Bedoel je niet "goggles"?Peter schreef:"Safety boggles"
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Ch 4.1-4.2
History of Dutch motorways
4. The first motorways (1927-1940)
4.1 Motoring demands a new type of road
Once the Road Taxation Act and the National Road Plan were introduced in 1927, a more expeditious approach of the Road Issue could begin. A lot of new roads had to be built on new routes through the Dutch polders. Upgrading the old dike roads was no longer an option. In 1929 the minister decided to construct new roads on new routes. The first examples were state road 13 Den Haag (The Hague) - Rotterdam and the Katerveer-bridge near Zwolle.
The Wall Street crash of 1929 led to a economic crisis the industrialized world hadn't seen before. Many families got into deep poverty and government budget was rather limited. Work on the new roads still could progress at a far slower pace. The income from the Road Taxation Act provided a secure income, while the economic policies of the era were pointed at provision of employment by enabling large public works. The government hoped this would help revive the economy. Building new roads fitted remarkably well in this policy. Thus some extra money was made available for road construction in the 1930s.
In 1932 the National Road Plan was revised: an extra 500 kilometers of state roads were added and the cities of Utrecht and Amersfoort were to be by-passed.
State roads were subdivided into the categories I to IV. Category I roads consisted of a dual carriageway, each roadway 5.5m wide with separate roadways for bicycles and local traffic. State road 13 (in operation since 1932) between Delft and Rijswijk was one of the first roads in this category, still brick paved. It even had one full split level junction. Some consider this road as the first Dutch motorway, but in fact it is was not, since it still had road crossings and did not have emergency lanes, although the presence of emergency lanes is presently still not a hard demand for a status of a motorway.
In 1921, the industrialist Ten Bokkel Huinink presented a plan for a special elevated viaduct like highway (overpassing all existing roads) between Amsterdam and Rotterdam. He asked for a concession, but the government rejected the proposal. In 1927 the Dutch Association for Motorways (NEVAS) was founded, and Ten Bokkel Huinink became a board commissioner. NEVAS intended to found a consortium which would construct motorways between the greater Dutch cities and also to Germany and Belgium. In their opinion the consortium could be funded by private equity and by government funding. It was not decided how the new motorways would be constructed, although the idea of the elevated viaduct still was very alive. The association wrote: "NEVAS doesn't propose a concrete viaduct over the complete length of the motorway, although it should be recognized that in theory this is the one and only solution to how other roads should be bridged."
The idea of special motorways hadn't been approved by Van der Broek in 1927. That didn't stop the discussion on the need for motorways. The ANWB uttered lots of critics on the position of Rijkswaterstaat, and as a reaction Rijkswaterstaat withdrew her engineers from the ANWB Road Improvement Committee. Rijkswaterstaat still was negative about motorways in general, and on private operations in particular. When in 1930 the State Road Committee judged that there was no need for motorways in the Netherlands, the attempts of NEVAS seemed to be fruitless.
4.2 The breakthrough: state road number 12
The breakthrough for constructing motorways came earlier than expected. In 1932 the State Road Committee and the State Commitee on Road Improvement were merged. De first was a ministerial committee, the latter a parliamentary one with representatives of special interest groups. This way non-governmental groups were able to change the tides, with some help of publications and press items. A "Committee of Consultation" proposed the construction of special access controlled motorways for long distance motoring, although these motorways should in no way be tollState roads were devided into the categories I to IV. Category 1 roads consisted of a dual carriageway, each roadway 5.5m wide with seperate roadways for bicycles and local traffic. State road 13 between Delft and Rijswijk was one of the first roads of this category, opened in 1932. It even had one access controlled junction. Some consider this the first Dutch motorway, but in fact it isn't. It was just the necessary step forward to the real motorway, which was completely access controlled in its entire length and had been equipped with emergency lanes.
The industrial Ten Bokkel Huinink presented a plan for a specialelevated highway between Amsterdam and Rotterdam in 1921. He asked for a concession, but the government was negative about his proposal. In 1927 the Dutch Association for Motorways (NEVAS) was founded, and Ten Bokkel Huinink became a board commisioner. NEVAS wanted to establish a consortium which would construct motorways between the greater Dutch cities and connect them to Germany and Belgium. In their opinion the consortium would be funded by private equity and by government funding. It was not decided how the new motorways would be constructed, although the idea of the elevated viaduct still was very alive. The association wrote: "NEVAS doesn't propose a concrete viaduct over the complete length of the motorway, although it should be recognized that in theory this is the one and only solution to how other roads should be bridged."
The idea of special motorways hadn't been approved by Van der Broek's in 1927. That didn't stop the discussion about the desirability of motorways. The ANWB uttered lots of critics on the position of Rijkswaterstaat, and as a reaction Rijkswaterstaat withdrew her engineers from the ANWB Road Improvement Commitee. Rijkswaterstaat still was negative about motorways in general, and on private operation in particular. When the state Road Commitee judged in 1930 that there was no need for motorways in the Netherlands, the attempts of NEVAS seemed to be fruitless.
A12: Holland's first motorway
When constructing the A12 between Den Haag (The Hague) and Utrecht it was the first time that the new ideas about motorways were being put in practice. Its history starts in 1929, when a decision was made out of several alternatives. The new road should be traced parallel to the railway tack between Den Haag and Gouda, at a distance of at least 30 metres because motorists shouldn't be hindered by the smoke of passing steam trains. The original design was typical for the 1930s: only one carriageway with 1 lane for each direction and long straight sections alternated by curves, which were not always comfortable at the design speed of 130 km/h. Later design studies showed a third lane, only after the Committee of Consultation had requested a motorway. in December 1933 it was decided that the road (which was already under construction) would get a cross-section of two roadways, with two lanes in each direction.
Even though the road had been marked as being very important, the economic downturn of the 1930s caused the construction pace to be slowed down because of a lack of funding. Bad soil conditions (peat and clay) between Gouda and Utrecht made this even worse. A thick layer of peat just beneath the top layer of clay caused deposition of sand being swallowed by the compacting peat. The peat proved to be a major disadvantage of building new roads through the open Dutch countryside - and engineers had to learn a lot (on the spot!) about construction of motorways on weak soils.
Construction started between Voorburg and Zoetermeer. In the neighbourhood of a village called Nootdorp construction of bridges and the sand bed were well underway in 1933. A viaduct over the Veenweg and a railway viaduct over the new road were near to completion. Between the villages of Voorburg and Zoetermeer the road foundation was completed in 1936. This was the first part of the motorway to be opened to public on April 15, 1937.
Most of the paving of the A12 Den Haag - Gouda originally consisted of concrete slabs, with exception of the section between the villages of Zevenhuizen and Bodegraven, which featured Dutch clinkers (baked clay bricks). There were two reasons bricks on a motorway: one the unemployment support to clay industries and the other the still compaction peat layers. All slip roads and the emergency parking lane (shoulders) had been provided with clinkers as well.
Special to the new A12 were the emergency parking-lanes of 2.5m width, a revolutionary idea those days. Because of this the A12 was the first motorway in Europe featuring an emergency lane.
Motorways should not have any (equal level) crossings. There was one exception made to this concept: the bridge over the river Gouwe (near Gouda) could be lifted for letting ships pass, thus inflicting stopping traffic on the motorway. This bridge still exists and is now only serving local traffic, just south of the Gouwe aqueduct that has replaced the bridge in the A12 motorway in 1981.
