#highway construction

[rjzimmerman]

Excerpt from this New York Times story:

When Interstate 25 was constructed through Denver, highway engineers moved a river.

It was the 1950s, and nothing was going to get in the way of building a national highway system. Colorado’s governor and other dignitaries, including the chief engineer of the state highway department, acknowledged the moment by posing for a photo standing on bulldozer tracks, next to the trench that would become Interstate 25.

Today, state highway departments have rebranded as transportation agencies, but building, fixing and expanding highways is still mostly what they do.

So it was notable when, in 2022, the head of Colorado’s Department of Transportation called off a long planned widening of Interstate 25. The decision to do nothing was arguably more consequential than the alternative. By not expanding the highway, the agency offered a new vision for the future of transportation planning.

In Colorado, that new vision was catalyzed by climate change. In 2019, Gov. Jared Polis signed a law that required the state to reduce greenhouse gas emissions by 90 percent within 30 years. As the state tried to figure out how it would get there, it zeroed in on drivers. Transportation is the largest single contributor to greenhouse gas emissions in the United States, accounting for about 30 percent of the total; 60 percent of that comes from cars and trucks. To reduce emissions, Coloradans would have to drive less.

An effective bit of bureaucracy drove that message home. After sustained lobbying from climate and environmental justice activists, the Transportation Commission of Colorado adopted a formal rule that makes the state transportation agency, along with Colorado’s five metropolitan planning organizations, demonstrate how new projects, including highways, reduce greenhouse gas emissions. If they don’t, they could lose funding.

Within a year of the rule’s adoption in 2021, Colorado’s Department of Transportation, or CDOT, had canceled two major highway expansions, including Interstate 25, and shifted $100 million to transit projects. In 2022, a regional planning body in Denver reallocated $900 million from highway expansions to so-called multimodal projects, including faster buses and better bike lanes.

Now, other states are following Colorado’s lead. Last year, Minnesota passed a $7.8 billion transportation spending package with provisions modeled on Colorado’s greenhouse gas rule. Any project that added road capacity would have to demonstrate how it contributed to statewide greenhouse gas reduction targets. Maryland is considering similar legislation, as is New York.

[chaddavisphotography]

Road construction on interstate 35W in South Minneapolis with the city skyline in the background.

[tiggymalvern]

???? This is not a purely American thing. Welcome to spaghetti junction, Birmingham, England.

ive never liked the phrase "manmade horrors beyond your comprehension" but i cant think of a better way to describe texas roads

biblically accurate highway

[if-you-fan-a-fire]

"TRANS-CANADA HIGHWAY NEARING COMPLETION," Toronto Star. March 27, 1934. Page 2. ---- East and west sections of the Trans-Canada highway will be completed this year. The western section here shown runs from Schreiber to Nipigon, Oskondigo, English River, Dyment, Vermillion, Kenora and the Manitoba boundary. Between the east and west sections a compromise route is to be taken, according to announcement by Hon. William Finlayson. This will run from Cochrane to Hearst and southwest to White River, joining at that point with a section to be built northwest from the Soo. The Trans-Canada is 1,300 miles long in Ontario and to date the road has cost $12,000,000.

[jkanelis]

Highway crew goes over the line

As a general rule I am not inclined to gripe about the Texas highway department’s construction crews. I am making an exception based on an experience I had today. I was returning home from a quick trip to Beaumont, where I paid my respects at the funeral of a dear friend. I was driving north along U.S. Highway 69 through the Piney Woods; I veered onto a toll road and got back onto U.S. 69 south…

[vrcconstruction]

VRC Construction: Setting New Standards in Highway Construction in India

With its extraordinary skills and dedication to perfection, VRC Construction, a well-known Civil contractor in India, is creating waves in the construction sector. They have distinguished themselves as a top highway construction company in India, thanks to a track record of success and a committed team of experts. 

