1.
A63 road
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The A63 is a major road in Yorkshire, England between Leeds and Kingston upon Hull. A section between South Cave and Hull forms the continuation of the M62 motorway and is part of the unsigned Euroroute E20. The route from Leeds out to Selby runs roughly parallel, at the end of this dual carriageway section, the route meets the M1, and the road continues north along the motorway for one junction then resumes as the A63. From junction 46 of the M1, the Thorpe Park roundabout, there is a turning for Lidgett Lane to the left, next to Garforth Academy, with the Shell garage on the right. It crosses the Leeds Country Way, and there is the B6137 to the right for Kippax, on the Garforth/Micklefield parish boundary is a roundabout with the A656 Roman Ridge. At the Boot and Shoe junction, with the former A1, there is the Esso Boot & Shoe Service Station, there is a grade-separated left turn for the B1222. At the Selby Fork junction south of the Selby Fork Hotel, the A1246 continues southwards along the former A1, and it crosses the A1 at junction 42 at South Milford. It meets the A162 at a roundabout, crosses a railway and it follows Causeway Dike and passes through Hambleton, where to the east it crosses the Selby Diversion of the East Coast Main Line, and the A1238 at a roundabout. The route follows the six-mile £44 million Selby Bypass and £5 million Barlby Bypass, the short section around Barlby follows what was the old East Coast Main Line railway before the Selby Diversion opened in the early 1980s. An alternative route eastwards from the Selby bypass, to the M62, is the A1041 via Camblesforth, the route out to Hull is shadowed by the Selby-Hull railway line. It leaves at the Barlby Roundabout to the right, passing Osgodby then over the railway line, a planned bypass at Osgodby was cancelled due to increases in prices of land. It crosses the River Derwent and enters the East Riding of Yorkshire and it passes through Newsholme before passing straight through Howden next to Howden Minster. It passes through the town as Bridgegate and Hull Road, passing Howden School, access to the M62 is via junction 37 to the west, along Boothferry Road. From Howden, the A63 is renamed to be the B1230, the B1230 continues and carries the A63 traffic over the M62 motorway and onwards into Gilberdyke. When the B1230 was originally the A63, the road through Gilberdyke was a dual carriageway for about three miles to the other side of Newport. Where the B1230 crosses the M62 motorway at Newport, the M62 finishes, before the last eastern section of the M62 to be built, the motorway terminated at a temporary junction at Balkholme onto the A63. Before the M62 opened, the single carriageway A63 was Hulls main route to the South of England, the section from junction 38 of the M62 to the A1034 junction near South Cave was single carriageway before the M62 opened in May 1976. The section was constructed as the dualling of the Caves Bypass and opened when the last eastern section of the M62 opened, from junction 38, the B1230 leads to North Cave along the former A63
2.
Kingston upon Hull
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Kingston upon Hull, usually abbreviated to Hull, is a city and unitary authority in the East Riding of Yorkshire, England. It lies upon the River Hull at its confluence with the Humber estuary,25 miles inland from the North Sea, the town of Hull was founded late in the 12th century. The monks of Meaux Abbey needed a port where the wool from their estates could be exported and they chose a place at the confluence of the rivers Hull and Humber to build a quay. The exact year the town was founded is not known but it was first mentioned in 1193, renamed Kings-town upon Hull by King Edward I in 1299, Hull has been a market town, military supply port, trading hub, fishing and whaling centre, and industrial metropolis. Hull was a theatre of battle in the English Civil Wars. Its 18th-century Member of Parliament, William Wilberforce, took a prominent part in the abolition of the trade in Britain. The city is unique in the UK in having had a municipally owned telephone system from 1902, sporting cream, not red, telephone boxes. After suffering heavy damage in the Second World War, Hull weathered a period of decline, gaining unfavourable results on measures of social deprivation, education. In the early 21st-century spending boom before the late 2000s recession the city saw large amounts of new retail, commercial, housing, tourist attractions include the historic Old Town and Museum Quarter, Hull Marina and The Deep, a city landmark. The redevelopment of one of Hulls main thoroughfares, Ferensway, included the opening of St Stephens Hull, spectator sports include Premier League football and Super League Rugby. The KCOM Stadium houses Hull City football club and Hull F. C. rugby club, Hull is also home to the English Premier Ice Hockey League Hull Pirates. The University of Hull was founded in 1927 and now more than 16,000 students. It is ranked among the best in the Yorkshire and the Humber region and located in the leafy Newland suburb, in 2013, it was announced that Hull would be the 2017 UK City of Culture. In 2015 it was announced that the Ferens Art Gallery will be hosting the annual art prize, The Turner Prize. The prize is held outside London every other year, Kingston upon Hull stands on the north bank of the Humber estuary at the mouth of its tributary, the River Hull. The valley of the River Hull has been inhabited since the early Neolithic period, the area was attractive to people because it gave access to a prosperous hinterland and navigable rivers but the site was poor, being remote, low-lying and with no fresh water. It was originally a part of the hamlet of Myton. The name is thought to either from a Scandinavian word Vik meaning inlet or from the Saxon Wic meaning dwelling place or refuge
3.