The present motorways still have some 30 bridges that can be opened for shipping, a feature that is rare (but not unknown) abroad.
New railway viaduct crossing the A12 RoW near Nootdorp, 1933
Gouwe bridge and the interchange of state roads 3 and 12, 1938
Zevenhuizen junction, 1938
In 1936 a few roads were designated to become Motorways. The definition was A dual (separated) carriage way with split level crossings, immobile bridges and few access points.
Source: Rijkswaterstaat
The 1938 plan assumed that all motorways were to become State roads.
The design and execution was centralized in the 30s with districts New Roads I and II. Next to that a new Bridge Engineering Bureau was founded to design all the major (river crossing) bridges.
4. The first motorways (1927-1940)
4.1 Motoring demands a new type of road
Once the Road Taxation Act and the National Road Plan were introduced in 1927, a more expeditious approach of the Road Issue could begin. A lot of new roads had to be built on new routes through the Dutch polders. Upgrading the old dike roads was no longer an option. In 1929 the minister decided to construct new roads on new routes. The first examples were state road 13 Den Haag (The Hague) - Rotterdam and the Katerveer-bridge near Zwolle.
The Wall Street crash of 1929 led to a economic crisis the industrialized world hadn't seen before. Many families got into deep poverty and government budget was rather limited. Work on the new roads still could progress at a far slower pace. The income from the Road Taxation Act provided a secure income, while the economic policies of the era were pointed at provision of employment by enabling large public works. The government hoped this would help revive the economy. Building new roads fitted remarkably well in this policy. Thus some extra money was made available for road construction in the 1930s.
In 1932 the National Road Plan was revised: an extra 500 kilometers of state roads were added and the cities of Utrecht and Amersfoort were to be by-passed.
State roads were subdivided into the categories I to IV. Category I roads consisted of a dual carriageway, each roadway 5.5m wide with separate roadways for bicycles and local traffic. State road 13 (in operation since 1932) between Delft and Rijswijk was one of the first roads in this category, still brick paved. It even had one full split level junction. Some consider this road as the first Dutch motorway, but in fact it is was not, since it still had road crossings and did not have emergency lanes, although the presence of emergency lanes is presently still not a hard demand for a status of a motorway.
In 1921, the industrialist Ten Bokkel Huinink presented a plan for a special elevated viaduct like highway (overpassing all existing roads) between Amsterdam and Rotterdam. He asked for a concession, but the government rejected the proposal. In 1927 the Dutch Association for Motorways (NEVAS) was founded, and Ten Bokkel Huinink became a board commissioner. NEVAS intended to found a consortium which would construct motorways between the greater Dutch cities and also to Germany and Belgium. In their opinion the consortium could be funded by private equity and by government funding. It was not decided how the new motorways would be constructed, although the idea of the elevated viaduct still was very alive. The association wrote: "NEVAS doesn't propose a concrete viaduct over the complete length of the motorway, although it should be recognized that in theory this is the one and only solution to how other roads should be bridged."
The idea of special motorways hadn't been approved by Van der Broek in 1927. That didn't stop the discussion on the need for motorways. The ANWB uttered lots of critics on the position of Rijkswaterstaat, and as a reaction Rijkswaterstaat withdrew her engineers from the ANWB Road Improvement Committee. Rijkswaterstaat still was negative about motorways in general, and on private operations in particular. When in 1930 the State Road Committee judged that there was no need for motorways in the Netherlands, the attempts of NEVAS seemed to be fruitless.
4.2 The breakthrough: state road number 12
The breakthrough for constructing motorways came earlier than expected. In 1932 the State Road Committee and the State Commitee on Road Improvement were merged. De first was a ministerial committee, the latter a parliamentary one with representatives of special interest groups. This way non-governmental groups were able to change the tides, with some help of publications and press items. A "Committee of Consultation" proposed the construction of special access controlled motorways for long distance motoring, although these motorways should in no way be tollState roads were devided into the categories I to IV. Category 1 roads consisted of a dual carriageway, each roadway 5.5m wide with seperate roadways for bicycles and local traffic. State road 13 between Delft and Rijswijk was one of the first roads of this category, opened in 1932. It even had one access controlled junction. Some consider this the first Dutch motorway, but in fact it isn't. It was just the necessary step forward to the real motorway, which was completely access controlled in its entire length and had been equipped with emergency lanes.
The industrial Ten Bokkel Huinink presented a plan for a specialelevated highway between Amsterdam and Rotterdam in 1921. He asked for a concession, but the government was negative about his proposal. In 1927 the Dutch Association for Motorways (NEVAS) was founded, and Ten Bokkel Huinink became a board commisioner. NEVAS wanted to establish a consortium which would construct motorways between the greater Dutch cities and connect them to Germany and Belgium. In their opinion the consortium would be funded by private equity and by government funding. It was not decided how the new motorways would be constructed, although the idea of the elevated viaduct still was very alive. The association wrote: "NEVAS doesn't propose a concrete viaduct over the complete length of the motorway, although it should be recognized that in theory this is the one and only solution to how other roads should be bridged."
The idea of special motorways hadn't been approved by Van der Broek's in 1927. That didn't stop the discussion about the desirability of motorways. The ANWB uttered lots of critics on the position of Rijkswaterstaat, and as a reaction Rijkswaterstaat withdrew her engineers from the ANWB Road Improvement Commitee. Rijkswaterstaat still was negative about motorways in general, and on private operation in particular. When the state Road Commitee judged in 1930 that there was no need for motorways in the Netherlands, the attempts of NEVAS seemed to be fruitless.
A12: Holland's first motorway
When constructing the A12 between Den Haag (The Hague) and Utrecht it was the first time that the new ideas about motorways were being put in practice. Its history starts in 1929, when a decision was made out of several alternatives. The new road should be traced parallel to the railway tack between Den Haag and Gouda, at a distance of at least 30 metres because motorists shouldn't be hindered by the smoke of passing steam trains. The original design was typical for the 1930s: only one carriageway with 1 lane for each direction and long straight sections alternated by curves, which were not always comfortable at the design speed of 130 km/h. Later design studies showed a third lane, only after the Committee of Consultation had requested a motorway. in December 1933 it was decided that the road (which was already under construction) would get a cross-section of two roadways, with two lanes in each direction.
Even though the road had been marked as being very important, the economic downturn of the 1930s caused the construction pace to be slowed down because of a lack of funding. Bad soil conditions (peat and clay) between Gouda and Utrecht made this even worse. A thick layer of peat just beneath the top layer of clay caused deposition of sand being swallowed by the compacting peat. The peat proved to be a major disadvantage of building new roads through the open Dutch countryside - and engineers had to learn a lot (on the spot!) about construction of motorways on weak soils.
Construction started between Voorburg and Zoetermeer. In the neighbourhood of a village called Nootdorp construction of bridges and the sand bed were well underway in 1933. A viaduct over the Veenweg and a railway viaduct over the new road were near to completion. Between the villages of Voorburg and Zoetermeer the road foundation was completed in 1936. This was the first part of the motorway to be opened to public on April 15, 1937.
