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doorn
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Re: Autosnelwegen.nl

Bericht door doorn » wo 04 aug 2010, 19:38

Peter schreef:"Safety boggles"
Bedoel je niet "goggles"?

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Re: Autosnelwegen.nl

Bericht door Coen Tunnel » wo 04 aug 2010, 22:24


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Rene
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Re: Autosnelwegen.nl

Bericht door Rene » wo 04 aug 2010, 22:25

:offtopic:

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Re: Autosnelwegen.nl

Bericht door Rene » do 05 aug 2010, 0:41

Inmiddels ook gestart met hoofdstuk 4.
Alle commentaren en/of aanvullingen zijn welkom.

Hoofdstuk 4

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Ch 4.1-4.2

Bericht door Peter » do 05 aug 2010, 11:17

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.
130 km/h ? Dan haalt de trein me nog steeds in ...

Pino
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Re: Autosnelwegen.nl

Bericht door Pino » do 05 aug 2010, 13:01

Wederom gewerkt op basis van het stuk van Peter. Roept u maar !
SPOILER: TOON

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 had been introduced in 1927, a more expeditious approach of the Road Issue could be adopted. Many new roads had to be built on new routes through the Dutch polders. An upgrade of the old dike roads was no longer an option. In 1929 the minister decided to construct new roads on new routes. The first ones were state route 13 Den Haag (The Hague) - Rotterdam and the Katerveer-bridge near Zwolle.

The Wall Street crash of 1929 led to an economic crisis that the industrialised world had not seen before. Many families got into deep poverty and government had to implement severe budget cuts. Work on the new roads still progressed, but at a much lower pace. The Road Taxation Act provided a secure influx of money, while the economic policy of the era involved providing employment through the construction of large public works. The government hoped that these forms of employment would help reviving the economy. The construction of new roads fitted this policy remarkably well, hence extra funds for road constructions were made available in the 1930s.

The National Road Plan was therefore revised in 1932. 500 additional kilometers of state routes were added and the cities of Utrecht and Amersfoort were to be by-passed.

State roads were now subdivided in categories I to IV. Category I roads had a dual carriageway, with each roadway having a width of 5.5m and separate roadways for bicycles and local traffic being available. State route 13 between Delft and Rijswijk (in operation since 1932) was one of the first roads in this category. It was still brick-paved and even had one intersection that was fully grade separated. Some consider this road to be the first Dutch motorway. In fact it is was not, since it still had level crossings and did not have emergency lanes (even though it should be noted that an emergency lanes is not even today a hard requisite for motorway status).

In 1921, an industrialist called Ten Bokkel Huinink presented a plan for a special elevated highway built on bridges (overpassing all existing roads) between Amsterdam and Rotterdam. He requested a concession, but the government rejected the proposal. In 1927 the Dutch Association for Motorways (NEVAS) was founded, and Mr. Ten Bokkel Huinink became a board member. NEVAS intended to incorporate a consortium to construct motorways between the larger Dutch cities and also to Germany and Belgium. NEVAS anticipated the consortium to be funded by private equity and by government funding. It was left open how the new motorways were to be constructed, although the idea of the elevated viaduct was still very much alive. The association wrote: "NEVAS does not propose a concrete viaduct over the complete length of the motorway, but one should recognise that this is theoretically the one and only solution to bridge other roads."

Mr. Van der Broek, however, had rejected the idea of special motorways in his 1927 plans. This rejection did not stop the discussion on the need for motorways though. The ANWB heavily criticised the Rijkswaterstaat position, and Rijkswaterstaat reacted by withdrawing its engineers from the ANWB Road Improvement Committee. Rijkswaterstaat still had a negative attitude towards motorways in general and towards private operations in particular. When the State Road Committee judged that there was no need for motorways in the Netherlands in 1930, the attempts of NEVAS appeared to have been fruitless.


4.2 The breakthrough: state route number 12

The breakthrough for motorway construction came earlier than expected. The State Road Committee and the State Commitee on Road Improvement were merged in 1932. The former had been a ministerial committee, the latter had been a parliamentary committee also comprising representatives from special-interest groups. In doing so, the NGOs were in a position to change the tide, and they were helped by publications and press reports. A "Committee of Consultation" proposed the construction of special access-controlled motorways for long distance motoring, although these motorways should in no way be tolled.