M62 motorway
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The road is part of the unsigned Euroroutes E20 and E22. The motorway absorbed the northern end of the Stretford-Eccles bypass, which was built between 1957 and 1960, adjusted for inflation to 2007, its construction cost approximately £765 million. The motorway has a daily traffic flow of 144,000 vehicles in West Yorkshire. The M62 coach bombing of 1974 and the Great Heck rail crash of 2001 are the largest incidents to have occurred on the M62, Stott Hall Farm, situated between the carriageways on the Pennine section has become one of the best-known sights on the motorway. The M62 has no junctions numbered 1,2, or 3, or even an officially numbered 4, because it was intended to start in Liverpool proper, between Liverpool and Manchester, and east of Leeds, the terrain along which the road passes is relatively flat. The motorways origins are found in the 1930s, when the need for a route between Lancashire and Yorkshire had been agreed after discussion by their county highway authorities. At the same time, it was envisaged that a route between Liverpool and Hull was needed to connect the ports to industrial Yorkshire. After the Second World War, the Minister of Transport appointed engineers to inspect road standards between the A580 road in Swinton and the A1 road near Selby. The 1949 Road Plan for South Lancashire identified the need to upgrade the A580 to dual carriageway with grade separation and provide bypasses at Huyton and Cadishead. In 1952, the route for a motorway, the Lancashire–Yorkshire Motorway, was laid down. By the 1960s, the proposed A580 upgrade to dual carriageway was considered inadequate, the route of the Lancashire-Yorkshire motorway was considered inadequate as it failed to cater for several industrial towns in Yorkshire. Initially the plans were unpopular and not supported by the Ministry of Transport and it was the intention to build an urban motorway in Liverpool. The M62 was intended to terminate at Liverpools Inner Motorway, which was not built, difficulties arose building the Liverpool urban motorway resulting in delays, with the section between Tarbock and Liverpool the last to be completed in 1976. In total, two viaducts, ten bridges and seven underpasses were constructed to secure the integrity of the surrounding residential areas. The motorway was constructed only as far as the Queens Drive inner ring road, simultaneously, a contract to link the M6 with Manchester was underway, which required land drainage and the removal of unsuitable earth. This section was completed in August 1974, creating a link between Ferrybridge and Tarbock. Two motorways were planned, the M52 from Liverpool to Salford, the first part of the M62 to be built was the Stretford–Eccles Bypass, which is now the section between Junctions 7 to 13 of the M60. Construction started in 1957, and the motorway opened in 1960 and it was originally built as a 2-lane motorway only
4.
Dual carriageway
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A dual carriageway is a class of highway with carriageways for traffic travelling in opposite directions separated by a central reservation. Roads with two or more carriageways which are designed to higher standards with controlled access are generally classed as motorways, freeways, a road without a central reservation is a single carriageway regardless of the number of lanes. Dual carriageways have improved road traffic safety over single carriageways and typically have speed limits as a result. In some places, express lanes and local/collector lanes are used within a system to provide more capacity. A very early example of a dual carriageway was the Via Portuensis, in 1907 the Long Island Motor Parkway opened, and roughly 20% of it featured a semi-dual-carriageway design. The New York City Belt Parkway system, which was built between 1907 and 1934, also pioneered the same design, however the majority of it featured concrete or brick railings as lane dividers instead of grass medians. In 1924 the first Italian autostrada was opened running 55 km from Milan to Varese and it featured a broad road bed and did not feature lane dividers except near cities and through the mountains. The London end of the Great West Road became Britains first dual carriageway when it was opened in 1925 by King George V, in 1927 the Rome bypass was opened. It ran 92 km bypassing Rome to the east, almost the entire length featured a dual-carriageway design. In the early 1930s it was extended all the way to Naples. Most of the routing was destroyed by the Allies in the World War II. By 1930 several US and European cities had built dual-carriageway highways, in 1932 the first German autobahn opened between Cologne and Bonn. It ran 21 km and became a precedent for future highways, although it, like the first autostrada, did not feature a dual-carriageway design, it inspired the mass construction of future high-speed roadways. During the 1930s, Germany, Italy, and the Soviet Union began construction of a network of dual carriageway expressways. By 1942, Germany had over 3,200 km of dual carriageway roads, Italy had nearly 1,300 km, opened to traffic in 1940, the 160-mile-long Pennsylvania Turnpike was the first rural dual carriageway built in the United States. By 1955 several states had built dual carriageway freeways and turnpikes, completed in 1994, the major highway system links all the major cities of the United States. In the UK, although the dual carriageway applies to any road with physically separated lanes. Such major dual carriageways usually have two lanes of traffic in each direction, with the lane nearest the centre being reserved for overtaking, occasionally dual carriageways have only one lane in each direction, or more than two lanes each way
5.