Most of the paving of the A12 Den Haag - Gouda originally consisted of concrete slabs, with exception of the section between the villages of Zevenhuizen and Bodegraven, which featured Dutch clinkers (baked clay bricks). There were two reasons bricks on a motorway: one the unemployment support to clay industries and the other the still compaction peat layers. All slip roads and the emergency parking lane (shoulders) had been provided with clinkers as well.
Special to the new A12 were the emergency parking-lanes of 2.5m width, a revolutionary idea those days. Because of this the A12 was the first motorway in Europe featuring an emergency lane.
Motorways should not have any (equal level) crossings. There was one exception made to this concept: the bridge over the river Gouwe (near Gouda) could be lifted for letting ships pass, thus inflicting stopping traffic on the motorway. This bridge still exists and is now only serving local traffic, just south of the Gouwe aqueduct that has replaced the bridge in the A12 motorway in 1981.
The present motorways still have some 30 bridges that can be opened for shipping, a feature that is rare (but not unknown) abroad.
New railway viaduct crossing the A12 RoW near Nootdorp, 1933
Gouwe bridge and the interchange of state roads 3 and 12, 1938
Zevenhuizen junction, 1938
In 1936 a few roads were designated to become Motorways. The definition was A dual (separated) carriage way with split level crossings, immobile bridges and few access points.
Source: Rijkswaterstaat
The 1938 plan assumed that all motorways were to become State roads.
The design and execution was centralized in the 30s with districts New Roads I and II. Next to that a new Bridge Engineering Bureau was founded to design all the major (river crossing) bridges.
130 km/h ? Dan haalt de trein me nog steeds in ...
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- 4x3 autosnelweg
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Re: Autosnelwegen.nl
Wederom gewerkt op basis van het stuk van Peter. Roept u maar !
- SPOILER: TOON
Laatst gewijzigd door Pino op do 05 aug 2010, 19:00, 5 keer totaal gewijzigd.
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- 4x5 autosnelweg
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Re: Autosnelwegen.nl
Heren, nogmaals dank. Ik ga vanavond ook dit hoofdstuk nogmaals aanpassen aan de hand van jullie uitgebreide meedenkwerk



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- 2x4 autosnelweg
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Re: Autosnelwegen.nl
Twee opmerkingen over de aanpassingen van Pino (inderdaad: het gros weer een tikkie mooier !)
* on the spot > In spreektaal is dit verbasterd tot "nu meteen: terwijl je nog hier bent" en niet "ter plekke" . Wekt dus verwarring.
* parking lane: het formele Engels is "Hard Shoulder", in het Amerikaans meestal afgekort tot "Shoulder" , wellicht omdat de Amerikaanse strook meestal gravel is (of nog minder). Emergency lane is wellicht (zeker in NL) nog toepasselijker, omdat hij ook als nood-rijstrook benut kan worden, hoewel een Amerikaan een Emergency lane interpreteert met de stroken voor de brandweer (ook wel Fire Lanes genoemd) in de stad, in New York vaak midden in een 5-lane weg.
@Rene: Ik heb twee kleine toevoegingen erin staan (kijk maar of je die naar het Nederlands haalt of eruit gooit)
1. Ik heb toegevoegd (A13 geen eerste snelweg) dat een vluchtstrook nog steeds geen foreel vereiste is voor een snelweg
2. Ik heb toegevoegd dat beweegbare bruggen nog steeds een geaccepteerde snelwegonderbreking zijn (en we hebben er nog zo'n 20 tot 30).
Zie maar ....
* on the spot > In spreektaal is dit verbasterd tot "nu meteen: terwijl je nog hier bent" en niet "ter plekke" . Wekt dus verwarring.
* parking lane: het formele Engels is "Hard Shoulder", in het Amerikaans meestal afgekort tot "Shoulder" , wellicht omdat de Amerikaanse strook meestal gravel is (of nog minder). Emergency lane is wellicht (zeker in NL) nog toepasselijker, omdat hij ook als nood-rijstrook benut kan worden, hoewel een Amerikaan een Emergency lane interpreteert met de stroken voor de brandweer (ook wel Fire Lanes genoemd) in de stad, in New York vaak midden in een 5-lane weg.
@Rene: Ik heb twee kleine toevoegingen erin staan (kijk maar of je die naar het Nederlands haalt of eruit gooit)
1. Ik heb toegevoegd (A13 geen eerste snelweg) dat een vluchtstrook nog steeds geen foreel vereiste is voor een snelweg
2. Ik heb toegevoegd dat beweegbare bruggen nog steeds een geaccepteerde snelwegonderbreking zijn (en we hebben er nog zo'n 20 tot 30).
Zie maar ....
130 km/h ? Dan haalt de trein me nog steeds in ...
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- 4x3 autosnelweg
- Berichten: 21223
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Re: Autosnelwegen.nl
Ach, ik heb het voordeel van het harde werk van mijn voorgangers. Als er na mij nog eens iemand zou kijken, wordt het Engels gegarandeerd nog een beetje mooier.
- On the spot vond ik wel gepast. Inderdaad is er een nuanceverschil met "ter plekke", maar het gebruik van "on the spot" geeft denk ik wel mooi aan dat de ingenieurs nou niet echt de tijd hadden om uitgebreid te gaan zitten studeren op een oplossing, maar vaak echt zullen hebben staan improviseren. Wil je die nuance niet geven, dan zou "on the construction site" als alternatief voor de hand liggen.
- Eens met "hard shoulder". Die kan dan algemeen worden doorgevoerd.
Wellicht handig om nog twee termen te kennen die ik algemeen heb gebruikt:
- level crossing vs. grade separation voor gelijkvloers / ongelijkvloers
- state route ipv state road waar je over een rijksweg praat als route van A naar B.

- On the spot vond ik wel gepast. Inderdaad is er een nuanceverschil met "ter plekke", maar het gebruik van "on the spot" geeft denk ik wel mooi aan dat de ingenieurs nou niet echt de tijd hadden om uitgebreid te gaan zitten studeren op een oplossing, maar vaak echt zullen hebben staan improviseren. Wil je die nuance niet geven, dan zou "on the construction site" als alternatief voor de hand liggen.
- Eens met "hard shoulder". Die kan dan algemeen worden doorgevoerd.
Wellicht handig om nog twee termen te kennen die ik algemeen heb gebruikt:
- level crossing vs. grade separation voor gelijkvloers / ongelijkvloers
- state route ipv state road waar je over een rijksweg praat als route van A naar B.
Laatst gewijzigd door Pino op do 05 aug 2010, 18:58, 1 keer totaal gewijzigd.
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- 2x4 autosnelweg
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Re: Autosnelwegen.nl
Ik ken de term " at grade" niet, wat wellicht een specialistenterm is voor "gelijkvloers" of "op hetzelfde niveau". At grade kan ook betekenen "in orde" .
Wellicht vervangen voor iets duidelijkers als "same level" voor de niet-specialisten
Wellicht vervangen voor iets duidelijkers als "same level" voor de niet-specialisten
130 km/h ? Dan haalt de trein me nog steeds in ...
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- Wegnummerfotograaf
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Re: Autosnelwegen.nl
Ik heb in Amerika de term "paved shoulder" gehoord.Peter schreef:het formele Engels is "Hard Shoulder", in het Amerikaans meestal afgekort tot "Shoulder"
wegnummers.nl foto's van genummerde wegen (o.a. NBA) en van plaatsnaamborden
--Harry.