VRC Construction has established itself as a trustworthy partner for infrastructure development projects in India as a top civil contractor in India. The company has built a solid reputation as the Best construction company in Delhi and the go-to option for road construction projects in India because of its strong focus on providing top-notch construction services. VRC Construction’s portfolio of accomplished roadway construction projects demonstrates its dedication to quality. Due to this, they swiftly became the Best road construction company in India. 

The business has continually produced outstanding outcomes by utilizing its technological know-how, cutting-edge machinery, and creative construction methods. They make sure that every phase of a highway construction project is handle with the utmost expertise and accuracy, from planning and design to execution and project management. 

Why Hire VRC Construction As A Civil Contractor in India?

The dedicated team of highly qualified specialists at VRC Construction is one of the main factors in the success of the company as a civil contractor in India. The business is proud of its skilled personnel, which consists of knowledgeable construction experts, project managers, and engineers with extensive experience in the nuances of highway construction. With this knowledge, VRC Construction is able to handle challenging projects with ease and produce excellent outcomes that go above and beyond customer expectations. This is the prime reason for this company to be chosen over others and remain the Best road construction company in India. 

The VRC Construction’s devotion to global standards and best practices in the construction business further demonstrates its dedication to excellence. For its projects to be both structurally and environmentally sound, this Best construction company in Delhi places a high priority on safety, environmental sustainability, and the use of cutting-edge building technologies. 

VRC Construction has been named the Top highway construction company in India, a testament to its competence. Clients from the public and commercial sectors have come to trust and rely on the company because of its ability to regularly deliver high-quality projects on schedule. VRC Construction places a high priority on customer satisfaction and works to forge lasting relationships with each of its clients by offering customized building solutions.

What Makes Them Different From Others?

One company distinguishes out from the others in the dynamic field of building, where projects are as varied as the structures they produce. Their team of seasoned experts, state-of-the-art technology, and customer-centric attitude have earned them a reputation for excellence in terms of both output and client satisfaction. 

Because of their expertise, creativity, and unwavering commitment to meeting the demands of its customers, this organisation is the first choice of those searching for high-quality building in any field. Listed below are just a handful of the ways in which VRC Construction stands apart from the competition. 

Project Management 

When hiring a civil contractor in India, you need them to manage your project efficiently and VRC Construction is the right choice. Project management is a strength of prosperous construction firms. They have established procedures for efficiently organizing, planning and carrying out tasks. Timelines are fulfill, resources are used wisely, and potential problems are head-on handle with effective project management.

Wide-ranging Services

A construction company that distinguishes out from the competition is one that provides a wide range of services. preparing, design, engineering, procurement, construction management, and support after a project is built are all examples of services that might be provided. By providing a wide range of services under one roof, VRC Construction streamlines the building process for its customers and eliminates the need for several experts.

Safety precautions

One essential characteristic that distinguishes this Civil contractor in India

is its commitment to safety. A company’s dedication to safeguarding its staff and completing projects without incidents or accidents is demonstrated by its priority of employee well-being, adherence to stringent safety regulations, and upkeep of a safe working environment. A solid safety record enhances the business’s reputation and inspires client confidence.

Monetary stability

A financially sound construction company is frequently regarded as a trustworthy and trusted partner. Having the required financial resources enables the business to make investments in tools, supplies, and qualified staff without jeopardizing project quality or timetables. Clients’ faith in the company’s capacity to finish projects despite difficult economic situations is bolstered by its financial stability.

Reputation 

Strong differentiators for a construction company include its standing in the field and its clients’ glowing testimonials. An organization can draw in new customers and distinguish itself from rivals by establishing a strong reputation based on a track record of completed projects, happy clients, and ethical business practices. Positive comments and endorsements show the business’s advantages and give potential customers faith in it.

Conclusion

VRC Construction, a renowned Civil contractor in India, has achieved a distinguished reputation in the construction industry for its expertise, commitment to quality, and skilled team. Their track record of successful projects and adherence to global standards sets them apart from other construction companies. 

