Fact-checked by Grok 2 weeks ago

Trunk road

A trunk road is a major road in the designated under the Trunk Roads Acts of 1936 and 1946 as part of the system of routes for through traffic, typically comprising motorways and long-distance rural that connect cities, towns, ports, airports, and other key locations to facilitate the efficient movement of people, goods, and services. These roads are distinguished from local highways by their strategic importance, with limited access points designed to promote free-flowing traffic and higher speeds compared to ordinary , though they are generally narrower and slower than fully controlled motorways. The network is periodically reviewed by the Secretary of State for Transport to ensure it meets evolving needs for and economic support. In , trunk roads form the entirety of the Strategic Road Network (SRN), which totals approximately 4,500 miles (as of 2025) and represents about 2.4% of the country's total road length, yet carries a disproportionate share of national traffic, including heavy goods vehicles essential for (about 34% of all road traffic as of 2023). This network is owned and operated by (formerly Highways England), the government agency responsible for maintenance, improvements, and safety enhancements to sustain its role in supporting and , including under the Third Road Investment Strategy (RIS3) from 2025 to 2030. All SRN roads are classified as A-roads and integrated into the Primary Route Network (PRN), providing clear signage and routing for inter-urban journeys while interfacing with local roads managed by highway authorities. Scotland's trunk road network, managed by on behalf of Scottish Ministers under the Roads (Scotland) Act 1984, spans 3,507 kilometers (2,179 miles) and accounts for 7% of the nation's roads, but handles 40% of all vehicle traffic and 60% of heavy goods movements (as of 2023). With a gross asset value of £27.4 billion (as of ), it includes diverse infrastructure from multi-lane urban sections like the M8 in to remote single-carriageway routes in the Highlands, emphasizing resilience and connectivity across varied terrain, supported by a new Trunk Road Adaptation Plan unveiled in 2025. Similar structures exist in and , where trunk roads are overseen by respective devolved administrations to align with regional priorities while contributing to the broader framework. Overall, trunk roads underpin the UK's transport infrastructure by prioritizing long-haul efficiency, with ongoing investments focused on modernization, such as widening projects and implementations, to address , enhance , and adapt to environmental goals like reduced emissions.

Overview

Definition

A trunk road is a major highway with a specific legal classification as a high-priority road managed at the national level, distinct from local or regional roads that fall under subnational authorities. In the United Kingdom, trunk roads form part of the Strategic Road Network (SRN), comprising motorways and all-purpose roads owned by the Secretary of State for Transport and operated by National Highways, which serves as the highway authority responsible for their maintenance and operation. This classification, established under the Trunk Roads Acts of 1936 and 1946, emphasizes national ownership and strategic oversight rather than local policy, setting trunk roads apart from principal or minor roads managed by local highway authorities. Functionally, trunk roads serve as primary conduits for long-distance travel, , and strategic mobility, often linking major cities, ports, airports, and economic hubs to facilitate national and cross-border connectivity. They carry a significant portion of volume, including a third of all road and two-thirds of freight in as of 2024, underscoring their role in supporting economic distribution and public journeys between key destinations. The terminology "trunk road" is used in specific national contexts, such as the , , and , where it denotes nationally classified main routes. In , the trunk road network (stamvägar) consists of principal roads managed by the (Trafikverket) for long-distance and inter-regional travel. In , the term historically applied to the highest-class roads from 1926 to 1977 in the , now reclassified as national primary roads, while in , trunk roads (T1 to T23) continue to designate strategic routes for planning and development. Equivalents exist elsewhere, such as France's "route nationale," which forms the strategic trunk network complementing motorways for national connectivity and freight. The etymology of "trunk road" traces to the English word "," derived from Latin truncus meaning the of a or the primary part of something, emphasizing the hierarchical position of these as the central arteries within a broader transportation network. This highlights their role as the foundational "stems" linking peripheral routes, with the compound term first appearing in English usage in the mid-19th century to describe principal highways.

Purpose and importance

Trunk roads serve as vital arteries in national transportation systems, designed to handle long-haul traffic efficiently and alleviate on secondary and local roads. By channeling heavy and through-traffic away from and rural locales, they promote smoother flow for commuters and , fostering broader economic between regions, ports, and industrial hubs. This strategic routing enhances overall , reducing delays and operational costs for users while supporting seamless integration of supply chains across distances. These roads play a pivotal role in freight logistics and regional development, often carrying a disproportionate share of national traffic volumes. In the United Kingdom, for instance, the Strategic Road Network—which encompasses trunk roads—handles over two-thirds of all freight despite comprising only about 2.4% of the total road length as of 2024, underscoring their efficiency for heavy goods vehicles (HGVs) that account for 89% of domestic freight movement. Similarly, in Scotland's Trunk Road Network, 66% of HGV kilometers occurred on these routes as of 2017, supporting logistics that enable just-in-time delivery and distribution to remote areas. Their contribution to regional development is evident in improved access to employment, education, and markets, which helps bridge economic disparities and stimulates growth in underserved areas. In national planning frameworks, trunk roads receive prioritized investment for upgrades aimed at boosting , travel speeds, and capacity to meet rising demands. Governments allocate resources to widen lanes, implement smart systems, and enhance interchanges, ensuring these corridors remain adaptable to future growth in and . This focus aligns with broader goals, where improvements yield measurable benefits like annual travel time savings valued at £1.64 billion in as of 2017. Economically, trunk roads drive GDP through optimized trade routes; in the UK, sectors dependent on the Strategic Road Network generate £410 billion in (GVA) and support 7.6 million jobs as of 2024, with road freight contributing to by shortening journey times between key urban centers such as and .