--Harry.
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- 2x4 autosnelweg
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Re: Autosnelwegen.nl
Een paved shoulder is berijdbaar voor auto's of fietsen (op de meeste highways kan en mag gefietst worden), meestal uit hetzelfde asfalt of beton gemaakt. Een hard shoulder is minder geschikt ter berijding, maar is wel goed gefundeerd als vluchtstrook. Vaak oude asfalt met potholes en grindopvullingen. Een soft shoulder (bestaan ook waarschuwingsborden (gele ruit) voor met die tekst) is meestal gras of modder. Na langdurige regenval (modder) kan een vrachtauto of zelfs auto daar lelijk in wegzakken.
130 km/h ? Dan haalt de trein me nog steeds in ...
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- 2x4 autosnelweg
- Berichten: 10158
- Lid geworden op: di 01 mar 2005, 8:42
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4.3-4.5 (first shot)
4.3 Bridging the wide rivers
Road construction in the thirties was also marked by the building of a large number of bridges to cross the many Dutch rivers. The river crossings (by ferries or remote bridges) delayed travel heavily until then. Some of those arched bridges presently have monumental status, such as the IJssel bridge at Katerveer (Zwolle), the Waal bridge at Nijmegen en the bridge crossing The Noord at Alblasserdam.
A wide range of look-alike arch bridges have been built that have less monumental status, such as the bridges crossing the Amsterdam-Rijn canal and the Lek bridge at Vianen. The Rhine bridge at Arnhem (John Frostbrug) is an exception, though mainly by its role in 1944 in the operation Market Garden (“A bridge too far” was based on the failed attempt to capture and hold the bridge, disallowing the Allies to drive the Germans out of northern Netherlands until April 1945) . The old Lekbrug of Vianen is up for demolition. A similar bridge can be found in the “Weg der Verenigde Naties” in Utrecht (a former A12 bridge).
A number of Truss bridges (also known as Bailey bridges) have been built, with little to none monumental value. The bridge at Grave is the oldest. Re-used parts of the old Moerdijk bridge can be found in the Spijkenisser bridge and the bridge over the Keizersveer. The old bridge at Zaltbommel has been demolished recently. The most import bridges have been listed below:
Bridge at Open Picture
Maasbrug Grave 1929
IJsselbrug Katerveer 1930
Brug Bergse Maas Keizersveer 1931
Waalbrug Zaltbommel 1933
Rijnbrug (J. Frostbrug) Arnhem 1935
Waalbrug Nijmegen 1936
Lekbrug Vianen 1936
Moerdijkbrug Moerdijk 1936
Maasbrug Hedel 19-12-1937
Brug over de Noord H.I. Ambacht 1939
Brug Nieuwe Maas Dordrecht 1939
In 1937, the construction of Rotterdam’s Maastunnel began, opened in 1940. This was the largest Dutch tunnel at the time.
4.4 Grand openings of motorways
Motorway 12 between The Hague and Utrecht got delayed by setbacks in the foundations, caused by the everlasting compaction of peat layers. Costs increased at decreasing budgets, given the economic crisis of the time. A further delay was caused by the invasion of Germans in May 1940 in WW II.
The motorway opening until the German invasion have been listed below:
roadnr (then) A-nr (present) Trajectory Length (km) Opening
12 A12 Voorburg - Zoetermeer 10 1936
12 A12 Zoetermeer - Gouda 13 1938
2 A2 Utrecht Hooggelegen - Oudenrijn 2 may 1938
26 A2 Oudenrijn - Lekbrug1st lane 7 may 1938
4 A4 Amsterdam - Burgerveen 17 june-1938
4 A44 Burgerveen - Voorhout 15 june-1938
13 A13 Nootdorp - Delfgauw 3 1938
12 A12 Gouda - Reeuwijk 6 1939
15 A15 Ridderkerk - Brug over de Noord1st lane 3 1939
16 A16 Dordrecht Nw. Maasbrug - Dordrecht zuid 2 1939
15 A15 Arkel - Deil - Meteren 1st lane 19 1939
12 A12 Woerden - junction Oudenrijn 11 Nov-1939
12 A12 Reeuwijk - Woerden 13 1940
Total length of motorways 121
The following sections were under construction in May 1940:
road nr (then) A-nr (present) Trajectory Length (km)
2 A2 foundation Utrecht Vleutenseweg - Utrecht Hooggelegen 2
4a A4 land purchase Ypenburg - Burgerveen (30)
4a A4 foundation Ypenburg - Leidschendam 6
12 A12 junction Oudenrijn - Houten 5
12 A12 land purchase Houten - Maarsbergen (19)
15 A15 Bridge over the Noord - Gorinchem 20
16 A16 IJsselmonde - Zwijndrecht 12
22 - Berekuil - Engelenbocht 5
52 A325 foundation and viaduct Eldensedijk 10
Under construction in 1940 (total): 60
4.5 Afterthoughts
This section is (though translated) from the NEHA yearbook 1997, written by Hans Buiter
The acceptance of the principle of the Motorway occurred gradually. The need to widen roads and to improve pavements, resulting from the strong growth of motorized traffic, as well as the need to trace new roads were logical and necessary step ups for new Motorways. The construction of dedicated (and access restricted) roads for motorized vehicles was not a natural given.
The advocates for the construction of Motorways were mainly from civikl-engineering background, both in the builder and governmental organization.
The hesitation of the administration at the time is remarkable. Acceptance only came when ideas for private initiatives eroded and Motorways got construction abroad. The resistance against private initiatives perhaps originated from the aversion against toll ways.
The international orientation of the discussion concerning the Motorway is remarkable. The Dutch pioneer, S. ten Bokkel Huinink, revealed his ideas at the same time as foreign promoters. It were the Italian Autostrades rather than the US Interstates or German Autobahnen that were set exemplary. The Netherlands were frontrunner in the he decision to build a Motorway (Dec 1933). Only Italy, Germany and the USA had decided earlier.
The decision to build motorways was not based on the high density of motorcars. The Netherlands were lacking behind, even with surrounding countries. The economic crises was also no logical basis for the need of motorways. The decision however proof the readiness of decision makers to enter a new age with new types of roads and transport. The bypassed NEVAS Motorway promoters, although not allowed to construct themselves, were the motor in the decisions to introduce Motorways.
Credits are due for Hans Buiter and his scientific research after the history of Motorway design and construction in The Netherlands.
Road construction in the thirties was also marked by the building of a large number of bridges to cross the many Dutch rivers. The river crossings (by ferries or remote bridges) delayed travel heavily until then. Some of those arched bridges presently have monumental status, such as the IJssel bridge at Katerveer (Zwolle), the Waal bridge at Nijmegen en the bridge crossing The Noord at Alblasserdam.
A wide range of look-alike arch bridges have been built that have less monumental status, such as the bridges crossing the Amsterdam-Rijn canal and the Lek bridge at Vianen. The Rhine bridge at Arnhem (John Frostbrug) is an exception, though mainly by its role in 1944 in the operation Market Garden (“A bridge too far” was based on the failed attempt to capture and hold the bridge, disallowing the Allies to drive the Germans out of northern Netherlands until April 1945) . The old Lekbrug of Vianen is up for demolition. A similar bridge can be found in the “Weg der Verenigde Naties” in Utrecht (a former A12 bridge).