By consistently delivering exceptional outcomes and exceeding client expectations, VRC Construction continues to raise the bar in the field of construction, solidifying its position as the best road construction company in India.

Source Link: —  https://www.dailybusinesstime.com/vrc-construction-setting-new-standards-in-highway-construction-in-india/

[williammarksommer]

New Houses along the Old Highway

Staring at the Sun series 

Hasselblad 500c/m

Kodak Tmax 400iso

[sunsetsandsunshine]

✨A💕O🔥3…P🥳O⚡️S💞T‼️‼️‼️

TA-DAAAAAAAA 🕺🏾🕺🏾🕺🏾🕺🏾🕺🏾🕺🏾

So…yeah guys! As promised (and most DEF not a couple days late…): here is the poll determining which should be my first fic I post of Ao3 😌💞!!!

If you need a reading refresher to decide which fic to pick, I linked my TMNT masterpost down below ☺️💕:

REBLOGS ARE APPRECIATED‼️‼️‼️ LETS GET AS MANY PEOPLE TO VOTE AS WE CAN‼️‼️‼️

[conformi]

Julio Lafuente, Gaetano Rebecchini and Calogero Benedetti, Edificio Esso, Rome, Italy, 1977-1980 VS Silvano Zorzi and Giorgio Macchi, bridge over the Po River, Autostrada del Sole (A1 Motorway), Mortizza | Piacenza, Italy, 1957-1958 (construction site photo)

[bobbyfloyd]

y’all ever have to just sit and decompress in your car for a few minutes once you arrive at your destination bc driving stresses you out so much?

[newyorkthegoldenage]

The East Side Express Highway (now the FDR Drive), here on the Lower East Side, under construction, June 25, 1937.

Photo: Associated Press via Gizmodo Australia

[cityscapes-landscapes]

Bogota

[wall-maria-around-ba-sing-se]

Visited New York for the weekend from Florida and my main take away is that I need Disney to please lobby Florida to build monorails everywhere

[if-you-fan-a-fire]

"Roadbuilders Forge On to Alaska," Ottawa Citizen. October 8, 1942. Page 3. --- Workers on the new "Alcan" military road across Canada to connect the U.S. with Alaska are making rapid progress as they equalize topography by cutting through hilltops such as that shown above.

[yatescountyhistorycenter]

Get your kicks on Route 14A

By Jonathan Monfiletto

Around this time a year ago, I wrote an article – after as extensive research as I could muster – about the major construction project that took place in 1912 that transformed Main Street in Penn Yan from a dirt pathway through the village into a modern, for the era, brick-paved boulevard. I also discussed the other brick paving projects undertaken throughout the village over time, starting with Jacob Street (now East Elm) as the first brick-paved street in 1906 and continuing through the late 1920s with Chapel Street (the last remaining brick-paved street when it was paved with asphalt in 1988) and possibly into the 1930s.

I pinpointed Clinton Street in 1921 as the first Penn Yan street to be paved with asphalt, from its Main Street intersection east to the railroad and, three years later, to North Avenue to meet a designated state highway. However, I could not uncover the moment when Main Street was paved with asphalt for the first time. My research project began when a major construction project throughout the summer and fall of 2023 dug up and tore up Main Street down to those 1912 bricks; when a brand-new layer of asphalt went over the stop of Main Street, though, I still could not figure out when a layer of asphalt went over Main Street for the first time.

The best I could come up with at the time, as I mentioned in my article, is that Main Street was paved with asphalt for the first time in the late 1950s during a simultaneous project that rerouted New York State Route 14A through Penn Yan from East Main and Main streets to Brown and Liberty streets. When I mentioned this hypothesis to a couple of our Yates County History Center volunteers who would have been young children at the time, they did seem to have memories of a brick-paved Main Street. I have seen photographs of a brick-paved Main Street in the late 1940s, so it does seem to match up that Main Street would have been paved with asphalt for the first time in the following decade.