History

Origins and early development

The concept of trunk roads in the United Kingdom traces its informal origins to ancient and medieval pathways that served as primary arteries for commerce and connectivity. Roman roads, constructed between 43 AD and 410 AD, formed a foundational network of approximately 3,000 kilometers of main routes, such as Watling Street and Ermine Street, designed for military efficiency but also facilitating trade in goods like wool and metals across Britain and into the wider empire. These durable, layered stone constructions influenced subsequent road-building techniques, with many segments evolving into modern highways by aligning settlements and enabling economic exchange. Following the Roman withdrawal, medieval trade paths emerged as informal "trunks," often repurposing or paralleling these ancient routes; for instance, the Kendal to Shap road (Staynegate), documented in 13th-century charters, supported wool commerce between textile hubs like Kendal and monastic centers, while salt routes like Salterwaths carried essential preservatives from coastal sources inland. These unpaved tracks, typically hardpacked dirt prone to mud and blockages, connected markets and ports but remained locally maintained, highlighting the need for more structured systems as trade intensified. In the , the system represented a key precursor to classified main routes, addressing the inadequacies of parish-maintained highways under statutes like the Highways Act of 1555. Established through Turnpike Acts starting in 1663, these trusts—reaching a of about 22,000 miles by 1836—levied tolls to fund improvements, such as widening and surfacing, which supported transport of coal, textiles, and iron; engineers like John McAdam and pioneered broken-stone surfaces that reduced travel times, for example, halving the London-to-Edinburgh journey to four days by 1800. However, by the mid-19th century, the system's fragmentation—nearly 1,000 trusts managing disjointed segments—coupled with competition from canals and railways, led to widespread insolvency and uneven maintenance, prompting calls for centralized oversight. The Local Government Act 1888 shifted primary road responsibilities to county councils, but persistent poor conditions underscored the necessity for a of vital arteries to handle growing . Early 20th-century motivations for formal trunk roads arose from post-World War I reconstruction needs and the rapid rise of motor vehicles, which exposed the limitations of localized management. High unemployment after prompted government intervention, with the Ministry of Transport, established in 1919, allocating funds for road improvements as economic relief; a £35 million program from 1920 to 1925 supported 270 kilometers of new construction to stimulate jobs and modernize infrastructure. The proliferation of automobiles—numbering over 400,000 licensed vehicles by 1920—demanded better national coordination, as existing roads proved inadequate for speed and volume, leading to the 1903 Motor Car Act's regulations and subsequent calls for prioritized routes. A pivotal milestone came with the Roads Act 1920, which introduced a classified system designating approximately 36,000 kilometers of Class I roads as principal routes eligible for 50% central government grants, effectively creating proto-trunk networks under local authority stewardship with national funding ties via vehicle excise duties. This act, building on the 1919 ministry's framework, marked the shift toward systematic oversight of main highways, laying the groundwork for later trunk road designations by standardizing identification and maintenance priorities. The resulting 1923 List of Class I and Class II Roads formalized numbering, ensuring key inter-urban links received focused investment amid motoring's expansion.

20th-century classification and expansion

The Trunk Roads Act 1936 formalized the classification of trunk roads in the United Kingdom by transferring responsibility for approximately 4,500 miles of principal roads to the Minister of Transport as the national highway authority. This designation targeted key routes forming the national system for through traffic, enabling centralized funding and maintenance to address inconsistencies in local authority management and support economic connectivity. The act's rationale emphasized efficient resource allocation for high-volume inter-urban links, reducing financial strain on counties while prioritizing improvements for growing motor traffic. Post-World War II reconstruction accelerated trunk road expansion, with the Trunk Roads Act 1946 adding 71 new routes and reclassifying sections to extend the network to 8,190 miles across . This growth integrated with the Special Roads Act 1949, which authorized motorways as a subset of trunk roads restricted to motor , facilitating high-capacity like the 1958 Preston Bypass to handle surging vehicle demand during economic recovery. By 2000, trunk A roads alone exceeded 7,800 miles, reflecting decades of incremental additions and upgrades to form a cohesive national backbone for freight and passenger movement.

Characteristics

Design standards and infrastructure

Trunk roads are engineered to support high-volume, long-distance , typically featuring dual carriageways with limited access points to minimize interruptions and enhance . These roads incorporate grade-separated junctions where feasible to eliminate at-grade crossings, allowing vehicles to maintain speeds up to the national limit of 70 mph (113 km/h) on dual carriageways without conflict. systems, including advance direction signs and driver location markers, are standardized to provide clear guidance for high-speed , adhering to regulations that ensure and across the network. Design standards for trunk roads emphasize robust cross-sections to accommodate diverse , including standard lane widths of 3.65 meters, resulting in a typical width of 7.3 meters exclusive of . Hardstrips, often 0.5 to 1 meter wide, are provided adjacent to lanes on dual carriageways to offer marginal emergency space without a full hard , while central reserves typically range from 2.4 to 10 meters depending on volume and needs. is installed selectively, focusing on interchanges, urban sections, and high-risk areas to meet levels specified in national guidelines, such as average uniformity ratios of 0.4 for conflict areas. All elements comply with comprehensive national manuals, such as the UK's Design Manual for Roads and Bridges (DMRB), which outlines geometric, structural, and operational requirements for all-purpose trunk roads. To support , trunk road pavements are constructed with enhanced durability, designed to withstand cumulative loads typically ranging from 10 to 100 million standard s over a 40-year life, depending on expected , accommodating heavy vehicles up to 44 tonnes per unit. This involves layered flexible or rigid constructions with materials selected for resistance to rutting and under repeated heavy loads, often incorporating hydraulically bound bases for structural . Rest areas, including lay-bys provided at intervals determined by and route needs on rural sections, provide facilities for breaks and checks, while environmental mitigations such as barriers—typically 2-3 meters high and constructed from or timber—are deployed along sensitive receptors to reduce propagated sound levels by 5-10 dB. These adaptations prioritize efficiency for commercial while integrating measures like reduced obtrusive lighting to minimize ecological impact. In contrast to motorways, trunk roads permit occasional at-grade priority or signal-controlled junctions to serve local access, though these are minimized to preserve free-flow conditions, and lack the continuous 3.3-meter hard shoulders mandatory on motorways for use. This hybrid approach allows trunk roads to balance regional connectivity with cost-effective design, without the full controlled-access restrictions of motorways, enabling integration into varied terrains while maintaining high safety standards through barriers and visibility provisions.

Management and funding

Trunk roads are typically under the direct control of national transportation agencies, which oversee maintenance, tolling where applicable, and major upgrades to prioritize strategic connectivity over local delegation. In the , manages the Strategic Road Network (SRN), encompassing motorways and trunk roads totaling approximately 4,500 miles, with responsibilities including day-to-day operations, safety enhancements, and resilience improvements, all under the strategic direction of the (DfT). Similarly, in Sweden, the (Trafikverket) handles the state road network, including trunk roads (riksvägar), focusing on national-level maintenance and development to support economic corridors. In , (TII) administers national primary and secondary roads, which evolved from the historical trunk road system, ensuring centralized control for interurban links while delegating minor routes to local authorities. Funding for trunk roads primarily derives from national budgets, supplemented by transportation-specific taxes such as fuel duties and vehicle excise duties, with public-private partnerships (PPPs) employed for large-scale projects to leverage private investment. In the UK, the SRN receives through multi-year Road Investment Strategies (RIS); for instance, the interim settlement for 2025-26 allocates £4.8 billion, covering operations, , and enhancements, with approximately 100% of costs borne centrally as opposed to local . Sweden's trunk investments are drawn from a national infrastructure fund, with a planned 1,200 billion (about $115 billion) over 12 years from 2026 for transport networks, including and upgrades funded via general taxation and EU contributions. allocates through the Department of , providing €633 million in 2025 for national roads, an increase of €92 million from the prior year, primarily from resources and supplemented by toll revenues on key routes. PPPs have been utilized in all three jurisdictions for toll roads and major expansions, though their share remains below 10% of total in recent years. Policy frameworks for trunk roads emphasize long-term to enhance against impacts, such as flooding and , while integrating with like and ports for efficient freight movement. The UK's RIS3 (2026-2031) prioritizes and with approximately £25 billion, incorporating net-zero goals by 2050 and to ports like those in and ; the draft published in August 2025 allocates 43% of funding to and renewals while advancing net-zero integration. In Sweden, Trafikverket's national plan aligns trunk roads with sustainable objectives, budgeting €18.68 billion for road through 2033 to mitigate environmental risks and support EU Green Deal integration. Ireland's frameworks under TII focus on adaptation in the National Development Plan, linking national roads to ports in and for resilient supply chains. Performance of trunk road networks is monitored through standardized metrics, including annual traffic counts to assess usage , audits evaluating incident rates, and indices measuring delays and reliability. In the UK, tracks approximately 156 billion vehicle-kilometres annually on the SRN (2024 figures), with average vehicle delays improving by 6.9% in recent assessments, informing investment decisions via DfT oversight. employs Trafikverket's data systems for (exceeding 50 billion vehicle-kilometres yearly on state roads) and targets under goals. In Ireland, TII conducts studies showing average delays on routes and audits reducing fatality rates by 20% over the past decade, with metrics integrated into annual reporting to the Department of .

