying junctions for their ability to provide grade-separated connectivity while minimizing infrastructure footprint in dense corridors. Transition lengths in these designs are optimized—often using half-sine spirals with minimum lengths of 1.3 times superelevation rate times speed (in feet)—to ensure smooth curvature entry and exit, reducing wear and maintaining ride quality at high velocities. Aerodynamic considerations for viaducts in flying sections include pressure wave mitigation through streamlined hoods and barriers, which limit peak-to-peak pressures to below 0.1 psi on adjacent structures and counteract crosswind amplification on elevated spans. For a notable complex example, the Fretin junction on the LGV Nord integrates these features to handle multiple high-speed divergences.^[31]^[29]^[32]

Advantages and Challenges

Benefits

Flying junctions provide significant safety advantages in railway systems by eliminating the potential for conflicts between diverging or converging train paths at junctions, thereby reducing the risk of collisions that could occur at flat, at-grade intersections.^[33] This grade separation also minimizes derailment risks associated with signal errors or routing mistakes, as tracks do not intersect at the same level, preventing overlapping movements that could lead to accidents even under faulty signaling conditions.^[19] In terms of efficiency, flying junctions substantially increase line capacity by removing the need for trains to stop or slow down to avoid path conflicts, enabling more trains to operate without interference.^[33] They also enable higher average speeds across the network, as uninterrupted flow eliminates delays from waiting at junctions, supporting more reliable schedules and greater overall throughput in busy corridors.^[19] Additional benefits include smoother train operations that can contribute to reduced noise pollution by minimizing braking and acceleration at junctions.

Disadvantages

Flying junctions, while effective for grade separation in railway systems, entail substantial initial construction costs due to the need for elevated structures, bridges, and ramps. These projects can range from $1 million to $5 million (as of late 1990s, with costs having risen substantially since due to inflation and regulatory changes as of 2023), significantly exceeding the expenses of at-grade level junctions.^[34]^[35] Long-term maintenance presents ongoing challenges, as elevated rail structures require specialized inspections for corrosion, structural integrity, and seismic resilience, leading to higher operational expenses than ground-level junctions. Bridge and ramp upkeep involves periodic painting, joint repairs, and vegetation control to prevent debris accumulation.^[36] These demands are exacerbated in harsh weather conditions, where elevated sections are more susceptible to wind loads and thermal expansion.^[37] Operational hurdles include extensive land acquisition for approach ramps and support piers, often delaying projects by years due to legal disputes and compensation negotiations in urban or rural areas. In densely populated regions, securing rights-of-way can complicate timelines and inflate budgets. Additionally, elevated sections pose heightened risks of vandalism, such as graffiti, cable theft, or tampering with signals, which are more accessible from adjacent properties and harder to monitor than ground-level tracks.^[38] Beyond functional issues, flying junctions can have a notable visual impact on surrounding landscapes, creating imposing concrete silhouettes that disrupt scenic views and urban aesthetics. These structures often appear disconnected from their environment, fragmenting sightlines and contributing to a sense of urban blight in historic or natural settings.^[39] Construction phases further compound disruptions, with major projects typically spanning 2-5 years and causing temporary traffic rerouting, noise pollution, and access restrictions for nearby communities and rail operations. Such extended timelines stem from phased earthworks, foundation pouring, and track installation, often requiring nighttime work to minimize service interruptions.^[40]

Notable Examples

Railway Examples

One prominent example of a flying junction in high-speed rail is the Fretin triangle in France, constructed in the 1990s as part of the LGV Nord line. This fully grade-separated triangular junction near Lille connects the LGV Nord to the Belgian HSL 1 high-speed line, enabling TGV services to operate at speeds exceeding 300 km/h on the Paris–Brussels route and up to 160 km/h on routes to and from London without conflicting track movements.^[41]^[42] In the Netherlands, flying junctions are common on the rail network, with notable implementations at Weesp station facilitating double-track mergers and efficient merging of lines from Haarlem and Schiphol into the main Amsterdam route. These grade-separated structures, numbering between 25 and 40 across the country depending on complexity, enhance capacity on busy corridors like the Schiphol-Lelystad trajectory.^[43] Canada's SkyTrain system features an east-side flying junction at Columbia station in New Westminster, British Columbia, where the Expo Line branches for the King George and Production Way–University directions. Opened in 1989 as part of the initial Expo Line extension, this underground configuration supports seamless transfers and handles peak-hour volumes on Metro Vancouver's rapid transit network.^[44] In the United States, Zoo Junction in Philadelphia, Pennsylvania, exemplifies a multi-track flying junction on Amtrak's Northeast Corridor. Named after the nearby Philadelphia Zoo and originally developed by the Pennsylvania Railroad, this multilevel complex where the Keystone Corridor meets the Northeast Corridor manages diverging routes for Harrisburg-bound services, supporting high-frequency operations with minimal delays.^[45] The French LGV network includes several high-speed triangles with flying junctions, such as the one at Courtalain on the LGV Atlantique, which diverges branches toward Le Mans (for Brittany) and Tours at speeds up to 220 km/h. Opened in 1990 as part of the line's southwestern extension, this grade-separated setup allows bidirectional TGV flows without at-grade conflicts, exemplifying SNCF's emphasis on seamless high-speed connectivity.^[46]^[47] In Australia, the flying junctions at Sydney Central Station, built in the 1930s, consist of a series of elevated flyover tracks between the Cleveland Street bridge at Redfern and the station platforms. Designed to handle suburban and intercity traffic from multiple Sydney lines, these structures carry thousands of daily commuters and support the network's high-volume operations into Australia's busiest rail hub.^[5]^[48] Germany's rail infrastructure incorporates complex flying junctions like Bruchsal Rollenberg, where the Mannheim–Stuttgart high-speed railway intersects the Heidelberg–Karlsruhe line. This grade-separated setup, part of Deutsche Bahn's high-speed network, optimizes cross-country routing and maintains operational speeds on intersecting mainlines.^[49] In the United Kingdom, Weaver Junction on the West Coast Main Line near Runcorn, with the flyover constructed in 1881, although the junction itself opened in 1869, is the oldest flying junction in Britain. Connecting the main line to Warrington and the north with the direct line to Runcorn and Liverpool, it enables efficient diverging movements and has been integral to freight and passenger services since then.^[4]^[50]