Still, I have not been able to confirm my hypothesis with any certainty despite my further extensive research. Nevertheless, in this article, I present the history of the rerouting of Route 14A through Penn Yan with the suggestion that Main Street was paved with asphalt at the same time. From what I can deduce, New York State crews oversaw the reconstruction of Route 14A through Brown and Liberty streets while taking care of paving portions of Main Street around the same time or before that project started and after it finished.

At least by 1953, according to articles from The Chronicle-Express, there was talk of improving and reconfiguring Route 14A by widening its Main Street thoroughfare. The street would be widened to 40 feet – already its width in the downtown area – from Chapel Street north to the Benton hill and Lake Street south to the East Main Street hill. However, the shade trees along the street in those areas would be cut down and electric poles replaced as a result of the work. By January 1955, as state engineer J.H. Thomas told the Penn Yan Kiwanis Club, the project had changed to constructing and transforming a 4.3-mile length of Brown and Liberty streets into the new Route 14A.

The project would involve building a brand-new road from the Raymond Cahill farm on what is now Old Route 14A to the end of Brown Street at South Avenue, with a sweeping curve into the south end of the village rather than a sharp hill. The same would be done on the north end of the village, with another sweeping curve from the point where Liberty Street met Grant Avenue to the William Linstead farm on Benton hill. Each approach to the north and south ends of the village would have three lanes of traffic – two for traffic leaving the village and one for traffic entering the village. There would be reconfiguration along the existing Brown-Liberty streets corridor, with the replacement of the Liberty Street bridge over the Keuka Lake Outlet and the installation of new traffic lights and crosswalks.

Before the work got underway, 1954 saw mention of the possible asphalt paving of Main Street – perhaps for the first time. On June 3, 1954, The Chronicle-Express reported, “The State Highway department is dressing the Main Street in Penn Yan, which is a part of the State Highway system.” According to the newspaper, “Fine gravel is placed on the paving with the oil, which fills low spots and seals the pavement to prevent water from working under the bricks or concrete.” Was this an asphalt pavement project on Main Street? Was this the first time for such a project?

Either way, plans for the reconfigured Route 14A continued on. A few weeks after the state engineer address the Kiwanis Club about the project, The Chronicle-Express noted the Penn Yan Village Board of Trustees and the Yates County Board of Supervisors had both, in 1953, passed resolutions requesting New York State relocate the state highway from East Main and Main streets to Brown and Liberty streets. The consensus was the project would ease congestion in the business district by redirecting through traffic and would also eliminate dangerous intersections at the hills. The relocation would also impact fewer homes and fewer trees. It also meant the state would replace – and take over maintenance of – the Liberty Street bridge over the outlet, which had become inadequate and closed to fire trucks, school buses, and other large vehicles.

In July 1955, the Board of Supervisors approved the state’s preliminary plans for what was called Penn Yan’s arterial highway – or the Liberty Highway or the Liberty Boulevard – as submitted and explained by Thomas. Village officials had already approved the project, of which the state would cover the actual road construction while the village would pay for and work on the relocation and rebuilding of utilities along Brown and Liberty streets. Village crews would update the water and sewer infrastructure to improve and extend service and possibly move the electrical wires underground. Officials estimated the road construction would cost $1.79 million, while the utilities work would cost a little more than $300,000. As part of the Route 14A project, the state would also widen Lake Street – State Route 54 – from the Brown-Liberty streets intersection to the village line at Red Jacket park.

The breakdown of the project dimensions is as follows: a new 1.75-mile road beginning two miles south of the village and connecting the highway to Brown Street; 1.76 miles of the Brown and Liberty streets corridor; and a new .75-road from the end of Liberty Street to rejoin Route 14A a half mile north of the village. There would be two travel lanes and two parking lanes through the village; the pavement would be cement concrete. The Liberty Street bridge would measure 69½ feet long and 48 feet wide; the work on Lake Street amounted to .58 miles. About 20 people learned more about the plans for the project, and had the opportunity to ask questions about it, during a public hearing on August 21, 1956.