A number of Truss bridges (also known as Bailey bridges) have been built, with little to none monumental value. The bridge at Grave is the oldest. Re-used parts of the old Moerdijk bridge can be found in the Spijkenisser bridge and the bridge over the Keizersveer. The old bridge at Zaltbommel has been demolished recently. The most import bridges have been listed below:
Bridge at Open Picture
Maasbrug Grave 1929
IJsselbrug Katerveer 1930
Brug Bergse Maas Keizersveer 1931
Waalbrug Zaltbommel 1933
Rijnbrug (J. Frostbrug) Arnhem 1935
Waalbrug Nijmegen 1936
Lekbrug Vianen 1936
Moerdijkbrug Moerdijk 1936
Maasbrug Hedel 19-12-1937
Brug over de Noord H.I. Ambacht 1939
Brug Nieuwe Maas Dordrecht 1939
In 1937, the construction of Rotterdam’s Maastunnel began, opened in 1940. This was the largest Dutch tunnel at the time.
4.4 Grand openings of motorways
Motorway 12 between The Hague and Utrecht got delayed by setbacks in the foundations, caused by the everlasting compaction of peat layers. Costs increased at decreasing budgets, given the economic crisis of the time. A further delay was caused by the invasion of Germans in May 1940 in WW II.
The motorway opening until the German invasion have been listed below:
roadnr (then) A-nr (present) Trajectory Length (km) Opening
12 A12 Voorburg - Zoetermeer 10 1936
12 A12 Zoetermeer - Gouda 13 1938
2 A2 Utrecht Hooggelegen - Oudenrijn 2 may 1938
26 A2 Oudenrijn - Lekbrug1st lane 7 may 1938
4 A4 Amsterdam - Burgerveen 17 june-1938
4 A44 Burgerveen - Voorhout 15 june-1938
13 A13 Nootdorp - Delfgauw 3 1938
12 A12 Gouda - Reeuwijk 6 1939
15 A15 Ridderkerk - Brug over de Noord1st lane 3 1939
16 A16 Dordrecht Nw. Maasbrug - Dordrecht zuid 2 1939
15 A15 Arkel - Deil - Meteren 1st lane 19 1939
12 A12 Woerden - junction Oudenrijn 11 Nov-1939
12 A12 Reeuwijk - Woerden 13 1940
Total length of motorways 121
The following sections were under construction in May 1940:
road nr (then) A-nr (present) Trajectory Length (km)
2 A2 foundation Utrecht Vleutenseweg - Utrecht Hooggelegen 2
4a A4 land purchase Ypenburg - Burgerveen (30)
4a A4 foundation Ypenburg - Leidschendam 6
12 A12 junction Oudenrijn - Houten 5
12 A12 land purchase Houten - Maarsbergen (19)
15 A15 Bridge over the Noord - Gorinchem 20
16 A16 IJsselmonde - Zwijndrecht 12
22 - Berekuil - Engelenbocht 5
52 A325 foundation and viaduct Eldensedijk 10
Under construction in 1940 (total): 60
4.5 Afterthoughts
This section is (though translated) from the NEHA yearbook 1997, written by Hans Buiter
The acceptance of the principle of the Motorway occurred gradually. The need to widen roads and to improve pavements, resulting from the strong growth of motorized traffic, as well as the need to trace new roads were logical and necessary step ups for new Motorways. The construction of dedicated (and access restricted) roads for motorized vehicles was not a natural given.
The advocates for the construction of Motorways were mainly from civikl-engineering background, both in the builder and governmental organization.
The hesitation of the administration at the time is remarkable. Acceptance only came when ideas for private initiatives eroded and Motorways got construction abroad. The resistance against private initiatives perhaps originated from the aversion against toll ways.
The international orientation of the discussion concerning the Motorway is remarkable. The Dutch pioneer, S. ten Bokkel Huinink, revealed his ideas at the same time as foreign promoters. It were the Italian Autostrades rather than the US Interstates or German Autobahnen that were set exemplary. The Netherlands were frontrunner in the he decision to build a Motorway (Dec 1933). Only Italy, Germany and the USA had decided earlier.
The decision to build motorways was not based on the high density of motorcars. The Netherlands were lacking behind, even with surrounding countries. The economic crises was also no logical basis for the need of motorways. The decision however proof the readiness of decision makers to enter a new age with new types of roads and transport. The bypassed NEVAS Motorway promoters, although not allowed to construct themselves, were the motor in the decisions to introduce Motorways.
Credits are due for Hans Buiter and his scientific research after the history of Motorway design and construction in The Netherlands.
130 km/h ? Dan haalt de trein me nog steeds in ...
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- 4x3 autosnelweg
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Re: Autosnelwegen.nl
My, wat heeft die Buiter een onmogelijk stuk geschreven om te vertalen ...
- SPOILER: TOON
Laatst gewijzigd door Pino op vr 06 aug 2010, 15:04, 2 keer totaal gewijzigd.
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- 2x4 autosnelweg
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Re: Autosnelwegen.nl
Inderdaad. Breed spraakgebruik noemen wat dat geloof ik. Ik heb ook maar naar de geest en niet naar de letter vertaald (wat een reductie van minstens 25% van de tekst (woorden) inhoudt...)
130 km/h ? Dan haalt de trein me nog steeds in ...
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Re: Autosnelwegen.nl
Als ik een link aanklik bij de "Index extra afbeeldingen":
503 Service Unavailable
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Het mooiste overkomt je, het minste is bedacht. Freek de Jonge
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Re: Autosnelwegen.nl
En een stukje van mij. Over aan aantal woorden ben ik niet helemaal tevreden, dus als iemand er nog even doorheen wil lopen
O ja, de allerlaatste regel heb ik zelf toegevoegd
The history of the Cloverleaf Interchange
How to cross motorways split-level
By Walter Brummer
Originally translated from German by René Walhout
The origin of junctions
Shortly after the idea was born to construct specially designed motorways, the question raised how these roads should cross each other. Considered the limited amount of traffic in the early days of motorised traffic, conventional level-crossings were first option. The drawnings on the left originate from the 1929 magazine "Der Straßenbau".
An intensity of 1800 motorvehicles per day was rated as “heavily congested” back in 1929, a number now to be found on every town road.
Affected by development in the United States, planners forsaw heavier traffic flows might have to be managed in the future.
To achieve the biggest possible capacity, strong retardation or even stopping must be avoided. This finding made it necessary that roads should not cross each other on the same level. How to change from one level to another led to many arguing.
On November 6, 1926 the “HAFABRA” was commenced in Germany, an association which aspired to construct a motorway connecting HAmburg, FRAnkfurt and BAsel. A member of the HAFABRA board, Herman Uhlfelder from Frankfurt, designed several sketches for interchanges in 1930:
“The rectangular crossing is the primary and most complicated issue. It will be the most frequent, because in a motorway network crossing usually four stretches will meet. A rectangular crossing has to deal with 12 traffic directions. This results in a crossing with 8 points of convergence, 4 rectangular crosses and 12 crosses under a blunt angle. A total of 8 points of concern and 12 dangerpoints. Structures will only dissolve it partial. Effort should be attempted to remedy these issues.”