The start of the construction of state route 12 between Den Haag and Utrecht in 1932 was to be the most important step forward. With traffic levels rising rapidly and safety levels being reconsidered, it appeared that a Category I width would be insufficient for this particular road. The new thinking about motorways described above helped convincing the authorities that state route 12 had to be constructed in accordance with the latest standards. These involved lanes of 6.25m wide, emergency lanes, a median and without level crossings. This was particularly remarkable, because Rijkswaterstaat had not yet made the choice for motorways. It finally made its choice after it had received criticism against its proposed design for this road connection from the Committee of Consultation. State route 12 would therefore be entitled to the title of first motorway of the Netherlands (even though the route contained a bridge over the Gouwe river that could be opened).


A12: the first Dutch motorway
The construction of the A12 between Den Haag (The Hague) and Utrecht was the first time that the new ideas about motorways were being put in practice. Its history starts in 1929, when it was picked out of several alternatives proposed. The new road was to be traced parallel to the Den Haag – Gouda railway track. At least 30 metres should lay in between so that motorists would not 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 interrupted by curves that were not always comfortable at the design speed of 130 km/h. Later design studies involved a third lane. Only after the Committee of Consultation had proposed a motorway, the decision was taken (in December 1933, when the road was already under construction) that the road would get a cross-section of two roadways, with two lanes in each direction.

Even though the road had been marked as very important, the economic downturn of the 1930s caused a lack of funding that slowed the construction. Poor soil conditions between Gouda and Utrecht (peat and clay) worsened the delay. A thick layer of peat just beneath the top layer of clay caused that any layer of sand deposited for the road construction was almost immediately swallowed by the compacting peat. Peat proved to be a major disadvantage of building new roads in the open Dutch countryside and engineers had to learn a lot (on the spot!) about construction of motorways on weak soils.
Construction first started on the Voorburg to Zoetermeer section of the road. Near 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. The road foundation of the section between Voorburg and Zoetermeer was complete in 1936. This was the first part of the motorway to be opened to public on 15 April 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 for the use of bricks on a motorway. First, this supported the clay industry and, second, peat layers were still compacting. All slip roads and the emergency lane (shoulders) were paved with clinkers as well.
A particular feature of the new A12 was the parking-lane (the emergency lane) with a width of 2.5m. This was a revolutionary idea during those days, so that the A12 was Europe’s first motorway with an emergency lane.
Motorways should not have any level crossings. One exception to this concept was stipulated, which was the bridge over the river Gouwe (near Gouda). The bridge could be lifted in order to allow ships to pass. Opening the bridge meant that traffic on the motorway had to be stopped. The Gouwe bridge still exists. Nowadays, it only serves local traffic and lays just south of the Gouwe aqueduct that replaced the bridge in the A12 motorway in 1981.
The present Dutch motorway network still features some 30 bridges that can be opened for shipping. This feature is rare (but not unknown) in other countries.
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

The 1936 “Memo on motorways of the Ministry of Waterstate” designated certain important state routes as motorways. This memo also contained a definition of motorways: a dual (separated) carriageway with grade-separated crossings, immovable bridges and a limited number of access points.
Source: Rijkswaterstaat

The 1938 plan integrated the motorways into the state route plan. During the 1930s, design and construction of motorways was an activity of the national bureau as opposed to the regional offices of Rijkswterstaat. For this purpose, the special departments New Roads I and New Roads II were created. In addition, a new Bridge Engineering Bureau was created in order to design the major river crossings.
Laatst gewijzigd door Pino op do 05 aug 2010, 19:00, 5 keer totaal gewijzigd.

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Rene
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Re: Autosnelwegen.nl

Bericht door Rene » do 05 aug 2010, 13:03

Heren, nogmaals dank. Ik ga vanavond ook dit hoofdstuk nogmaals aanpassen aan de hand van jullie uitgebreide meedenkwerk :blauweduim: :)

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Re: Autosnelwegen.nl

Bericht door Peter » do 05 aug 2010, 13:32

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 ....
130 km/h ? Dan haalt de trein me nog steeds in ...

Pino
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Re: Autosnelwegen.nl

Bericht door Pino » do 05 aug 2010, 14:43

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.
Laatst gewijzigd door Pino op do 05 aug 2010, 18:58, 1 keer totaal gewijzigd.

Peter
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Re: Autosnelwegen.nl

Bericht door Peter » do 05 aug 2010, 15:16

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
130 km/h ? Dan haalt de trein me nog steeds in ...