United Kingdom

Network development

The trunk road network in the originated with the Trunk Roads Act 1936, which designated approximately 4,500 miles of principal roads as trunk roads under the direct control of the Minister of Transport, marking the first centralized management since times. Initial routes included major A-roads such as the A1 Great North Road from to and the A30 from to , forming a national system to connect key economic centers and ports. This act laid the foundation for a strategic network prioritizing long-distance travel and freight. Over the subsequent decades, the network expanded significantly to accommodate growing demands and . By , the total length of trunk roads in had reached 7,845 miles, incorporating substantial motorway developments that enhanced capacity and safety. This growth included the integration of motorways as trunk roads, with the network encompassing approximately 2,300 miles of motorways as of 2020, rising to 2,330 miles by 2024. Key examples include the , the UK's first motorway opened in 1959 between and , and the A1(M), which parallels the historic route and serves as a vital link from to the north. These routes play a crucial role in interconnecting , , and , supporting over a third of all road and two-thirds of heavy goods vehicle movements. Administration of the network evolved with institutional changes and . In , responsibility shifted to the Highways Agency in the 1990s before becoming Highways England in 2015 as a government-owned focused on operations and maintenance; it was rebranded in 2021 to better reflect its national scope. transferred control of trunk roads in to the Scottish Executive in 1998 under the , and in to the for Wales in 2002 via the Transport (Wales) Act 2002, allowing tailored regional strategies while retained centralized management. Post-2020 updates included upgrades to smart motorways using variable speed limits and technology for better flow, though new all-lane running schemes were paused in 2022 pending safety reviews; concurrently, the English network measured 4,600 miles as of 2023 through targeted reviews and transfers.

De-trunking processes

De-trunking refers to the administrative process in the whereby sections of trunk roads are transferred from national control—managed by the Secretary of State for Transport or agencies like —to local highway authorities, effectively removing their trunk status. This occurs primarily when roads are superseded by more efficient infrastructure, such as parallel motorways that divert long-distance traffic, or when declining traffic volumes and changing development patterns render them no longer strategically vital at a national level. The rationale is to streamline the Strategic Road Network (SRN) by concentrating central government resources on high-volume, inter-urban routes while devolving responsibility for regionally or locally significant roads to authorities better positioned to integrate them with broader transport and . Historical de-trunking efforts intensified in the following a policy shift toward , with significant examples including the removal of trunk status from A-road sections parallel to the , such as parts of the A5 and A50, which had become redundant for national traffic flows after motorway completions. This aligned with broader reviews that identified non-core routes for transfer, reducing duplication and focusing investment on motorways. In the , de-trunking accelerated in and as part of network rationalization; in Wales, sections of the A40 and A487 were detrunked to align with local priorities post-motorway developments, while in Scotland, routes like the A80 (upon the M80's opening) and A7 were transferred to local control, streamlining the trunk network amid devolved governance. These actions were driven by post-1998 white papers emphasizing efficiency over expansion. The de-trunking process is governed by legislative orders under the Highways Act 1980 (sections 10 and 12), which amend earlier frameworks like the Trunk Roads Act 1936 and incorporate modifications to the Roads Act 1920 for classification changes. It begins with negotiations between the local authority and the Secretary of State to agree on financial settlements, operational handovers, and boundary demarcations, often involving cost-sharing for maintenance transitions. A formal order is then issued following , typically taking 40 weeks; this may include side road adjustments if tied to improvement schemes. Upon completion, maintenance funding shifts from central allocations—previously ring-fenced for trunk roads—to local budgets, potentially straining resources as authorities must prioritize among competing needs without dedicated national support. The major de-trunking program from 2001 to 2009 transferred approximately 1,900 miles to local control, representing about one-third of the non-core trunk network at the start of the program and enabling greater efficiency in national infrastructure by shrinking the centrally controlled network to focus on core strategic links. This has improved integration of former roads into local plans, reducing conflicts between national and regional priorities, though it has challenged local budgets, with some authorities reporting backlogs due to non-ring-fenced . As of 2025, de-trunking remains under ongoing through consultations like the draft Third Road Investment Strategy (RIS3, August 2025), which invites proposals for further adjustments to adapt the SRN to evolving patterns and economic needs.

Sweden

Establishment of trunk roads

The establishment of Sweden's trunk road system, known as riksvägar, originated with the 1944 nationalization of rural roads, which were then expanded and modernized in the under the National Road Administration to support post-war economic growth. This classification prioritized routes that connect major population centers, ports, and borders to facilitate efficient and cross-border , with the roads integrated into the E-road without unique signage to distinguish them from other state roads. Following accession in 1995, the trunk road network underwent expansions in the to align with standards, including upgrades to E-roads for and increased capacity for freight. Management of these roads has been centralized under the (Trafikverket), established in 2010 by merging the National Road Administration and the Swedish Rail Administration to oversee planning, construction, and maintenance of the state road network, which totals about 98,500 km. As of 2025, ongoing initiatives under the national plan for 2026–2037 emphasize and , with investments in systems, charging infrastructure along trunk routes, and low-emission upgrades to reduce carbon emissions from heavy . These efforts, proposed on 30 September 2025 and totaling SEK 607 billion for development within a SEK 1,171 billion framework, aim to integrate and enhance resilience against climate impacts on key corridors.