The “Gothic Interchange” with building costs estimated at 1,4 million Mark (1931) the most expensive of all. The interchange is completely free of conflicts and has only large radiusses. The disadvantage of the design is within the bends that disrupt the continueing directions. Ground surface: 17 hectare. Number of structures: 8.
The “Circle Interchange” (roundabout). The simplest as well as the cheapest solution. Estimated at 291.000 Marks in 1931. A limited amount of ground surface and no structures. Unsuitable for modern traffic and now only in use for the interchange of traffic on slipways.
The “Baroque Interchange” occupies 13,1 hectares and lacks sharp bends. All four left turning curves are on ground level. Number of structures: 4. Estimated building costs in 1931: 694.000 Marks.
The triple invention of the cloverleaf
The most conventional manner for motorways to cross is the so-called “cloverleaf”. Until present day all European publications refer to Swiss Willy Sarbach as the inventor. However, the world’s first cloverleaf was constructed in 1928 nearby New York City, which planning had taken place well ahead of Sarbach’s “invention”. This curiosity bothered Alexander Thewalt form Leipzig, Germany. After labourious examinations around the world he concluded the cloverleaf was invented simultaneously by different people on different locations. Key factor was the “rediscovery” of the 1916 patent by Arthur Hale, 11 years before Sarbach’s “invention”.
1) Arthur Hale, Maryland, USA 1916
The oldest patent for a cloverleaf was applied by engineer Arthur Hale on February 29, 1916 with number 1.173.505 at the patent office of the United States. In his application of 9 pages, Hale described 3 designs for a cloverleaf. His base design is shown on the left. The other sketches show more compact cloverleafs, which Hale had planned for urban road networks.
(Source: http://www.uspto.gov )
In 1927, on the banks of Lake Michigan were two main roads crossed, this grade separated junction was constructed. It shows several similarities with the third sketch from Hale’s patent.
[Source: "Highway Grade Separation in Chicago Park" article in the Zeitschrift Engineering News Record, McGraw Hill, New York, volume 1928 (=volume 100), number 18]
2) Buenos Aires and New Jersey, first halve of the 1920’s
However, the history of the cloverleaf near Woodbridge, New York leads into another direction. US-highway 1 from New York City to Philadelphia already had an intensity of 26.000 motorvehicles every 24 hours in the 1920’s.
Although the US-1 had no intersections, on the busiest grade separated juntions delays and accidents often occurred. A creative solution was required.
Edward Delano from the Rudolph & Delano construction company noticed an image of an Argentinian cloverleaf in a branch magazine. The idea was obtained by the New Jersey road authority resulting in the construction of the well-known Woodbridge Cloverleaf as first of many.
[Source: "Clover Leaf Too Often a Bottleneck" article in the Los Angeles Times, April 7, 2004, page 12]
<< The (official) world’s first cloverleaf was built near Woodbridge in New Jersey (USA) were State Roads 4 and 25 crossed (now US1/9 and NJ35). The cloverleaf was about to be listed as monument, but the decision was made for "widening and curb replacements for both roadways, revised geometry for one ramp, placement of a center barrier on Rt. US 1&9, removal of bridge pilasters, and the addition of modern lights and guide rails." In 2004 the cloverleaf was altered significantly to improve road safety and traffic flow.
This Google Earth image shows the current presentation of the Woodbridge Cloverleaf. In seventy years only the surroundings seems to have changed.
Note from René Walhout:
<< A 1934 design for the Dutch Oudenrijn Interchange shows a remarkable resemblence with the Woodbridge Cloverleaf. Eventually, the Oudenrijn Interchange was built as a much cheaper roundabout (1939-1968).
3) Willy Sarbach, Basel, 1927
Apparantly, the American invention was not noticed in Europe so Willy Sarbach could be considered as the European inventor of the cloverleaf. He visited the 1927 HAFABRA exhibition in Basel were he observed the maps, plans, design and drawnings. At home, Sarbach studied for a way how two motorways could cross in a straight or aslant angle without any conflicts and with routes in all directions. It resulted in a drawning from which a model was made. On December 23, 1927 Sarbach applied for a patent for his “Anlage einer Kreuzung oder Abzweigung von Autostrassen unter sich oder mit Landstrassen”. The patent was granted on October 15, 1928 under number 129222. His work was rewarded not only by HAFRABA but by the Swiss government as well. However, Sarbach didn’t do anything with his patent.
<< A model of a primal motorway cloverleaf design commissioned by HAFRABA e.V., an 1927 idea of Sarbach.
A cloverleaf has two advantages compared to other designs: both continueing directions can cross the interchange without bending and only one, central viaduct is needed.
Europe’s first cloverleaf is the Schkeuditzer Kreuz near Leipzig, Germany which opened on November 21, 1936. It took another two years before it was complete, it became fully operational on November 8, 1938.
Considering large amounts of traffic, the cloverleaf appeared not to be perfect. Left-turning vehicles must make a 270°-bend followed by merging to the left with low speed, on the same location were other traffic merges to the right to make their 270°-bend. In busy traffic this causes unsafe situations as well as traffic piling up. Another drawback is the difficulty to create multi-lane connections in the interchange. This has lead to new alternatives.
The following design is from engineer Bieligk who wrote the article “Kreuzungen von Autobahnen" which was published in the February 15, 1937 edition of "Der Straßenbau", number 4/1937.
For the crossing of two motorways a solution is needed which excels in clarity about directions on the splits and in a good ratio between larger radiusses and ground surface.
The most essential of this solution lies within the fact that both carriageways are on different levels where they cross. This makes it possible to merge to and from any direction without detours and to continue straight on without bends. Motorist heading left use the left exit, motorists heading straight on use the centre lane and motorists heading right use the right exit.
The crossings of merging and passing lanes have been avoided by locating the left and right exits after one another, instead of on the same location. This allows merging only to the right, in according with the applied traffic regulations. An additional precaution for traffic using the exit coming from the passing lane can be effected by applying a diversion strip. This concerns the convergion of traffic flows on crossings as well.
When the lowest carriageway is situated on ground level, a height of 6 metres with the upper carriageway is practiced. The smallest radius within the crossing is 500 metres, in the connecting bends 400 metres.
Epilogue by the author: as far as I know this type of interchange is nowhere built.
The major challenge to design interchanges capable of dealing with large amounts of traffic came with the mass motorisation. In the USA this started in the fourties, in Europe about twenty years later. In urban areas existing structures proofed insufficient so more creative solutions were built, particularly in the USA where a huge amount of ground surface was not uncommon.
The interchange between the Great Central Parkway and the Northern Boulevard near the New York World Expo was completed in 1939 and was unique in its size. [Photot from Die Betonstraße Jg.15/Nov.1940]
<< The world’s first four-level interchange was built between 1949 and 1952 in nortwestern downtown Los Angeles. Here the Hollywood Freeway US-101 crosses the Harbor/Pasadena Freeway CA-110. Nowadays, with over 500.000 passing vehicles per day it is one of bussiest interchanges in the world. The other two are also located in the Los Angeles area.
Information and images about larger interchanges:
Conversion of the “Mixing Bowl” south of Washington DC:
Images of Los Angeles interchanges:
Images and road maps of Los Angeles motorways:
Kurumi's Field Guide to Interchanges:
The first cloverleaf in The Netherlands
<< The “Badhoevedorp Interchange” was the first cloverleaf in The Netherlands and openend on August 8, 1967.