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Re: Autosnelwegen.nl

Bericht door harry » do 05 aug 2010, 18:55

Peter schreef:het formele Engels is "Hard Shoulder", in het Amerikaans meestal afgekort tot "Shoulder"
Ik heb in Amerika de term "paved shoulder" gehoord.
wegnummers.nl foto's van genummerde wegen (o.a. NBA) en van plaatsnaamborden
--Harry.

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Re: Autosnelwegen.nl

Bericht door Peter » vr 06 aug 2010, 8:06

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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4.3-4.5 (first shot)

Bericht door Peter » vr 06 aug 2010, 9:35

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.
130 km/h ? Dan haalt de trein me nog steeds in ...

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Re: Autosnelwegen.nl

Bericht door waldo79 » vr 06 aug 2010, 11:31

Weg der Verenigde Naties
Is dat niet de Ds. Martin Luther Kinglaan?

Pino
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Re: Autosnelwegen.nl

Bericht door Pino » vr 06 aug 2010, 11:48

My, wat heeft die Buiter een onmogelijk stuk geschreven om te vertalen ...
SPOILER: TOON

4.3 Bridging the wide rivers

The construction of a large number of bridges to cross the many Dutch rivers formed a highlight of the 1930s road construction. Until then, ferries or bridges at remote locations had been used to cross rivers and these heavily delayed travel. Some of the arched bridges built were later given monumental status, including the IJssel bridge at Katerveer (Zwolle), the Waal bridge at Nijmegen en the bridge crossing the Noord at Alblasserdam.

Many similar arch bridges do not have this monumental value, including the bridges crossing the Amsterdam-Rhine Canal and the Lekbrug at Vianen. The Rhine bridge at Arnhem (John Frostbrug) does stand out, though this mainly results from its role in the operation Market Garden in 1944. “A bridge too far” was based on the failed attempt to capture and hold the bridge, denying the Allies in their attempt to drive the Germans out of the Netherlands north of the Rhine until April 1945. The old Lekbrug of Vianen has been nominated for demolition. A further bridge of this type can be found in the “Weg der Verenigde Naties” in Utrecht (which used to be part of the A12).

A number of Truss bridges (also known as Bailey bridges) that were constructed have little to no monumental value. The bridge at Grave is the oldest. Re-used parts of the old Moerdijk bridge can be found in the Spijkenisse bridge and the bridge at Keizersveer. The old bridge at Zaltbommel was demolished recently. Below is a list of the most important bridges:

Bridge at Opened 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

The construction of Rotterdam’s Maastunnel began in 1937 and it opened in 1940. At the time, it was the longest tunnel in the Netherlands.


4.4 Grand openings of motorways

The construction of motorway 12 between The Hague and Utrecht was delayed by setbacks to the foundations, which were caused by the peat layers that never ceased to compact. Costs increased while budgets decreased as a result of the economic crisis of the time. The German invasion in May 1940, which dragged the Netherlands into World War II, further delayed the construction.
Below is a list of motorway openings prior to the German invasion:

Route number (at the time) A-number (present) Section 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
Kilometres of motorway opened on aggregate: 121

The following sections were under construction in May 1940:

Route number (at the time) A-number (present) Section 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 – Utrecht Berekuil - Engelenbocht 5
52 A325 foundation and viaduct Eldensedijk 10
Under construction in 1940 (on aggregate): 60



4.5 Afterthoughts

This section was translated from the NEHA yearbook 1997, written by Hans Buiter

The acceptance of the phenomenon “motorway” was a gradual process. The strong increase in motorised traffic resulted in a need to widen roads and to improve pavement, which in itself triggered the need for new routes. Each of these were intermediate steps towards the introduction of motorways. Notwithstanding the strong increase in motorised traffic in the 1920s and 1930s, the choice to construct dedicated (and access-restricted) roads for motorised vehicles was not a natural one for the administration of the time.
The advocates for the construction of motorways mostly had a civil-engineering background, though they worked both in government and in construction circles. The large hesitation among the top executives of Rijkswaterstaat of the time stands out. Motorways only got accepted when the advocates no longer promoted private motorways and when governments abroad started constructing motorways too (or at least considered the same). Perhaps the hesitation resulted from the idea that motorways would be toll roads, while tolling roads was (in the context of the roads already existing) subject to heavy debate at the time.
The motorway debate had a strong international orientation, which is remarkable. Mr. Ten Bokkel Huinink, who was the Dutch pioneer, launched his ideas in the same period as the first foreign advocates launched theirs. Rather than the United States or Germany, the Italian Autostrada inspired the motorway advocates. The Dutch decision to construct a motorway, taken in December 1933, was one of the first in the World. Only Italy, Germany and the USA had decided to construct motorways at an earlier date.