Road Examples

The Judge Harry Pregerson Interchange in Los Angeles, California, exemplifies a multi-level stack interchange designed for high-density urban road networks. Completed in 1993 as part of the I-105 Century Freeway project overseen by the California Department of Transportation, it links the I-105 and I-110 freeways across five stacked levels, enabling direct ramp connections without at-grade crossings to handle substantial commuter flows.^[51] The structure, noted in 1989 as the largest, tallest, and most expensive traffic interchange built by Caltrans at the time, supports approximately 268,000 vehicles daily at its junction with the I-110.^[52] In the United Kingdom, the Gravelly Hill Interchange—informally called Spaghetti Junction—in Birmingham serves as a landmark of complex overpass engineering in motorway systems. Opened on 24 May 1972 at a cost of £10 million, this five-level junction integrates the M6 motorway with the A38(M) Aston Expressway over 30 acres, featuring 18 interconnected roads and ramps to separate conflicting traffic streams.^[53]^[54] It processes over 200,000 vehicles each day, including nearly 26,000 heavy goods vehicles, underscoring its role in facilitating regional freight and passenger movement.^[55] The High Five Interchange in Dallas, Texas, demonstrates advanced stack interchange design for major urban corridors. Constructed between 2002 and 2005 at a cost of $261 million—the largest contract awarded by the Texas Department of Transportation at the time—this five-level structure at the I-635 and US 75 junction incorporates 43 bridges, 10 main lanes on I-635, and 8 on US 75 to optimize flow.^[56]^[57] It manages 500,000 vehicles daily, markedly improving travel times and reducing bottlenecks in one of Texas's busiest interchanges.^[58] European implementations include the Knoten Graz-West near Graz, Austria, a ribbon-style flying junction linking the A2 Süd Autobahn and A9 Pyhrn Autobahn. This multi-ramp configuration, integrated into Austria's motorway network since the 1970s, separates north-south and east-west traffic in a topographically challenging area, enhancing connectivity for regional travel.^[59] In Asia, Tokyo's Shuto Expressway network features innovative elevated flying junctions, such as the Ōhashi Junction connecting the Shibuya and Meguro routes. Developed progressively from the late 1950s onward as part of Japan's post-war infrastructure boom, this covered multi-level interchange uses stacked loops to bridge a 70-meter elevation difference, accommodating intense urban vehicular demand without surface disruptions.^[60] Similar designs at junctions like Osaki further illustrate how elevated structures integrate with dense cityscapes to sustain daily traffic exceeding hundreds of thousands of vehicles across the system.^[61]