The coverage of the public hearing in The Chronicle-Express seems to indicate Main Street was still paved in brick at this point, noting the “vast growth in the use of automobiles and trucks” since the 1912 project “has outmoded this road.” Brown and Liberty streets were likely still brick-paved as well before the reconfiguration of Route 14A.

On September 20, 1956, The Chronicle-Express reported the submission of the low bid $1,777,641.25 by Draicchio & Carardori Construction Inc. of Lancaster. The construction was expected to begin the following month, once New York State had checked all of the bids, declared the low bid acceptable, and officially awarded the contract. The work was anticipated to finish by November 1, 1958. In October 1956, the village board hosted a public hearing on its part of the project – improving and extending the sewer line in the amount of $180,000 and improving and extending the water main in the amount of $170,000. The village would pay for these improvements with a 30-year bond for the sewer and a 40-year bond for the water. In sum, village residents would see their tax rate increase by $2.69 for this project.

The relocation and reconfiguration of Route 14A began toward the end of 1956 and through the beginning of 1957; the first steps were the removal of the existing Liberty Street bridge and construction of new concrete abutments, work on the storm sewers, and removal of trees along the route. By early June 1957, it was expected the new bridge would open to foot traffic and some vehicle traffic by early July. At this point, all rough grading and placing of gravel on Brown Street had been completed; all grading on Liberty Street north of North Avenue would be completed in three weeks. That meant the entire new part of the roadway would be ready for concrete by August.

In July 1958, The Chronicle-Express reported state highway crews would soon resurface East Main Street from Lake Street south to the hill and Main Street from Clinton Street north to the hill – leaving out the downtown portion of Main Street in Penn Yan. Does this represent a moment in which East Main and Main streets – or at least a portion of them – were paved with asphalt or concrete for the first time? Had the downtown portion already been paved as a result of the work mentioned in 1954?

According to The Chronicle-Express of August 14, 1958, “Liberty Highway, which was once West Street in Penn Yan, marking the western boundary of the village, and is now a freshly finished, multi-million dollar bypass,” was ceremonially opened by New York Gov. Averill Harriman and a contingent of village and county officials. The ceremony involved quite some fanfare, with several hundred people attending a luncheon in the governor’s honor at the Hotel Wagner, then located on Main Street across from the Yates County Courthouse park. In the end, it was reported the new state highway cost more than $4 million, though I’m not sure how we arrived at that number from the original estimate and low bid.

YCHC’s own Stephanie Olsen – one of the aforementioned volunteers – and Lynn Ossont, young children at the time, were selected to help the governor cut the ribbon to open the highway that was completed ahead of schedule and had taken a little less than two years to build it. David Mortimer, the governor’s grandson, also joined the group. Stephanie, from Benton, whose father was the Benton town supervisor at the time, and Lynn, from Himrod, were chosen because they represented the communities on either end of the new highway. The way Stephanie tells it, though, she was chosen also because her father was the only Democrat (the governor’s political party) to be found in Benton.

A “Penn Yan Progresses” item underneath this main article noted state highway crews had finished blacktopping North Main and Main streets, Maple Avenue, “the approaches,” and “the streets previously covered” just prior to Harriman’s visit. “With some exceptions, Penn Yan’s main thoroughfares are now quiet and smooth,” the item states. It is still unclear exactly when it happened, but it appears Penn Yan’s Main Street had now changed from a brick surface to an asphalt or concrete one. That October, the newspaper reported state highway crews “finally managed to dump some black top material on the holes which have pitted the Main Street paving in the business section all summer.”

So, in almost one fell swoop, or so it seems, Penn Yan had seen both the reconfiguration of a major state highway through the village and the transformation of its Main Street from brick to asphalt. Both of these moments seem to point to the advent of modern-day Penn Yan as we know it today.