Network composition and examples

Sweden's trunk road network, primarily consisting of riksvägar (national roads) and overlapping europavägar (E-roads), totals approximately 15,000 km as of 2025, forming the backbone of the country's inter-regional connectivity managed by . This length includes about 8,900 km of non-E-road national routes and an additional roughly 6,100 km where E-road designations apply—as of 2020, the E-road network spans 6,409 km—prioritizing long-distance freight and passenger movement across diverse terrains from urban centers to remote northern areas. The network lacks a formal enumerated list of routes but is categorized and mapped by Trafikverket into primary trunks, which handle high-volume traffic on major corridors, and secondary trunks that provide regional linkages with lower but essential connectivity. Primary examples include Riksväg 40, spanning 321 km from through toward , serving as a key east-west artery for industrial and commercial transport. Another prominent route is the former Riksväg 45, now largely integrated into E45, which extends 1,690 km northward as Sweden's longest , acting as a vital spine through central and northern regions for accessing rural economies and areas. Integration with motorways enhances efficiency, as seen with , a 1,590 km north-south motorway from to that overlaps segments for seamless high-speed travel and heavy goods flow. Unique to the network is its design emphasis on winter resilience, featuring advanced systems, heated sections in critical zones, and mandatory winter regulations to maintain accessibility during harsh conditions from 1 to 31 when conditions exist. Additionally, from April 2025, allows longer high-capacity vehicle combinations up to 34.5 m on designated routes to improve freight efficiency. Environmental considerations are embedded through wildlife corridors, such as overpasses and underpasses along major trunks, mitigating and supporting in forested and wetland landscapes.

Ireland

Historical trunk road system

Following the establishment of the in 1922, the trunk road system was developed in 1926 as a key component of national infrastructure to link major urban centers and promote inter-city travel. Under the Local Government Act 1925, roads were classified into categories such as main roads, which formed the basis for the higher-priority trunk routes designated with T-prefixes to prioritize funding and maintenance for strategic links. These routes focused on essential connections between key cities, supporting post-independence economic stabilization by improving access to markets and resources. Management of the trunk road system fell under the Department of Local Government, established in as the Department of Local Government and , which oversaw road classification, maintenance, and funding through county councils until the 1970s. The emphasis was on enhancing rural to aid economic , with trunk roads serving as the backbone for transporting goods and people across predominantly agrarian regions, thereby integrating isolated communities into the national economy. These paths began integrating with early motorway segments in the mid-20th century, such as initial dual-carriageway sections, to accommodate growing vehicle use while maintaining focus on reliable inter-regional travel. By the , the trunk network had expanded to its peak extent before impending reclassification, carrying a substantial share of national traffic and underscoring its role in handling freight and passenger volumes critical to Ireland's developing economy.

Transition to modern classifications

The transition from Ireland's trunk road system began in the 1970s amid broader efforts to modernize the national road network following the country's accession to the in 1973, which prompted alignment with emerging European transport standards. In 1977, under the Local Government (Roads and Motorways) Act 1974, the (T) and link (L) road classifications were phased out and replaced by a new hierarchy of national primary and secondary roads (N routes), alongside regional and local roads. This reclassification transformed most former roads into national primary routes, which were designated for long-distance travel, while link roads typically became national secondary or regional routes. The process accelerated in the 1990s with the enactment of the Roads Act 1993, which consolidated prior legislation, revoked outdated classifications including trunk roads, and established the National Roads Authority (now Transport Infrastructure Ireland, or TII) to oversee national routes. The rationale included facilitating harmonization—particularly in preparation for the initiatives—and supporting the motorway boom, exemplified by the construction of the M50 Dublin orbital motorway between 1985 and 1990 to alleviate urban congestion. De-trunking of certain T-road segments occurred as they were bypassed by new alignments or motorways, transferring maintenance responsibility to local authorities for less strategic portions. In 1994, the Roads Act 1993 (Declaration of National Roads) Order conducted a comprehensive national route inventory, reclassifying approximately 5,300 km of roads as national primary and secondary routes, with national primary roads comprising about 2,650 km focused on key economic corridors. This shift had significant funding implications: national roads received central government allocations through TII for construction, improvement, and maintenance, while de-trunked segments and local roads shifted to local authority budgets supplemented by discretionary grants. The 1993 Act empowered the Minister for Transport to classify and declare routes via statutory instruments, ensuring centralized oversight for primaries while devolving routine management to local road authorities. As of 2025, the legacy of the trunk road era persists in the alignment and numbering of many N routes, which continue to form the backbone of Ireland's approximately 5,300 km national network. Ongoing upgrades, including motorway extensions and safety enhancements on former trunk alignments, are prioritized under the revised National Development Plan 2025–2035, which allocates €24 billion for transport infrastructure to address capacity demands and support .

Equivalents in Other Jurisdictions

European examples

In , the Routes nationales (RN), established in the 1920s as the primary trunk road system, form a state-managed network designed for inter-regional connectivity and long-distance travel. These roads, totaling approximately 10,000 km of non-motorway routes nationales (with the full state network including autoroutes exceeding 21,000 km as of 2022), are overseen by the state's Directions Interdépartementales des Routes () and serve as vital links between major cities and economic hubs, often complementing the autoroute system. A prominent example is the RN7, stretching 996 km from to the Mediterranean coast near , historically known as the "Route des Vacances" for its role in facilitating summer travel. Germany's Bundesstraßen, or B-roads, constitute the federal highway network that connects urban centers and supplements the system by providing essential feeder routes and bridging gaps in high-speed infrastructure. This network spans about 40,000 km and is maintained by the federal government to ensure nationwide accessibility for freight and passenger traffic. Bundesstraßen are characterized by their yellow signage and variable configurations, ranging from single-lane rural paths to multi-lane urban arterials, prioritizing reliability over maximum speed. In , the Strade Statali (SS) represent the national system, managed by (Azienda Nazionale Autonoma delle Strade), which oversees more than 32,000 km of roads and motorways to promote territorial cohesion and economic development. These roads connect key regions, supporting both local and long-haul journeys without tolls in most cases. Similarly, Spain's Carreteras Nacionales (N-roads), part of the broader Red de Carreteras del Estado, encompass approximately 14,230 km of conventional highways managed by the Ministry of Transport, Mobility and Sustainable Urban Agenda for inter-provincial links. Across these countries, trunk road equivalents share common features such as centralized national funding and a strategic emphasis on cross-border connectivity to enhance trade and mobility within the . Many integrate with the (TEN-T), a framework that aligns national roads with EU-wide corridors for efficient freight and passenger flows, as outlined in the EU's infrastructure policy. As of 2025, updates include green corridor initiatives, such as accelerated deployment of charging along TEN-T routes like the Scandinavian-Mediterranean and North Sea-Baltic corridors, aimed at reducing emissions and supporting goals.