That early adoption of motorways was certainly not the result of a high degree of motorisation. As a matter of fact, the Dutch were less motorised than neighbouring countries at the time. The economic downturn of the time was not a logical ground for early motorway construction either. The process that eventually resulted in the introduction of the motorway, as described above, reveals the gradual acceptation by the administration of the new type of road. The type of decision-making and the slow yet pragmatic acceptance of the motorway principles are fine examples of the Dutch culture of consultation. Even though the NEVAS motorway advocacy group was ignored, the discussion that it initiated did result in the relatively early introduction of motorways in the Netherlands.

Credits are due for Hans Buiter and his scientific research after the history of Motorway design and construction in The Netherlands.
Laatst gewijzigd door Pino op vr 06 aug 2010, 15:04, 2 keer totaal gewijzigd.

Peter
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Re: Autosnelwegen.nl

Bericht door Peter » vr 06 aug 2010, 12:15

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

Bericht door Wouter N14 » vr 06 aug 2010, 21:40

Als ik een link aanklik bij de "Index extra afbeeldingen":
503 Service Unavailable
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Re: Autosnelwegen.nl

Bericht door Wouter N14 » do 12 aug 2010, 19:44

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.
Het mooiste overkomt je, het minste is bedacht. Freek de Jonge

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harry
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Re: Autosnelwegen.nl

Bericht door harry » do 12 aug 2010, 20:13

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.
Het PC-plein is inderdaad de enige die in 1985 geopend is. Maar dat bedoel je vast niet (kwestie van een komma). :)
En dan nog: Ridderkerk heeft ook 4 niveaus. Of mag je het geen four-level stack noemen als het niet een volledige ster is?
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Re: Autosnelwegen.nl

Bericht door Wouter N14 » do 12 aug 2010, 20:40

Volgens de Wegenwiki is het PC-plein het enige echte stackknooppunt. Wat betreft de zin is het meer een kwestie van interpretatie volgens mij ;)
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Re: Autosnelwegen.nl

Bericht door Chris » do 12 aug 2010, 20:50

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

Bericht door Wouter N14 » do 12 aug 2010, 20:51

Ik hoor het al, die zin gaat er gewoon weer uit :lol:
Het mooiste overkomt je, het minste is bedacht. Freek de Jonge

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Re: Autosnelwegen.nl

Bericht door Tim » do 12 aug 2010, 20:53

Wouter N14 schreef:Prins Clausplein Interchange
Dan moet je ook van het KP P.-C.Plein spreken, en dat is dubbelop..
Prins Clausplein lijkt mij genoeg.
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Re: Autosnelwegen.nl

Bericht door Wouter N14 » do 12 aug 2010, 21:00

^^ 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.
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Re: Autosnelwegen.nl

Bericht door Coen Tunnel » do 12 aug 2010, 22:26

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.
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.
Chris schreef:Het Prins Clausplein is de enigste volledige 4-level stack van Nederland.
Het Prins Clausplein is inderdaad enig. ;)

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Re: Autosnelwegen.nl

Bericht door Wouter N14 » do 12 aug 2010, 22:44

^^ Vanuit Rijswijk ontbreekt nog altijd die aanduiding :)
Het mooiste overkomt je, het minste is bedacht. Freek de Jonge

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Re: Autosnelwegen.nl

Bericht door Coen Tunnel » do 12 aug 2010, 22:59

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.

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Re: Autosnelwegen.nl

Bericht door Vinny » do 12 aug 2010, 23:15

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

Bericht door Coen Tunnel » do 12 aug 2010, 23:20

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. :dontknow:

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Re: Autosnelwegen.nl

Bericht door Vinny » do 12 aug 2010, 23:30

Hmmm, ik moet natuurlijk niet vergeten dat het nu ook al weer 2010 is. Wat vliegt de tijd... :dyn_hyp:
Let op: Sarcasmemodus over een lengte van 10 kilometer.