As early The Netherlands were with constructing motorways, so late they were with intersections free of conflicts. The arrears was swiftly recovered with the conversions of the Oudenrijn Interchange (13-11-1968) and the Hoevelaken Interchange (21-12-1971) into cloverleafs. Bigger and more complicated would follow soon after. The climax of Dutch interchanges must be the Prins Clausplein Interchange, Holland’s only four-level stack which openend in 1985.

O ja, de allerlaatste regel heb ik zelf toegevoegd

The history of the Cloverleaf Interchange
How to cross motorways split-level
By Walter Brummer
Originally translated from German by René Walhout
The origin of junctions
Shortly after the idea was born to construct specially designed motorways, the question raised how these roads should cross each other. Considered the limited amount of traffic in the early days of motorised traffic, conventional level-crossings were first option. The drawnings on the left originate from the 1929 magazine "Der Straßenbau".
An intensity of 1800 motorvehicles per day was rated as “heavily congested” back in 1929, a number now to be found on every town road.
Affected by development in the United States, planners forsaw heavier traffic flows might have to be managed in the future.
To achieve the biggest possible capacity, strong retardation or even stopping must be avoided. This finding made it necessary that roads should not cross each other on the same level. How to change from one level to another led to many arguing.
On November 6, 1926 the “HAFABRA” was commenced in Germany, an association which aspired to construct a motorway connecting HAmburg, FRAnkfurt and BAsel. A member of the HAFABRA board, Herman Uhlfelder from Frankfurt, designed several sketches for interchanges in 1930:
“The rectangular crossing is the primary and most complicated issue. It will be the most frequent, because in a motorway network crossing usually four stretches will meet. A rectangular crossing has to deal with 12 traffic directions. This results in a crossing with 8 points of convergence, 4 rectangular crosses and 12 crosses under a blunt angle. A total of 8 points of concern and 12 dangerpoints. Structures will only dissolve it partial. Effort should be attempted to remedy these issues.”
The “Gothic Interchange” with building costs estimated at 1,4 million Mark (1931) the most expensive of all. The interchange is completely free of conflicts and has only large radiusses. The disadvantage of the design is within the bends that disrupt the continueing directions. Ground surface: 17 hectare. Number of structures: 8.
The “Circle Interchange” (roundabout). The simplest as well as the cheapest solution. Estimated at 291.000 Marks in 1931. A limited amount of ground surface and no structures. Unsuitable for modern traffic and now only in use for the interchange of traffic on slipways.
The “Baroque Interchange” occupies 13,1 hectares and lacks sharp bends. All four left turning curves are on ground level. Number of structures: 4. Estimated building costs in 1931: 694.000 Marks.
The triple invention of the cloverleaf
The most conventional manner for motorways to cross is the so-called “cloverleaf”. Until present day all European publications refer to Swiss Willy Sarbach as the inventor. However, the world’s first cloverleaf was constructed in 1928 nearby New York City, which planning had taken place well ahead of Sarbach’s “invention”. This curiosity bothered Alexander Thewalt form Leipzig, Germany. After labourious examinations around the world he concluded the cloverleaf was invented simultaneously by different people on different locations. Key factor was the “rediscovery” of the 1916 patent by Arthur Hale, 11 years before Sarbach’s “invention”.
1) Arthur Hale, Maryland, USA 1916
The oldest patent for a cloverleaf was applied by engineer Arthur Hale on February 29, 1916 with number 1.173.505 at the patent office of the United States. In his application of 9 pages, Hale described 3 designs for a cloverleaf. His base design is shown on the left. The other sketches show more compact cloverleafs, which Hale had planned for urban road networks.
(Source: http://www.uspto.gov )
In 1927, on the banks of Lake Michigan were two main roads crossed, this grade separated junction was constructed. It shows several similarities with the third sketch from Hale’s patent.
[Source: "Highway Grade Separation in Chicago Park" article in the Zeitschrift Engineering News Record, McGraw Hill, New York, volume 1928 (=volume 100), number 18]
2) Buenos Aires and New Jersey, first halve of the 1920’s
However, the history of the cloverleaf near Woodbridge, New York leads into another direction. US-highway 1 from New York City to Philadelphia already had an intensity of 26.000 motorvehicles every 24 hours in the 1920’s.
Although the US-1 had no intersections, on the busiest grade separated juntions delays and accidents often occurred. A creative solution was required.
Edward Delano from the Rudolph & Delano construction company noticed an image of an Argentinian cloverleaf in a branch magazine. The idea was obtained by the New Jersey road authority resulting in the construction of the well-known Woodbridge Cloverleaf as first of many.
[Source: "Clover Leaf Too Often a Bottleneck" article in the Los Angeles Times, April 7, 2004, page 12]
<< The (official) world’s first cloverleaf was built near Woodbridge in New Jersey (USA) were State Roads 4 and 25 crossed (now US1/9 and NJ35). The cloverleaf was about to be listed as monument, but the decision was made for "widening and curb replacements for both roadways, revised geometry for one ramp, placement of a center barrier on Rt. US 1&9, removal of bridge pilasters, and the addition of modern lights and guide rails." In 2004 the cloverleaf was altered significantly to improve road safety and traffic flow.
This Google Earth image shows the current presentation of the Woodbridge Cloverleaf. In seventy years only the surroundings seems to have changed.
Note from René Walhout:
<< A 1934 design for the Dutch Oudenrijn Interchange shows a remarkable resemblence with the Woodbridge Cloverleaf. Eventually, the Oudenrijn Interchange was built as a much cheaper roundabout (1939-1968).
3) Willy Sarbach, Basel, 1927
Apparantly, the American invention was not noticed in Europe so Willy Sarbach could be considered as the European inventor of the cloverleaf. He visited the 1927 HAFABRA exhibition in Basel were he observed the maps, plans, design and drawnings. At home, Sarbach studied for a way how two motorways could cross in a straight or aslant angle without any conflicts and with routes in all directions. It resulted in a drawning from which a model was made. On December 23, 1927 Sarbach applied for a patent for his “Anlage einer Kreuzung oder Abzweigung von Autostrassen unter sich oder mit Landstrassen”. The patent was granted on October 15, 1928 under number 129222. His work was rewarded not only by HAFRABA but by the Swiss government as well. However, Sarbach didn’t do anything with his patent.
<< A model of a primal motorway cloverleaf design commissioned by HAFRABA e.V., an 1927 idea of Sarbach.
A cloverleaf has two advantages compared to other designs: both continueing directions can cross the interchange without bending and only one, central viaduct is needed.
Europe’s first cloverleaf is the Schkeuditzer Kreuz near Leipzig, Germany which opened on November 21, 1936. It took another two years before it was complete, it became fully operational on November 8, 1938.
Considering large amounts of traffic, the cloverleaf appeared not to be perfect. Left-turning vehicles must make a 270°-bend followed by merging to the left with low speed, on the same location were other traffic merges to the right to make their 270°-bend. In busy traffic this causes unsafe situations as well as traffic piling up. Another drawback is the difficulty to create multi-lane connections in the interchange. This has lead to new alternatives.