Northern Ireland
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Northern Ireland is a constituent unit of the United Kingdom in the north-east of Ireland. It is variously described as a country, province, region, or part of the United Kingdom, Northern Ireland shares a border to the south and west with the Republic of Ireland. In 2011, its population was 1,810,863, constituting about 30% of the total population. Northern Ireland was created in 1921, when Ireland was partitioned between Northern Ireland and Southern Ireland by an act of the British parliament, Northern Ireland has historically been the most industrialised region of Ireland. After declining as a result of the political and social turmoil of the Troubles, its economy has grown significantly since the late 1990s. Unemployment in Northern Ireland peaked at 17. 2% in 1986, dropping to 6. 1% for June–August 2014,58. 2% of those unemployed had been unemployed for over a year. Prominent artists and sports persons from Northern Ireland include Van Morrison, Rory McIlroy, Joey Dunlop, Wayne McCullough, some people from Northern Ireland prefer to identify as Irish while others prefer to identify as British. Cultural links between Northern Ireland, the rest of Ireland, and the rest of the UK are complex, in many sports, the island of Ireland fields a single team, a notable exception being association football. Northern Ireland competes separately at the Commonwealth Games, and people from Northern Ireland may compete for either Great Britain or Ireland at the Olympic Games. The region that is now Northern Ireland was the bedrock of the Irish war of resistance against English programmes of colonialism in the late 16th century, the English-controlled Kingdom of Ireland had been declared by the English king Henry VIII in 1542, but Irish resistance made English control fragmentary. Victories by English forces in war and further Protestant victories in the Williamite War in Ireland toward the close of the 17th century solidified Anglican rule in Ireland. In Northern Ireland, the victories of the Siege of Derry and their intention was to materially disadvantage the Catholic community and, to a lesser extent, the Presbyterian community. In the context of open institutional discrimination, the 18th century saw secret, militant societies develop in communities in the region and act on sectarian tensions in violent attacks. Following this, in an attempt to quell sectarianism and force the removal of discriminatory laws, the new state, formed in 1801, the United Kingdom of Great Britain and Ireland, was governed from a single government and parliament based in London. Between 1717 and 1775 some 250,000 people from Ulster emigrated to the British North American colonies and it is estimated that there are more than 27 million Scotch-Irish Americans now living in the US. By the close of the century, autonomy for Ireland within the United Kingdom, in 1912, after decades of obstruction from the House of Lords, Home Rule became a near-certainty. A clash between the House of Commons and House of Lords over a controversial budget produced the Parliament Act 1911, which enabled the veto of the Lords to be overturned. The House of Lords veto had been the unionists main guarantee that Home Rule would not be enacted, in 1914, they smuggled thousands of rifles and rounds of ammunition from Imperial Germany for use by the Ulster Volunteers, a paramilitary organisation opposed to the implementation of Home Rule
6.
Highways England
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Highways England is a government-owned company with responsibility for managing the motorways and major roads in England. It operates information services, liaises with other government agencies and provides staff to deal with incidents on the roads it manages, founded as a government agency in 1994, it was converted into a government-owned company on 1 April 2015. The former Highways Agency was created as an agency on 30 March 1994. Following the announcement made on 27 June 2013 by Danny Alexander, Chief Secretary to the Treasury, the Chief Executive, Jim OSullivan assumed his post on 1 July 2015, replacing Graham Dalton in that role. Highways Englands operations are split into six regions that are based on the regions of England. These regions are subdivided into 13 operational areas and these areas are each managed and maintained by an area team and a contractor, known respectively as the Managing Agent and the Managing Agent Contractor. In addition, there are a number of sections of road that are managed under DBFO contracts separately from the area teams, network Information Services, a Mouchel and Thales joint venture, operates the National Traffic Information Service on behalf of Highways England. NTIS is the hub of Englands strategic road network. Additionally it uses anonymous floating vehicle traffic data from vehicles to supplement the fixed traffic monitoring sites, Services such as Google maps and satnav operators also make use of Highways Englands data for their traffic information. The motorway network is divided into Areas and they are contracts that are awarded by the Department for Transport. The Area Teams work alongside the Highways England Traffic Officer Service – providing incident support, emergency traffic management and they are responsible for the management and operation of the roads in their area. In 2009, fleet tracking has been deployed to assist area teams to manage their specialist winter maintenance vehicles during the Cold Snap. Highways England employs uniformed traffic officers, on-road and control room, as well as specialist staff for work in engineering, surveying, accountancy, there is a graduate entry scheme, with general entry and specialist engineering entry options. For the Traffic Officer Service each team is supervised by a team manager, Traffic England is a website that gives information about the latest traffic conditions as well as details of any roadworks or events that may cause congestion. The website is run by Highways Englands National Traffic Information Service, the Survive Group is a partnership between Highways England, the Association of Chief Police Officers, the breakdown/recovery industry and other road service providers. The Survive Group has been established to improve the safety of those who work on the road network, the name Survive comes from Safe Use of Roadside Verges in Vehicular Emergencies. The Survive Group website holds information on the Survive Group membership details and it also supplies advice on how to drive safely in a wide range of driving conditions, advice on planning journeys. Survive also provides publications and new guidance produced by the Survive members plus news on new initiatives, in 2013, Highways England took over responsibility for the Historical Railways Estate from BRB Limited
7.
Scotland
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Scotland is a country that is part of the United Kingdom and covers the northern third of the island of Great Britain. It shares a border with England to the south, and is surrounded by the Atlantic Ocean, with the North Sea to the east. In addition to the mainland, the country is made up of more than 790 islands, including the Northern Isles, the Kingdom of Scotland emerged as an independent sovereign state in the Early Middle Ages and continued to exist until 1707. By inheritance in 1603, James VI, King of Scots, became King of England and King of Ireland, Scotland subsequently entered into a political union with the Kingdom of England on 1 May 1707 to create the new Kingdom of Great Britain. The union also created a new Parliament of Great Britain, which succeeded both the Parliament of Scotland and the Parliament of England. Within Scotland, the monarchy of the United Kingdom has continued to use a variety of styles, titles, the legal system within Scotland has also remained separate from those of England and Wales and Northern Ireland, Scotland constitutes a distinct jurisdiction in both public and private law. Glasgow, Scotlands largest city, was one of the worlds leading industrial cities. Other major urban areas are Aberdeen and Dundee, Scottish waters consist of a large sector of the North Atlantic and the North Sea, containing the largest oil reserves in the European Union. This has given Aberdeen, the third-largest city in Scotland, the title of Europes oil capital, following a referendum in 1997, a Scottish Parliament was re-established, in the form of a devolved unicameral legislature comprising 129 members, having authority over many areas of domestic policy. Scotland is represented in the UK Parliament by 59 MPs and in the European Parliament by 6 MEPs, Scotland is also a member nation of the British–Irish Council, and the British–Irish Parliamentary Assembly. Scotland comes from Scoti, the Latin name for the Gaels, the Late Latin word Scotia was initially used to refer to Ireland. By the 11th century at the latest, Scotia was being used to refer to Scotland north of the River Forth, alongside Albania or Albany, the use of the words Scots and Scotland to encompass all of what is now Scotland became common in the Late Middle Ages. Repeated glaciations, which covered the land mass of modern Scotland. It is believed the first post-glacial groups of hunter-gatherers arrived in Scotland around 12,800 years ago, the groups of settlers began building the first known permanent houses on Scottish soil around 9,500 years ago, and the first villages around 6,000 years ago. The well-preserved village of Skara Brae on the mainland of Orkney dates from this period and it contains the remains of an early Bronze Age ruler laid out on white quartz pebbles and birch bark. It was also discovered for the first time that early Bronze Age people placed flowers in their graves, in the winter of 1850, a severe storm hit Scotland, causing widespread damage and over 200 deaths. In the Bay of Skaill, the storm stripped the earth from a large irregular knoll, when the storm cleared, local villagers found the outline of a village, consisting of a number of small houses without roofs. William Watt of Skaill, the laird, began an amateur excavation of the site, but after uncovering four houses
8.