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Cracking the nut of rail infrastructure maintenance efficiency
Oct 15, 2025 · Rail infrastructure assets are stretched out over long distances, making logistics and access difficult. They have long replacement cycles, ...
[44]
How to Secure Railway Infrastructure from Vandalism, Theft, and ...
These incidents, both large and small, cause significant disruption to rail services and financial loss for the companies involved as well as potentially posing ...
[45]
Responsiveness of Urban Landscape and Flyovers - ResearchGate
Aug 15, 2018 · Our study focus on the effect of the flyovers towards the urban landscape as a flyover ... visual, physical and psychological impact to the life ...
[46]
[PDF] Chapter 15, Construction Effects - MTA
Apr 2, 2023 · Regional Traffic: There would be approximately one to two weeks of traffic disruption at any individual location over the less than one year ...<|control11|><|separator|>
[47]
File:Fretin-triangle-diagram.svg - Wikimedia Commons
Sep 7, 2022 · The Fretin triangle is a fully grade-separated flying junction near Lille, France, with each side over 3km long, allowing speeds above 300km/h ...
[48]
PND-STP Eurostar – Standard - Flights & Times
Nov 13, 2023 · The second triangular flying junction is at Fretin, where LGV Nord is connected to the Belgian HSL1, allowing services to run in any ...
[49]
Overview of the OV SAAL project in the Netherlands
Feb 13, 2015 · The OV SAAL project in the Netherlands aims to expand the railway system around Schiphol, Amsterdam, Almere and Lelystad, but not without serious challenges.
[50]
TransLink SkyTrain Columbia Station - CPTDB Wiki (Canadian ...
Oct 1, 2024 · General Information. Address, 435 Columbia Street, New Westminster, BC. Owner, TransLink (1999–present) BC Transit (1989–1999).
[51]
Ask Trains: Where are major flyovers on U.S. railroads?
Nov 3, 2020 · A flyover is grade-separated track arrangement used to keep busy lines fluid by avoiding the need for conflicting crossover movements.<|control11|><|separator|>
[52]
The History of the French High Speed Rail Network and TGV
Mar 4, 2015 · From the Gare du Nord in Paris high speed trains would use dedicated 'classic' tracks, at maximum 160 km/h for the first 16km of their journey.<|separator|>
[53]
France (Lignes à Grande Vitesse) - Lines with Obscure or Sparse ...
Jun 5, 2025 · All connecting lines are assumed to have a double track grade separated junction with the LGV itself unless otherwise specified.
[54]
life extension of the Sydney Central flying junction - TRID Database
May 30, 2017 · The flyovers carry high volumes of rail traffic and thousands of commuters every day from different areas of Sydney into Central Station.
[55]
Bruchsal Rollenberg junction - Source - RouteYou
Bruchsal Rollenberg junction is a complex flying junction at the intersection of Mannheim–Stuttgart high-speed railway with the Heidelberg–Karlsruhe line
[56]
Weaver Junction - POI - RouteYou
Weaver Junction is the oldest flying junction in Britain. The junction between the main line to Warrington and the north, and the direct line to Runcorn and ...Missing: first | Show results with:first
[57]
[PDF] 2021 Named Freeways, Highways, Structures, and Appurtenances ...
This publication provides information on officially named freeways; highways; structures such as bridges, tunnels, and interchanges; Blue. Star Memorial ...
[58]
Freeway Traffic Volumes, Los Angeles County, California
Los Angeles, Jct Rte 105, 268,000, 295,000, 267,000, 293,000, 306,000, 306,000 ... Annual Average Daily Traffic is necessary for presenting a statewide picture of ...101 · 105 · 110 · 134
[59]
Iconic Spaghetti Junction turns 50 and shows how to pasta test of time
May 24, 2022 · Motorists and businesses have today paid tribute to the iconic Spaghetti Junction as the road marks 50 years since first opening to traffic.
[60]
Spaghetti Junction, Birmingham, West Midlands | Educational Images
It is the junction where the M6, A38 and A5127 meet. It was opened in 1972 by the then Environment Secretary, Peter Walker. It cost £10m to build.
[61]
Freeze Frame: Britain's Spaghetti Junction opened 50 years ago
May 25, 2022 · For a start, modern traffic volumes have comfortably eclipsed that original 70,000-vehicle requirement, with more than 200,000 vehicles now ...
[62]
Project: Dallas High Five Interchange - View Case Study | AASHTO
The Dallas High Five Interchange has reduced congestion and improved efficiency and travel times. Traffic counts for the original interchange were about 202,000 ...
[63]
[PDF] Illustrated Timeline - Texas Department of Transportation
Dallas High Five Project opens; five-level interchange at LBJ Freeway and US 75 is the height of a 12-story building, carries. 500,000 motorists daily. Texas ...
[64]
DALLAS HIGH FIVE INTERCHANGE | Zachry Construction
The $288 million Dallas High Five Interchange is a five-level interchange at US 75 and IH 635, with 43 bridges, 10 main lanes on I-635 and 8 on US 75. Zachry ...
[65]
[PDF] Annual pilot overview report 2021 - C-Roads Platform
Oct 17, 2022 · Pilot Graz. Figure 4: Map of C-ITS pilot in Graz. The two motorways A9 in the West and A2 in the South (red routes in the Figure 4), are both.
[66]
Tokyo Shutoko Expressway: Japan's Busiest Road Network
In the centre of Tokyo where the shutoko is often flying overhead, these entrances are on-ramps from the main roads that can look like any other road, but above ...
[67]
Shooting the Shuto Expressway, Tokyo, Japan - Detour Roadtrips
Jan 27, 2023 · You might have raced around it playing video games, but Tokyo's Shuto Expressway is even more exhilarating in real life.Missing: junctions | Show results with:junctions