The following design is from engineer Bieligk who wrote the article “Kreuzungen von Autobahnen" which was published in the February 15, 1937 edition of "Der Straßenbau", number 4/1937.
For the crossing of two motorways a solution is needed which excels in clarity about directions on the splits and in a good ratio between larger radiusses and ground surface.
The most essential of this solution lies within the fact that both carriageways are on different levels where they cross. This makes it possible to merge to and from any direction without detours and to continue straight on without bends. Motorist heading left use the left exit, motorists heading straight on use the centre lane and motorists heading right use the right exit.
The crossings of merging and passing lanes have been avoided by locating the left and right exits after one another, instead of on the same location. This allows merging only to the right, in according with the applied traffic regulations. An additional precaution for traffic using the exit coming from the passing lane can be effected by applying a diversion strip. This concerns the convergion of traffic flows on crossings as well.
When the lowest carriageway is situated on ground level, a height of 6 metres with the upper carriageway is practiced. The smallest radius within the crossing is 500 metres, in the connecting bends 400 metres.
Epilogue by the author: as far as I know this type of interchange is nowhere built.
The major challenge to design interchanges capable of dealing with large amounts of traffic came with the mass motorisation. In the USA this started in the fourties, in Europe about twenty years later. In urban areas existing structures proofed insufficient so more creative solutions were built, particularly in the USA where a huge amount of ground surface was not uncommon.
The interchange between the Great Central Parkway and the Northern Boulevard near the New York World Expo was completed in 1939 and was unique in its size. [Photot from Die Betonstraße Jg.15/Nov.1940]
<< The world’s first four-level interchange was built between 1949 and 1952 in nortwestern downtown Los Angeles. Here the Hollywood Freeway US-101 crosses the Harbor/Pasadena Freeway CA-110. Nowadays, with over 500.000 passing vehicles per day it is one of bussiest interchanges in the world. The other two are also located in the Los Angeles area.
Information and images about larger interchanges:
Conversion of the “Mixing Bowl” south of Washington DC:
Images of Los Angeles interchanges:
Images and road maps of Los Angeles motorways:
Kurumi's Field Guide to Interchanges:
The first cloverleaf in The Netherlands
<< The “Badhoevedorp Interchange” was the first cloverleaf in The Netherlands and openend on August 8, 1967.
As early The Netherlands were with constructing motorways, so late they were with intersections free of conflicts. The arrears was swiftly recovered with the conversions of the Oudenrijn Interchange (13-11-1968) and the Hoevelaken Interchange (21-12-1971) into cloverleafs. Bigger and more complicated would follow soon after. The climax of Dutch interchanges must be the Prins Clausplein Interchange, Holland’s only four-level stack which openend in 1985.
Het mooiste overkomt je, het minste is bedacht. Freek de Jonge
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Re: Autosnelwegen.nl
Het PC-plein is inderdaad de enige die in 1985 geopend is. Maar dat bedoel je vast niet (kwestie van een komma).Wouter N14 schreef:O ja, de allerlaatste regel heb ik zelf toegevoegd![]()
the Prins Clausplein Interchange, Holland’s only four-level stack which openend in 1985.

En dan nog: Ridderkerk heeft ook 4 niveaus. Of mag je het geen four-level stack noemen als het niet een volledige ster is?
wegnummers.nl foto's van genummerde wegen (o.a. NBA) en van plaatsnaamborden
--Harry.
--Harry.
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Re: Autosnelwegen.nl
Volgens de Wegenwiki is het PC-plein het enige echte stackknooppunt. Wat betreft de zin is het meer een kwestie van interpretatie volgens mij 

Het mooiste overkomt je, het minste is bedacht. Freek de Jonge
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Re: Autosnelwegen.nl
Het Prins Clausplein is de enigste volledige 4-level stack van Nederland. Ridderkerk is een hybride geval, maar overwegend als stack uitgebouwd.
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Re: Autosnelwegen.nl
Ik hoor het al, die zin gaat er gewoon weer uit 

Het mooiste overkomt je, het minste is bedacht. Freek de Jonge
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- expressweg
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Re: Autosnelwegen.nl
Dan moet je ook van het KP P.-C.Plein spreken, en dat is dubbelop..Wouter N14 schreef:Prins Clausplein Interchange
Prins Clausplein lijkt mij genoeg.
»Als je in de verkeerde trein stapt heeft het geen zin door het gangpad in de tegenovergestelde richting te lopen«
Dietrich Bonhoeffer
Dietrich Bonhoeffer
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Re: Autosnelwegen.nl

Het mooiste overkomt je, het minste is bedacht. Freek de Jonge
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- Lid geworden op: di 26 apr 2005, 11:39
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Re: Autosnelwegen.nl
Vroeger (rond 1996) stond op de A12 vanaf Zoetermeer niet "knooppunt Prins Clausplein" op het knooppuntbord, maar simpelweg "Prins Clausplein". Het enige knooppuntbord dat er destijds was zonder het woord knooppunt.Wouter N14 schreef:In het Nederlands is het ook het Knooppunt Prins Clausplein, maar dat laten we meestal weg. Vooral omdat men meestal wel weet dat het over een knooppunt gaat. Voor onbekenden geldt dat niet.
Het Prins Clausplein is inderdaad enig.Chris schreef:Het Prins Clausplein is de enigste volledige 4-level stack van Nederland.

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- Lid geworden op: vr 08 jul 2005, 12:56
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Re: Autosnelwegen.nl


Het mooiste overkomt je, het minste is bedacht. Freek de Jonge
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- Berichten: 31664
- Lid geworden op: di 26 apr 2005, 11:39
- Locatie: Aan de 🅰2️⃣8️⃣
Re: Autosnelwegen.nl
http://maps.google.nl/maps?q=rijswijk&o ... 18,,0,0.34
Inderdaad, ik zie het. Dan moet dit bord al een oudje zijn. Zeker 15 jaar of ouder.
Inderdaad, ik zie het. Dan moet dit bord al een oudje zijn. Zeker 15 jaar of ouder.
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- 4x5 autosnelweg
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- Lid geworden op: zo 27 feb 2005, 12:52
- Locatie: Friesland
Re: Autosnelwegen.nl
Nope, dat ding is er in 1998 neergezet, toen de A 4 werd doorgetrokken naar Delft Zuid.
Let op: Sarcasmemodus over een lengte van 10 kilometer.
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Re: Autosnelwegen.nl
Wat voor bord stond er daarvoor dan? Wel een gewoon bord met het woord 'knooppunt' er op? De A4 bestond ter plekke van dat bord al voor 1998, al vanaf Den Haag-Zuid. Waarom is dan op die plek, waar de doortrekking niet plaatsvond en de situatie al enkele jaren zo was, een bord vervangen? Of stond er eerst geen knooppuntbord? (Dat zou ook bijzonder zijn). Ik zie de link met de doortrekking namelijk niet. 

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- 4x5 autosnelweg
- Berichten: 40833
- Lid geworden op: zo 27 feb 2005, 12:52
- Locatie: Friesland
Re: Autosnelwegen.nl
Hmmm, ik moet natuurlijk niet vergeten dat het nu ook al weer 2010 is. Wat vliegt de tijd... 

Let op: Sarcasmemodus over een lengte van 10 kilometer.