Scotland Act 1998
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The Scotland Act 1998 is an Act of the Parliament of the United Kingdom. It is the Act which established the devolved Scottish Parliament, the Act was amended by Scottish Parliament Act 2004 Constitutional Reform Act 2005 Scotland Act 2012 Scotland Act 2016. The Act specifically declares the continued power of the UK Parliament to legislate in respect of Scotland, despite the re-branding, the Scottish Executive still uses the original description for a number of purposes. It consists of a First Minister and other Ministers appointed by the Queen with the approval of the Parliament, including the Lord Advocate, the Act sets out the legislative competence of the Scottish Parliament. Rather than listing the matters over which the Scottish Parliament does control and it further designates a list of statutes which are not amenable to amendment or repeal by the Parliament which includes the Human Rights Act 1998 and many provisions of the Scotland Act itself. The same constraints apply to acts of the Scottish Executive, the Act also sets up mechanisms to resolve disputes over questions about legislative competence of the Parliament and powers of the Executive. The ultimate appeal in such matters lies to the Supreme Court of the United Kingdom and it also allows the powers of the Scottish Parliament and the Scottish Executive to be adjusted over time by agreement between both Parliaments by means of an Order in Council. The Act was passed on 17 November 1998, and received royal assent two days later on 19 November, the first elections were held in May 1999 and the Scottish Parliament and Executive assumed their full powers on 1 July 1999. The Act was amended by the Scottish Parliament Act 2004 to end the link between the number of MPs at Westminster and the number of constituency MSPs and it was amended again in 2016 as a reaction to the 2014 Scottish Independence vote. Government of Wales Act 1998 Scottish referendum bill 2010 Kilbrandon Commission Walker, Scotland, Northern Ireland, and Devolution, 1945–1979, Journal of British Studies Jan. Associated delegated legislation Scottish Parliament site Scottish Government site
9.
Welsh Government
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The Welsh Government is the executive of the devolved National Assembly for Wales. The government consists of cabinet secretaries, who attend meetings, and ministers who do not. It is led by the first minister, usually the leader of the largest party in the National Assembly, the government is responsible for tabling policy in devolved areas for consideration by the assembly and implementing policy that has been approved by it. As initially established, the Welsh Government had no independent executive powers in law, following separation, the Welsh ministers exercise functions in their own right. Further transfers of functions from the British government can be made directly to the Welsh ministers by an Order in Council approved by the British parliament. Separation was designed to clarify the roles of the assembly. The result mirrored much more closely the relationship between the British government and British parliament and that between the Scottish Government and the Scottish Parliament. This separation between the two bodies took effect on the appointment of the First Minister by Queen Elizabeth II following the election on 3 May 2007. Separation was meant to clarify the roles of the assembly. The role of the government is to make decisions, develop and implement policy, exercise executive functions, Assembly measures can now go further than the subordinate legislation which the assembly had the power to make prior to 2007. The assemblys functions, including that of making subordinate legislation, in the main, a third body was also established under the 2006 Act from May 2007, called the National Assembly for Wales Commission. It employs the staff supporting the new National Assembly for Wales, the 2006 Act made new provision for the appointment of Welsh ministers. The First Minister is nominated by the Assembly and then appointed by Her Majesty the Queen, the First Minister then appoints the Welsh Ministers and the Deputy Welsh Ministers, with the approval of Her Majesty. The Act created a new post of Counsel General for Wales, the Counsel General is appointed by the Queen, on the nomination of the First Minister, whose recommendation must be agreed by the National Assembly. The Counsel General may be, but does not have to be, the Act permits a maximum of 12 Welsh Ministers, which includes Deputy Welsh Ministers, but excludes the First Minister and the Counsel General. Accordingly, the size of the Welsh Government is 14. Subject to limitations prescribed by the Government of Wales Act 2006, the government is composed of cabinet secretaries and ministers. The counsel general attends cabinet meetings, the current government is formed by Welsh Labour and also the sole Liberal Democrats Assembly Member, Kirsty Williams
10.
Government of Wales Act 1998
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This is about the Act that set up the Welsh Assembly. For the newer Government of Wales Act 2006, see that article, the Government of Wales Act 1998 is an Act of the Parliament of the United Kingdom. It was passed in 1998 by the Labour government to create a National Assembly for Wales, the Act led to the establishment of the National Assembly for Wales in 1999, after the Welsh devolution referendum,1997 which narrowly approved devolution. The Acts provisions include the following, Transferring most of the powers of the Secretary of State for Wales to the National Assembly for Wales, abolishing Development Board for Rural Wales, Land Authority for Wales, Residuary Body for Wales and Housing for Wales. Establishing position of the Auditor General for Wales, scotland Act 1998 Royal Commission on the Constitution Government of Wales Act 2006
11.