North American and Asian examples

In North America, the United States' Interstate Highway System serves as a primary equivalent to trunk roads, functioning as a federally designated network of limited-access highways designed to facilitate interstate commerce, national defense, and efficient long-distance travel. Authorized by the , the system originally planned for 41,000 miles (66,000 km) but has expanded to approximately 48,000 miles (77,000 km) as of 2023, connecting major urban centers and ports across the continent. Iconic routes like Interstate 95 (I-95), spanning 1,924 miles (3,095 km) from to , exemplify its role in supporting economic corridors by carrying over 20% of the nation's freight traffic. Complementing the Interstates, the U.S. Numbered Highway System (U.S. Routes), established in 1926, includes principal arterials like , which parallels I-95 along the East Coast and totals about 2,370 miles (3,813 km), providing vital connectivity in areas where Interstates are absent. Canada's National Highway System (NHS), encompassing over 38,000 km of roadways as of 2005, represents another trunk road analog, prioritizing strategic corridors for trade, tourism, and resource transport across its vast terrain. While ownership and maintenance are handled provincially, the federal government funds up to 90% of major projects through the NHS program, ensuring national cohesion. The Trans-Canada Highway, a core component completed in 1971 and spanning 7,821 km from Victoria, British Columbia, to St. John's, Newfoundland and Labrador, links all ten provinces and handles about 30% of Canada's vehicle kilometers traveled despite comprising only 3% of the road network. This system underscores federal-provincial collaboration in addressing the challenges of connecting remote regions, such as the prairies and northern territories. In , India's National Highways network, totaling 146,195 km as of 2024, functions as trunk roads by linking economic hubs, ports, and borders, with development accelerating since the initial designations in the 1940s under the Plan of 1943. Managed by the Ministry of Road Transport and Highways, these routes carry 40% of India's road traffic and support freight movement critical to the economy. (NH44), the longest at 4,112 km, runs from in to in , traversing diverse terrains and integrating key industrial zones like and . China's G-series national trunk highways, part of the National Trunk Highway System, parallel trunk road concepts by forming a high-capacity grid for inter-regional and urban connectivity, reaching 184,000 km by the end of 2023. Administered by the Ministry of Transport, this network, which began rapid expansion in the , now accounts for over 80% of the country's mileage and facilitates the movement of goods across provinces, with radials and rings centered on . Routes like G1 (Beijing to , 1,251 km) exemplify its emphasis on north-south and east-west axes for . In , Australia's key federal-funded routes, including Highway 1, equate to trunk roads by providing essential links across its expansive, sparsely populated landscape, with Highway 1 measuring 14,500 km under shared federal-state oversight. Highway 1, the world's longest national highway at 14,500 km, circumnavigates the continent, connecting all mainland state capitals from to and , while enabling remote connectivity in areas vital for and exports. This ring-road configuration uniquely addresses Australia's , supporting over 50% of interstate freight despite challenging environmental conditions like floods and isolation.

References

  1. [1]
    Trunk Roads Act 1936 - Legislation.gov.uk
    " Former highway authority " means, in relation to a road which has become a trunk road, the council in whom the road was vested immediately before it became a ...
  2. [2]
    Trunk Roads Act 1946 - Legislation.gov.uk
    (1)Subject to the provisions of this Act, the roads specified in the First Schedule to this Act shall become trunk roads as from the first day of April, ...1946 Chapter 30 · Schedules · Part Iroads In Counties
  3. [3]
    Road lengths in Great Britain statistics: Notes and definitions - GOV.UK
    Feb 20, 2025 · Trunk roads (designated by the Trunk Roads Acts 1936 and 1946). Most motorways and many of the long distance rural 'A' roads are trunk roads.
  4. [4]
    Guidance on road classification and the primary route network
    Mar 13, 2012 · 1.13 All UK roads (excluding motorways) fall into the following 4 ... Any road on the SRN is known as a trunk road. For analytical ...Introduction · Definitions and principles · Primary route network · Road Classification
  5. [5]
    Highways Act 1980 - Trunk roads - Legislation.gov.uk
    Highways Act 1959 continue to be, and to be known as, trunk roads. (2)The Minister shall keep under review the national system of routes for through traffic in ...
  6. [6]
    Road lengths in Great Britain: 2022 - GOV.UK
    Jul 13, 2023 · In England, the SRN (all trunk motorways and trunk 'A' roads) was 4,600 miles long and made up 2.4% of the total length of road in England. In ...<|separator|>
  7. [7]
    About us - Highways England - GOV.UK
    We are responsible for motorways and major (trunk) roads in England. Our road network totals around 4,300 miles. While this represents only 2 per cent of ...
  8. [8]
    Strategic road network and the delivery of sustainable development
    Dec 23, 2022 · The strategic road network comprises the trunk motorways and all-purpose trunk roads in England as shown: https://assets.publishing.service.gov.
  9. [9]
    The Trunk Road Network - Transport Scotland
    The trunk road and motorway network connects Scotland's major cities, towns, airports and ports enabling the movement of people, goods and services.
  10. [10]
    [PDF] Road Network Policy Consultation - GOV.UK
    Taken as a whole, it comprises the routes which have a strategic role in linking the country together. A road on the SRN is known as a trunk road.
  11. [11]
    [PDF] Road Data Overview - NVDB.se
    Dec 8, 2015 · Trunk road network. A collection of main roads that are classified as the trunk road network in Sweden. Climbing lane. Refers to stretches of ...
  12. [12]
    Northern Ireland Roads - Types and Numbering - Wesley Johnston
    Trunk roads as a whole consist of a number prefixed with the letter T and run in a sequence from T1 to T23 (see list below). T numbers are used by planners but ...
  13. [13]
    Road classifications - Voie Rapide
    Route Nationale​​ Nationales form the strategic trunk road network, which today complements the motorway network by filling in the gaps. These are busy roads, ...
  14. [14]
    Trunk - Etymology, Origin & Meaning
    Originating mid-15c. from Old French tronc and Medieval Latin truncus, trunk means the main part of something or an animal's long snout.
  15. [15]
    trunk road, n. meanings, etymology and more
    OED's earliest evidence for trunk road is from 1848, in a letter by J. Bourne. Nearby entries. trunking, n.²1838–; trunk-leg ...
  16. [16]
    New road infrastructure: The effects on firms | CEPR
    Jul 27, 2017 · In theory, road improvements decrease transportation costs for goods and people, improve access to markets, foster economic integration, ...
  17. [17]
    Highways and local development: insights from two decades of ...
    1. Transportation infrastructure serves as the backbone for economic activity and social interaction by connecting people, business, cities and regions.
  18. [18]
    [PDF] Highways England Strategic Road Network Initial Report Overview
    Over 4 million vehicles use the Strategic Road Network (SRN) every day. Our roads carry one third of all traffic and over two thirds of all freight – and this.Missing: percentage | Show results with:percentage
  19. [19]
    Industry Facts and Stats - RHA - UK.NET
    89% of all freight in the UK is moved by road. · 1.86 million people work in transport and storage. · The industry contributes £13.5 billion to the UK economy ...
  20. [20]
    [PDF] The Value of the Trunk Road Network to Society and the Economy in ...
    Dec 1, 2016 · Transport on the TRN plays a key role in being able to recruit and attract people for employment as long and variable journey times can act as a ...
  21. [21]
    Defense Access Road Program (DAR) | FHWA
    Jul 17, 2025 · The Defense Access Road (DAR) Program provides a means for the military to pay their share of the cost of public highway improvements necessary to mitigate an ...
  22. [22]
    [PDF] The Road to Growth – Our strategic economic growth plan - GOV.UK
    The Road to Growth is a strategic plan to optimize the economic impact of the SRN, which is vital to the UK economy, and is the first such plan.
  23. [23]
    [PDF] The Impact of Infrastructure on Development Outcomes
    Like rural roads, the expansion of quality trunk roads supports economic growth through various development indicators from output growth to more employment ...
  24. [24]
    Roman Roads: A Story of Romans and Ways to the Past | History Hit
    Jan 25, 2023 · Here we explore the impact Roman roads had on the Roman Empire, in Britain, and their legacy today. The impact to the empire. Roman roads ...Missing: UK influence
  25. [25]
    Romans to raves: A history of roads and motorways | Science Museum
    Dec 16, 2020 · Motorways had a major impact on modern Britain. It became easier to distribute goods across the country, new holiday destinations were ...
  26. [26]
    Medieval trade routes in Westmorland - Yorkshire Dales National Park
    Jul 9, 2020 · The earliest example we know of is the road between Kendal and Shap which is mentioned in several medieval charters. Two relate to grants of land to Shap Abbey.
  27. [27]
    Travel in Medieval England
    Sep 24, 2023 · The English medieval road network was, generally speaking, terrible. Whilst medieval England had inherited an extensive system of paved roads ...
  28. [28]
    Turnpikes and tolls - UK Parliament
    "Turnpike mania" followed between 1751-72, when trusts covered more than 11,500 miles of road. By the time the last was passed in 1836, there had been 942 Acts ...Missing: 19th | Show results with:19th
  29. [29]
    [PDF] What Went Wrong? British Highway Development before Motorways
    In 1936. Parliament established a trunk road network and the Ministry of Transport became responsible for its upkeep and improvement. A national roads programme ...
  30. [30]
    100 years of road numbers | Roads.org.uk
    Apr 1, 2023 · They were first created by the Ministry of Transport back in the early 1920s, originally as part of an exercise to work out which roads were ...
  31. [31]
    Funding roads: Coming full circle? - House of Lords Library
    Dec 10, 2020 · The Roads Act 1920 provided a legal link between revenue from vehicle excise duty (VED) and funding for road building and maintenance.
  32. [32]
    TRUNK ROADS BILL. (Hansard, 19 November 1936)
    By the first Clause the Minister of Transport becomes the highway authority over the 4,500 miles of trunk roads which are described in the Schedule and which ...
  33. [33]
    Trunk Roads Act 1936 - Legislation.gov.uk
    (2)Subject to the provisions of this Act, the roads specified in the First Schedule to this Act shall by virtue of this Act become trunk roads as from the first ...Missing: sources | Show results with:sources<|control11|><|separator|>
  34. [34]
    Special Roads Act 1949 - Legislation.gov.uk
    An Act to provide for the construction of roads reserved for special classes of traffic; to amend the law relating to trunk roads; and for purposes connected ...
  35. [35]
    [PDF] Road Lengths in Great Britain: 2020 - GOV.UK
    Feb 4, 2021 · Whilst the overall length of 'A' roads increased by 600 miles between 2000 and 2020, the length of trunk 'A' roads decreased by 1,800 miles ...
  36. [36]
    Trunk road - Roader's Digest: The SABRE Wiki
    Mar 13, 2025 · A trunk road is a road maintained by a national government body, distinct from roads maintained by local authorities. They are generally the ...Early history of the term · Ireland · United Kingdom · Trunk Road Numbers
  37. [37]
    T and L roads (Ireland) - Roader's Digest: The SABRE Wiki