Roads in the United Kingdom
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Roads in the United Kingdom form a network of varied quality and capacity. Road distances are shown in miles or yards and UK speed limits are indicated in miles per hour or by the use of the speed limit symbol. Some vehicle categories have various lower maximum limits enforced by speed limiters, enforcement of UK road speed limits increasingly uses speed guns, automated in-vehicle systems and automated roadside traffic cameras. A unified numbering system is in place for Great Britain, whilst in Northern Ireland, the earliest specifically engineered roads were built during the British Iron Age. The road network was expanded during the Roman occupation, some of these survive and others were lost. New roads were added in the Middle Ages and from the 17th century onwards, certain aspects of the legal framework remain under the competence of the United Kingdom parliament. Although some roads have much older origins, the network was subject to development from the 1950s to the mid-1990s. From then, construction of roads has become controversial with direct action campaigns by environmentalists in opposition. In the UK, vehicles drive on the left and on multi-lane carriageways drivers are expected to keep to the left lane except when overtaking, in Great Britain, the Highway Code applies to drivers. In Northern Ireland, the Highway Code for Northern Ireland applies, UK speed limits are shown in mph. With a few exceptions, they are in multiples of 10, unless a lower speed limit is posted on a road, the national speed limit applies, which varies between class of vehicles and the type of road. In a built-up area, unless signs indicate otherwise, a limit of 30 miles per hour applies, other limits are shown in the table. For a road to be classed as a carriageway, the two directions of traffic flow must be physically separated by a central reservation. Roads in the UK are classified as M, A, or B roads, as well as categories of more minor roads, for internal purposes. These numbers follow a zonal system, there is no available explanation for the allocation of road numbers in Northern Ireland. The majority of the major routes are motorways, and are designed to carry long distance traffic. The next category is the A roads, which form the route network. A primary route is defined as, primary destinations are usually cities and large towns, to which, as a result of their size, a high volume of traffic is expected to go
12.
Ordnance Survey
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Ordnance Survey is a non-ministerial government department which acts as the national mapping agency for Great Britain and is one of the worlds largest producers of maps. Since 1 April 2015 it has operated as Ordnance Survey Ltd, the Ordnance Survey Board remain accountable to the Secretary of State for Business, Energy and Industrial Strategy. It is also a member of the Public Data Group, the agencys name indicates its original military purpose, mapping Scotland in the wake of the Jacobite rebellion in 1745. There was also a general and nationwide need in light of the potential threat of invasion during the Napoleonic Wars. Ordnance Survey mapping is usually classified as either large-scale or small-scale, the Surveys large-scale mapping comprises maps at six inches to the mile or more and was available as sheets until the 1980s, when it was digitised. Small-scale mapping comprises maps at less than six inches to the mile, such as the one inch to the mile leisure maps. These are still available in sheet form. Ordnance Survey maps remain in copyright for fifty years after their publication, some of the Copyright Libraries hold complete or near-complete collections of pre-digital OS mapping. The origins of the Ordnance Survey lie in the aftermath of the last Jacobite rising which was defeated by forces loyal to the government at the Battle of Culloden in 1746. In 1747, Lieutenant-colonel David Watson proposed the compilation of a map of the Highlands to facilitate the subjugation of clans, in response, King George II charged Watson with making a military survey of the Highlands under the command of the Duke of Cumberland. Among Watsons assistants were William Roy, Paul Sandby and John Manson, the survey was produced at a scale of 1 inch to 1000 yards and included the Duke of Cumberlands Map now held in the British Library. This work was the point of the Principal Triangulation of Great Britain. Roys technical skills and leadership set the standard for which Ordnance Survey became known. Work was begun in earnest in 1790 under Roys supervision, when the Board of Ordnance began a military survey starting with the south coast of England. A set of stamps, featuring maps of the Kentish village of Hamstreet, was issued in 1991 to mark the bicentenary. In 1801, the first one-inch-to-the-mile map was published, detailing the county of Kent, during the next twenty years, roughly a third of England and Wales was mapped at the same scale under the direction of William Mudge, as other military matters took precedence. It took until 1823 to re-establish a relationship with the French survey made by Roy in 1787, by 1810, one inch to the mile maps of most of the south of England were completed, but were withdrawn from sale between 1811 and 1816 because of security fears. It was gruelling work, major Thomas Colby, later the longest serving director general of Ordnance Survey, in 1824, Colby and most of his staff moved to Ireland to work on a six-inches-to-the-mile valuation survey
13.