    Mar 14, 2024 · Trunk and Link roads were never formally written into law. In the late 1960s, the government planned to introduce a formal national road network ...
  38. [38]
    https://www.racfoundation.org/wp-content/uploads/2017/11/roads-and-reality-bayliss-highways-development-070308-background-paper-1.pdf
  39. [39]
    Trunk Road - an overview | ScienceDirect Topics
    Trunk roads are major roads designed to facilitate the free flow of traffic, with policies aimed at minimizing the number of accesses and enhancing road ...
  40. [40]
    Road speed limits in the United Kingdom - Wikipedia
    The national speed limit is 70 mph (112 km/h) on motorways and dual carriageways, 60 mph (97 km/h) on single carriageways and generally 30 mph (48 km/h) (20 mph ...Missing: trunk | Show results with:trunk
  41. [41]
    [PDF] CD 193 Driver location signs - Standards For Highways
    This document contains the requirements for the design and implementation of driver location signs (DLS) for motorways and all-purpose trunk roads.
  42. [42]
    [PDF] Appendix A – HS2 Rural Road Design Criteria - GOV.UK
    6.5. The maximum carriageway width for two-lane roads shall be 7.3 metres (plus any widening on bends that may be required). A.6.6. Hardstrips shall not be ...
  43. [43]
    [PDF] Cross-Sections and Headroom
    S2: - Two-lane single carriageway road with lane widths of up to about 3.65m (i.e. a Standard. Single Carriageway or a Reduced Single. Carriageway). Slip Road: ...
  44. [44]
    Welcome to the DMRB - Standards For Highways
    The Design Manual for Roads and Bridges (DMRB) are requirements and advice documents relating to the design, assessment and operation of motorway and all- ...
  45. [45]
    [PDF] HD 26/06 - PAVEMENT DESIGN - Standards For Highways
    Feb 1, 2006 · 2.13 The minimum design traffic for lightly trafficked trunk roads should be 1msa as set out in HD 24 (DMRB. 7.2.1). Flexible Pavements. 2.14.
  46. [46]
    [PDF] VOLUME 7 PAVEMENT DESIGN AND MAINTENANCE SECTION 2 ...
    Aug 1, 2001 · 2.19 A pavement should preferably be designed for the predicted traffic over 40 years. For most trunk roads where design traffic is heavy in.
  47. [47]
    [PDF] SRRB – An Assessment of the Geometric Layout of Type A Lay-bys
    Jan 18, 2018 · A review of various DMRB standards has sought to explain rationale behind the dimensions above. Page 15. SECTION 3 – A REVIEW OF DMRB STANDARDS.<|separator|>
  48. [48]
    What is the difference between motorways and trunk roads? - Quora
    Apr 9, 2018 · Although in general, both words will refer to roads with limited access and higher speeds than normal city streets, in many places there is no ...
  49. [49]
    [PDF] TD 19/85 - SAFETY FENCES AND BARRIERS
    1 Safety fences shall be installed on all new trunk roads where speeds of 50 mph or above are allowed and for which the circumstances described in Paragraphs ...
  50. [50]
    [PDF] LA 111 Noise and vibration - Standards For Highways
    This document sets out the requirements for noise and vibration assessments from road projects, applying a proportionate and consistent approach using best ...
  51. [51]
    How we are funded - National Highways
    On 24 March 2025, the Government published the financial settlement for Investment and management of the strategic road network from April 2025 to March 2026.
  52. [52]
    [PDF] The Swedish Transport Administration Annual Report - DiVA portal
    The Swedish Transport Administration owns shares in SweRoad. Share acquisitions have been financed by funding from road management. Specification of share ...
  53. [53]
    Ministers announce €633 million funding for national roads
    Mar 28, 2025 · Minister for Transport Darragh O'Brien today announced that the Department of Transport will provide €633 million funding for national roads.Missing: trunk management
  54. [54]
    [PDF] Interim Settlement: Investment and management of the strategic ...
    Mar 31, 2025 · This document details the £4.8 billion interim settlement for the strategic road network from April 2025 to March 2026, funded through an ...
  55. [55]
    Transport Administration Plans Record Investment in Roads and ...
    Sep 30, 2025 · The Government has allocated 1,200 billion kronor for the next twelve years. With this money, travel is expected to become more reliable, ...
  56. [56]
    [PDF] Governing and Paying for England's Roads | RAC Foundation
    These benefits can include: lower fuel duty and road tax; better maintenance; better traffic regulation; removal of traffic pinch points enabling faster and ...
  57. [57]
    Government outlines £25bn RIS3 investment prioritising ...
    Aug 27, 2025 · This latest strategy, which follows a one-year £4.8bn interim settlement for 2025-26, aims to build on the stability provided by previous ...
  58. [58]
    Swedish transport network spending plans | Global Highways
    Sweden is setting out its plans for infrastructure development. A budget of €18.68 billion has been set for road maintenance during the 2022-2033 period.
  59. [59]
    €517 million for Ireland's national roads and greenways in 2024
    Feb 22, 2024 · Over half a billion euro of funding for national roads and greenways through Transport Infrastructure Ireland (TII) in 2024.Missing: trunk | Show results with:trunk
  60. [60]
    progress with the second road investment strategy (2020 to 2025)
    Nov 25, 2022 · This report examines how effectively National Highways and DfT are managing risks to value for money across the portfolio of road enhancement projects.
  61. [61]
    Sweden plans major infrastructure investments 2014-2025
    The government is to invest US$30.6 billion in new railway infrastructure, including double-track between Uppsala and Sundsvall, new metro tracks in Stockholm, ...
  62. [62]
    Ministers announce €633 million funding for national roads
    Mar 28, 2025 · TODAY it was announced that an additional €92 million of public funding will be made available in 2025 for national roads compared with 2024 ...Missing: trunk management
  63. [63]
    [PDF] Road Lengths in Great Britain 2014 - GOV.UK
    May 21, 2015 · The length of trunk road in Great Britain in 2014 was 7.5 thousand miles. Since the detrunking programme began in 2001, the total length of ...
  64. [64]
    Road lengths in Great Britain: 2024 - GOV.UK
    Feb 20, 2025 · In 2024, the total length of roads in Great Britain was estimated to be 246,500 miles. There were 31,900 miles of major road in Great Britain in ...Missing: trunk 7845
  65. [65]
    Roads we manage - National Highways
    Its many arteries connect our major towns and cities, ensure commuters make it to work every day, and help millions of us visit our friends and families. The ...<|separator|>
  66. [66]
    Transport in Scotland, Wales & Northern Ireland - Commons Library
    Jun 12, 2017 · This paper explains how transport has been devolved from Westminster to Scotland, Wales and Northern Ireland.
  67. [67]
    Road lengths in Great Britain: 2023 - GOV.UK
    Mar 21, 2024 · The trunk road network in England makes up the Strategic Road Network ( SRN ). Motorways, 'A', 'B' and 'C' roads are classified roads, and ...Headline figures in this release · Road length by country · Background information
  68. [68]
    [PDF] Department for Transport - A new deal for trunk roads in England
    If we express this in terms of road travel, the proportion of trunk road traffic using these stressed sections would increase from 26 per cent in 1996 to 46 ...
  69. [69]
    [PDF] The major road network - Parliament UK
    Mar 30, 2010 · The major road network includes motorways, trunk roads, and principal roads. In England, it consists of 22,000 miles, with 4,500 miles managed ...
  70. [70]
    Chapter 4 Road Network - Transport Scotland
    The drop in the length of trunk A roads from last year is probably due to the detrunking of A80 with the opening of the M80. Table 4.3 Trunk road constructed/re ...Missing: de- trunking Wales
  71. [71]
    [PDF] TRUNKING, MACHYNLLETH) ORDER 201 - gov.wales
    The draft Line and De-Trunking Order, now published, to provide for the construction of new lengths of trunk road, including a connection to Dyfi Eco Park, and ...<|separator|>
  72. [72]
    The A27 Trunk Road (Polegate Bypass De-Trunking)Order 1993
    The Secretary of State for Transport makes this Order in exercise of powers conferred by sections 10 and 12 of the Highways Act 1980(1), and now vested in him(2) ...Missing: process | Show results with:process
  73. [73]
    Transport orders guidance - GOV.UK
    Jan 1, 2014 · It is possible that trunk road Highways Act Orders may be promoted in England in future that could give rise to Inquiries – for example the de- ...
  74. [74]
    Shaping the future of England's strategic roads - GOV.UK
    Aug 26, 2025 · As in the consultation on RIS2, we are inviting suggestions about trunking and de-trunking as part of this consultation. We propose to continue ...Missing: trunk | Show results with:trunk
  75. [75]
    Trunk road - Wikipedia
    A trunk road is a major highway with a specific legal classification in some jurisdictions, notably the United Kingdom, Sweden and formerly Ireland.
  76. [76]
    National roads in Sweden - AARoads Wiki
    Jul 27, 2025 · The network of national roads covers all of Sweden. In 2015, the total length of all national roads (excluding European routes) was 8,900 km ( ...Missing: trunk 1982 15000
  77. [77]
    Swedish Road History - Släktforskning
    Dec 8, 2022 · The medieval National Law Code stipulated that the road width for highways and court roads should be 10 Swedish cubits (6 m) and for village ...Missing: trunk | Show results with:trunk
  78. [78]
    [PDF] Directive 2010/40/EU Progress Report 2020 Sweden
    The Swedish road network consists of 98 500 km state roads, 42 500 km municipal ... The deployment KPIs are reported for the comprehensive TEN-T road network in ...Missing: 1982 | Show results with:1982
  79. [79]
    [PDF] Proposal national plan for transport infrastructure 2022–2033
    Feb 16, 2022 · The basis for the Swedish Transport Administration's proposal is the Swedish. Government's transport policy goals, including climate goals.Missing: trunk | Show results with:trunk
  80. [80]
    Major investment in Sweden's roads and railways | Sveriges riksdag
    Dec 12, 2024 · SEK 607 billion will be used to develop the transport system. This will include the development of state-owned railways and roads, fine-tuning ...Missing: 2022-2037 electrification trunk
  81. [81]
    Sweden Roadways - Transportation - IndexMundi
    Sep 18, 2021 · Roadways: total: 573,134 km (includes 2,050 km of expressways) (2016) paved: 140,100 km (2016) unpaved: 433,034 km (2016)
  82. [82]
    Swedish national road 40 - Wikimapia
    The length of the road is 321 km. The stretch Gothenburg–Jönköping is a part of the fastest and most used route when driving between Gothenburg and Stockholm.
  83. [83]
    Swedish national road 45 - Academic Dictionaries and Encyclopedias
    ( Riksväg 45 ), now E45, was a national road and the longest road in Sweden, with a length of 1690 km (1050 mi). National road 45 has become an extension of ...
  84. [84]
    European route E4 - Wikipedia
    European route E4 passes from north to south through Sweden from the border with Finland, with a total length of 1,590 kilometres (990 mi).
  85. [85]
    Sweden tightens winter tyre regulations - Trans.INFO
    Oct 3, 2025 · From 1 November 2025, all heavy vehicles in Sweden, including foreign lorries and buses, must use winter tyres from 10 November to 10 April.
  86. [86]
    How creating wildlife crossings can help reindeer, bears
    Jan 23, 2021 · Sweden's announcement this week that it is to build a series of animal bridges is the latest in global efforts to help wildlife navigate busy roads.
  87. [87]
    Local Government Act, 1925 - Irish Statute Book
    An Act to Amend the Law Relating to Local Government and for Other Purposes Connected Therewith. [26th March, 1925.]
  88. [88]
    History of the department - Government of Ireland
    Dec 21, 2020 · The origins of today's department can be traced back to the passing of the Poor Relief Act in 1838 which created the first government agency with ...
  89. [89]
    S.I. No. 164/1977 - Local Government (Roads and Motorways) Act ...
    1. This Order may be cited as the Local Government (Roads and Motorways) Act, 1974 (Declaration of National Roads) Order, 1977. 2. The public roads described ...Missing: trunk reclassified
  90. [90]
    [PDF] Guidelines for Classification and Scheduling of Roads In Ireland
    This document provides guidance on the classification of Irish roads. Specifically this document considers the classification of national and regional roads and ...
  91. [91]
    Roads Act, 1993 - Irish Statute Book
    9. —(1) The Minister may by order adapt any enactment or instrument by deleting any reference to a main road, a county road, an urban road, a trunk road or a ...
  92. [92]
    Roads Act, 1993 (Declaration of National Roads) Order, 1994.
    3. The public roads numbered in column 1 and described in column 2 of the First and Second Schedules hereto are hereby classified as national roads. 4. The ...
  93. [93]
    [PDF] National Roads 2040 - Transport Infrastructure Ireland
    Apr 4, 2023 · The National Roads network consists of 5,300 km of roads: National Primary roads. (including motorways) and National Secondary roads, across ...
  94. [94]
    [PDF] 2025 Grant Allocations to Local Authorities for National Roads
    This preamble describes the matters considered for “The 2025 Grant Allocations to Local Authorities for National Roads” (the “Allocations”).Missing: central | Show results with:central
  95. [95]
    Roads Act 1993 - Revised Acts - Law Reform Commission
    This Revised Act is an administrative consolidation of the Roads Act 1993. It is prepared by the Law Reform Commission in accordance with its function.<|separator|>
  96. [96]
    National roads in France: history, geography and layout
    The collective memory gives them a special aura; for example, the RN7, known as the holiday route, is popularised in French literature, film and song.
  97. [97]
    Voie Rapide : Road classifications
    ### Summary of Routes Nationales in France
  98. [98]
    The Nationale 7 crosses Roanne and the Roannais region
    What is the history of National Route 7? The Nationale 7, one of the longest national roads in France at 996 km. The first foundations of the RN7 date back ...Missing: length management example
  99. [99]
    The German autobahn - IamExpat.de
    Apr 25, 2025 · The autobahn's total length is 13.192 kilometres, enough to drive from Berlin to Darwin in Australia! · A 10 to A 19 cover parts of eastern ...Missing: bridging | Show results with:bridging
  100. [100]
    Homepage | Anas
    ### Summary of Strade Statali Information
  101. [101]
    Carreteras - Ministerio de Transportes y Movilidad Sostenible
    La Dirección General de Carreteras es la encargada de gestionar la planificación, el proyecto, construcción, conservación y explotación de las carreteras ...Catálogo de la red y Mapa... · Carreteras | Sede Electrónica · Contacto Carreteras
  102. [102]
    Trans-European Transport Network (TEN-T)
    The TEN-T policy is a key instrument for planning and developing a coherent, efficient, multimodal, and high-quality transport infrastructure across the EU.TENtec Information System... · Baltic Sea - Adriatic Sea corridor · Atlantic corridor
  103. [103]
    EU Ministers commit to faster truck recharging deployment
    Sep 16, 2025 · The initiative will start with the Scandinavian-Mediterranean and North-Sea Baltic Corridors as the first test cases. The Clean Transport ...
  104. [104]
    https://www.roannais-tourisme.com/en/destination/les-iconiques/la-nationale-7/
  105. [105]
    Highway Statistics 2023 - Policy
    Mar 20, 2025 · Highway Statistics 2023 · 1. Executive Summary · 2. Introduction (PS-1) · 3. Bridges and Tunnels · 4. Highway Infrastructure · 5. Highway Travel · 6.Status of the Federal Highway... · Federal-aid highway fund... · Table PS-1 · SF-21
  106. [106]
    National Highway System - Transports Canada
    Oct 6, 2025 · The National Highway System now consists of over 38,000 km of highways. ... This amounts to a 56 per cent increase in the network length over what ...
  107. [107]
    The Trans-Canada Highway: Backgrounder
    Oct 6, 2025 · The Trans-Canada Highway is Canada's longest national road. It extends east-west across Canada between Victoria, British Columbia and St. John's, Newfoundland ...Missing: length | Show results with:length
  108. [108]
    https://transport.ec.europa.eu/news-events/news/eu-ministers-commit-faster-truck-recharging-deployment-2025-09-16_en
  109. [109]
    [PDF] ANNUAL REPORT 2024-25
    FUNCTIONS. 1.6. The subjects allocated to the Ministry of Road Transport and Highways are listed at Appendix-1. National Highways. 1,46,195 km. State Highways.
  110. [110]
    https://www.fhwa.dot.gov/policyinformation/statistics/2023/
  111. [111]
    World's longest highways: Australia's Highway 1 - Geotab
    Highway 1, Australia - Total length: 9,009 miles (14,500 km); Trans-Siberian ... Highway 1 connects all Australian states except for Brisbane and Darwin ...