A1 road (Great Britain)
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The A1 is the longest numbered road in the UK, at 410 miles. It connects London, the capital of England and the United Kingdom, with Edinburgh, the course of the A1 has changed where towns or villages have been bypassed, and where new alignments have taken a slightly different route. Several sections of the route have been upgraded to motorway standard, between the M25 and the A696 the road has been designated as part of the unsigned Euroroute E15 from Inverness to Algeciras. The A1 is the latest in a series of north from London to York. It was designated in 1921 by the Ministry of Transport under the Great Britain road numbering scheme, the earliest documented northern routes are the roads created by the Romans during the period from AD43 to AD410, which consisted of several itinera recorded in the Antonine Itinerary. A combination of these were used by the Anglo-Saxons as the route from London to York, Ermine Street later became known as the Old North Road. Part of this route in London is followed by the current A10, by the 12th century, because of flooding and damage by traffic, an alternative route out of London was found through Muswell Hill, and became part of the Great North Road. A turnpike road, New North Road and Canonbury Road, was constructed in 1812 linking the start of the Old North Road around Shoreditch with the Great North Road at Highbury Corner, the A1 route was modified in 1927 when bypasses were built around Barnet and Hatfield. In the 1930s bypasses were added around Chester-le-Street and Durham, in 1960 Stamford, Biggleswade and Doncaster were bypassed, as were Retford in 1961 and St Neots in 1971. Baldock was bypassed in July 1967, during the early 1970s plans to widen the A1 along Archway Road in London were abandoned after considerable opposition and four public inquiries during which road protesters disrupted proceedings. The scheme was dropped in 1990. The Hatfield cut-and-cover was opened in 1986, few of the surviving coaching inns can be seen while driving on the A1, because the modern route now bypasses the towns with the inns. The A1 runs from New Change in the City of London at St. Pauls Cathedral to the centre of Edinburgh, the road skirts the remains of Sherwood Forest, and passes Catterick Garrison. It shares its London terminus with the A40, in the City area of Central London and it runs out of London through Islington, up Holloway Road, through Highgate, Barnet, Potters Bar, Hatfield, Welwyn, Stevenage, Baldock, Biggleswade, Sandy and St Neots. Scotch Corner, in North Yorkshire, marks the point where before the M6 was built the traffic for Glasgow, as well as a hotel there have been a variety of sites for the transport café, now subsumed as a motorway services. Most of the English section of the A1 is a series of alternating sections of dual carriageway and motorway, from Newcastle upon Tyne to Edinburgh it is a trunk road with alternating sections of dual and single carriageway. The table below summaries the road as motorways and non-motorways sections, A 13-mile section of the road in North Yorkshire, neolithic remains and a Roman fort were discovered. The total cost of works was some £50 million
14.
A74(M) and M74 motorways
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The A74 and M74 form a major motorway in the United Kingdom, mainly in Scotland, with a short section extending over the border into England. Following an extension opened on 28 June 2011, they connect the M8 motorway west of Glasgow to the English border at Gretna, in conjunction with the M6 motorway, they form one of the two major cross-border routes between Scotland and England. They are part of the unsigned international E-road network E05, although the entire route is usually referred to as the M74, more than half of its length is officially the A74, see naming confusion below. It then runs in a roughly south-easterly direction past the Clyde Valley towns of Bothwell, Hamilton and Motherwell before meeting the cross-country A71 at Larkhall. It passes west of Lanark and beyond Abington, where it changes into the A74 and then goes to Moffat and Lockerbie, before making a connection with the M6. From Junction 4 southwards it is part of the E05 Euroroute from Greenock to Algeciras, north from Junction 4, the E05 takes a short stretch of the M73 connecting to the M8 and then proceeds westwards through Glasgow to Greenock. The A74 was the route from Glasgow to Gretna, where it met the A6 south to London. At the northern end, it was not possible simply to add to the existing carriageway because of the nature of the area. A bypass was built as one of Scotlands first motorways, the M74, from Draffan to Maryville, north of Uddingston, completed by 1969. Junctions were originally numbered from south to north, which was the convention at the time numbers increasing going away from London. The northern section around Hamilton was built as dual carriageway. It continued as the A74 Dual-Carriageway from Draffan and carrying on to link with the M6 junction 44 at Carlisle. The gradual construction of the M6 from Rugby to Carlisle in 1970 and this led to calls for the already dualled A74 from Draffan to the M6 to be upgraded a second time, to motorway standard. As the government had invested in the dual carriageway upgrade. In 1972 the Government agreed to extend the M74 from Draffan to todays J12 at Millbank and it was built in three sections, opening 1986–87. It was constructed to dual two-lane standard, and included a bypass of Lesmahagow, in 1987, the government committed to upgrading the remaining A74 from J12 to the M6 to motorway standard. When the first section opened, as far south as Abington in 1991 it was numbered M74, following this, the government announced that the route would be completed as the M6, as the two motorways would meet head on at Carlisle. They were constructed with dual three-lane carriageways, in 1995 the first northern extension was opened to Fullerton Road in Glasgow, as M74
15.
Great Britain road numbering scheme
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The Great Britain road numbering scheme is a numbering scheme used to classify and identify all roads in Great Britain. Each road is given a letter, which represents the roads category. Introduced to arrange funding allocations, the numbers soon became used on maps, two sub-schemes exist, one for motorways, and another for non-motorway roads. The scheme applies only to England, Scotland and Wales, similar systems are used in Northern Ireland, the Isle of Man, Jersey and British overseas territories. All of these schemes use identical basic conventions and road-sign designs. Work on classification began in 1913 by the governments Roads Board to determine the quality, the definitive list of these roads was published on 1 April 1923 following consultations with local authorities. Government funding towards the repairs of roads were set at 60% for the former. Shortly after this, the numbers started to appear in road atlases and on signs on the roads themselves, the Trunk Roads Act 1936 gave the Ministry direct control of the major routes and a new classification system was created to identify these routes. Originally these numbers beginning in T were to be made public, with the introduction of motorways in the late 1950s, a new classification M was introduced. In many cases the motorways duplicated existing stretches of A-road, which therefore lost much of their significance and were in some cases renumbered, occasionally the new motorway would take the name of the old A-road rather than having its own number. The most notable example of this is the A1, in England and Wales the road numbering system for all-purpose roads is based on a radial pattern centred on London. In Scotland the same scheme is centred on Edinburgh, in both cases the main single-digit roads normally define the zone boundaries. The exception is between Zones 1 and 2, where the River Thames defines the boundary, Zone 5, North/East of the A5, west of the A6, south of the Solway Firth/Eden Estuary covering North Wales, North Midlands, western Leicestershire, Cheshire, Cumbria and Lancashire. In Central London, the A40 provides a border between the 4 and 5 zones east of Marble Arch, the original A5 also provides such a border, and north of St Albans the original A6 provides an Eastern border. Zone 6, East of the A6 and A7, west of the A1 covering North East England, Yorkshire, Nottinghamshire, eastern Leicestershire and Rutland, between St Albans and Luton, the original A6 provides the Western border of the 6-zone. For example, the A38 road, a road running from Bodmin to Mansfield starts in Zone 3. Additionally, the A1 in Newcastle upon Tyne has moved twice, originally along the Great North Road, it then moved to the Tyne Tunnel, causing some of the roads in Zone 1 to lie in Zone 6. The designated A1 later moved to the bypass around the city
16.
Trunk roads in Ireland
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Ireland has an extensive network of public roads which connect all parts of the country with each other. Roads in Ireland are currently classified as motorways, National Primary routes, National secondary routes, Regional roads, the introduction of this classification system began in 1977. Prior to this, the Republic of Ireland had a different road classification, Roads fell into three categories, T, L and unclassified roads. A reference in the Statutory Instrument to the classification of roads as a Trunk or Link Road indicates that a system of route classification, however, at present, there is no information about when the Trunk and Link road-numbering system was actually introduced on signposts. Evidence that the Trunk Road and Link Road classification and numbering system had been established by the 1950s is found in Statutory Instrument S. I. 284/1956 — Traffic Signs Regulations,1956 which contains examples of several directional signs, the first and second examples show the T8 as the route to Wexford and Rosslare. In addition, Esso road-maps of Ireland from the 1950s show the Trunk and Link road network, despite its long-standing use, the original Trunk and Link road system was never legislated for and the routes of Trunk Roads and Link Roads were never formally designated by law. In 1974, the Local Government Act came into effect and it allowed for designation of roads as motorways or national roads. National roads were first designated by Statutory Instrument S. I, twenty-five National Primary routes and thirty-three National Secondary routes were initially designated. Major roads within the Republic of Ireland were marked with T for Trunk Road, Trunk Roads connected major towns to each other while passing through smaller towns and villages. Several trunk routes were designed to connect towns in different regions of Ireland while other roads were designated scenic routes, Link Roads connected smaller towns and villages to each other and to the Trunk Road network. There were eighty-four Trunk Roads in total, numbered from T1 to T77 consecutively, Roads with the a suffix branched off roads with the same number. For example, the T4a branched off the T4 at Ballinasloe in County Galway, the first nine Trunk Roads radiated out from Dublin and followed an anti-clockwise pattern. This pattern was similar to the existing anti-clockwise pattern which the National routes, the pattern was interrupted by the T35 which came between the T2 and the T3 and the T42, T43 and T44 which came between the T5 and the T7 routes. Unlike the present system, where each road has a number, under the Trunk and Link Road system. These L numbers are not related to the current Lxxxx numbers for Local Roads, confusingly, some old road signs still show the former Trunk and Link road-numbers. Trunk Roads were broadly equivalent to the present National routes, most of the National Primary and National Secondary routes had been Trunk Roads and generally they followed the routes of these Trunk Roads, albeit with a different numbering system. However, some National Primary and Secondary routes also incorporated Link Roads, after the introduction of the new road numbering system, some Trunk Roads were downgraded to Regional roads, effectively de-trunkedTrunk road#De-trunking, Ireland
17.
History of roads in Ireland
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The first routes in Ireland were prehistoric trackways, some of which were later developed into roads suited for wheeled vehicles. Many of Irelands minor roads “may well have had their origin in pre-existing paths and trackways aligned in direct response to the physical environment. ”Traces of these evolved roads which developed over long periods. The routes of such roads usually followed the natural landscape, following the tops of ridges and crossing rivers, there is almost no evidence that large roads were constructed in Ireland during the Stone Age. However, a large oval henge enclosure, thought to date from c.2500 BC may possibly have had an ancient roadway associated with it. The henge was discovered at the Hill of Tara archaeological complex in geophysical surveys carried out between 1999 and 2001 and it is unlikely that any roadway from this period would have been used as a transport route. Excavations carried out at Edercloon, Co, Longford in advance of road construction discovered a dense network of wooden trackways and platforms, which were constructed from the Neolithic to the early medieval period. Wheeled vehicles with solid wooden disc-wheels were introduced into northern Europe around 2000 BC. C, an Early Bronze Age trackway, from shortly after 2000 BC, was found at Ballykillen Bog, near Edenderry, Co. It may have designed to carry disc-wheeled vehicles. A one kilometre section of a trackway, three feet wide, was surveyed at Corlona Bog in Co. The trackway was dated to approximately 1500 BC but its narrow width makes it unlikely that it was used by wheeled vehicles, similar wooden trackways and roads are known from all over Ireland from the Late Bronze Age. Antrim was seven feet wide and made from oak beams and planks, archaeological excavations have found some roads built with stone in the Irish Iron Age. Ireland was never part of the Roman Empire and, therefore, generally, most surfaced tracks from this period were made with wood and were designed to facilitate travel through bogs. Togher roads, a type of causeway built through bogs, were found in areas of the country. Newly built roads were wide and straight. Many still form the backbone of the current major roads network, the development of roads continued throughout the early 19th century until the arrival of the railways which became the dominant form of land transport from the 1840s-1850s onwards. The development of the combustion engine and of motorised vehicles led to increases in traffic on roads. Irelands roads have continued to develop and improve up to the present day, according to an entry in the Annals of the Four Masters for AD123, there were five principal highways leading to Tara in Early Medieval Ireland. These are their names, Slighe Asail, Slighe Midhluachra, Slighe Cualann, Slighe Mhór, Slighe Mhór is that called Eiscir Riada, i. e. the division line of Ireland into two parts, between Conn and Eoghan Mór
18.
Turnpike trusts
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At the peak, in the 1830s, over 1,000 trusts administered around 30,000 miles of turnpike road in England and Wales, taking tolls at almost 8,000 toll-gates and side-bars. During the early 19th century the concept of the turnpike trust was adopted and adapted to manage roads within the British Empire and in the United States. Turnpikes declined with the coming of the railways and then the Local Government Act of 1888 gave responsibility for maintaining main roads to county councils and county borough councils. The term turnpike originates from the similarity of the used to control access to the road. Pavage grants, originally made for paving the marketplace or streets of towns and these grants were made by letters patent, almost invariably for a limited term, presumably the time likely to be required to pay for the required works. Tudor statutes had placed responsibility on each parish to maintain all its roads and this arrangement was adequate for roads that the parishioners used themselves but proved unsatisfactory for the principal highways that were used by long-distance travellers and waggoners. During the late 17th century, the approach to road maintenance caused acute problems on the main routes into London. As trade increased, the numbers of heavy carts and carriages led to serious deterioration in the state of these roads. A parliamentary bill, presented in 1621/2, proposed to relieve the parishes responsible for part of the Great North Road by imposing a scale of tolls on various sorts of traffic. The revenue from the tolls was to be employed in repairing the road, however, during the following forty years, the idea of making travellers contribute to the repair of roads was raised on several occasions. Then in 1656 the parish of Radwell, Hertfordshire petitioned the quarter sessions for help to maintain their section of the Great North Road, probably as a result of this petition the quarter session justices of Hertfordshire, Cambridgeshire and Huntingdonshire represented the matter to Parliament. The toll-gate erected at Wadesmill became the first effective toll-gate in England, Parliament then gave similar powers to the justices in other counties in England and Wales. An example being the first Turnpike Act for Surrey that in 1696, during the reign of William III, the first scheme that had trustees who were not justices was established through a Turnpike Act in 1707, for a section of the London-Chester road between Fornhill and Stony Stratford. This became the pattern for the turnpiking of a number of highways. The proposal to turnpike a particular section of road was normally a local initiative, the Act gave the trustees responsibility for maintaining a specified part of the existing highway. It provided them with powers to achieve this, the right to collect tolls from those using the road was particularly important, Local gentlemen, clergy and merchants were nominated as trustees and they appointed a clerk, a treasurer and a surveyor to actually administer and maintain the highway. These officers were paid by the trust, trustees were not paid, though they derived indirect benefits from the better transport, which improved access to markets and led to increases in rental income and trade. The first action of a new trust was to erect turnpike gates at which a toll was charged
19.
Road signs in Ireland
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Road signs in the Republic of Ireland mostly differ from the traffic signs used elsewhere in Europe. Directional signage is similar to that of the United Kingdom, but is bilingual, apart from directional signage, the basic prohibitory signs such as no left turn and no right turn are among the few standard signs used in the Republic of Ireland. The most widespread signage, hazard or warning signs, employs the yellow diamond layout used in the United States, Canada, Australia and elsewhere, but nowhere else in Europe. The actual symbols used on warning signs, however, often bear a closer resemblance to those used in the rest of Europe than to those seen in the US. On 20 January 2005, the Republic of Ireland fully adopted metric speed limits, around 35,000 existing signs were replaced and a further 23,000 new signs erected bearing the speed limit in kilometres per hour. To avoid confusion with the old signs, each speed limit sign now has km/h beneath the numerals, Northern Ireland largely conforms to the signage used in the rest of the United Kingdom. In Northern Ireland, speed limit signs are in miles per hour, distances are also displayed in miles on road signs in Northern Ireland. Road signage in Great Britain is prescribed by the Traffic Signs Regulations, Republic of Ireland road signs depict people with realistic silhouettes. Signage in the Republic of Ireland is prescribed under the Traffic Signs Manual 2010, published in late 2010 after a long period of review, this replaced at least one older edition, the Traffic Signs Manual 1996. Older signs appear in secondary legislation, however much of the signage used has never been prescribed for. The TSM itself is not a law, however, signage is meant to be based on the principles in it. It is predominantly copied from the United Kingdom Traffic Signs Manual, itself based on the Traffic Signs Regulations, directional signage in the Republic of Ireland is fairly similar to the United Kingdom design. Place names are listed in Irish in mixed case, followed underneath by the English language equivalent place name in all capital letters. Only the Irish place name is if the sign is in the Gaeltacht. Due to the practice of signposting in both languages, usually a number of destinations will be signposted. If a destination can be reached by following a route which is a spur from that route, also, distances are shown in kilometres. Motorway signs use white text on a blue background, non-motorway national primary routes use white text on a green background, with the specific route number in yellow bold text. Regional and local county roads use black text on white background, Signs to points of interest have white text on a brown background
20.
National primary road
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A national primary road is a road classification in Ireland. National primary roads form the major routes between the urban centres. There are 2649 km of primary roads. This category of road has the prefix N followed by one or two digits, motorways are prefixed M followed by one or two digits. The routes numbered N1–N11 radiate anti-clockwise from Dublin, with those in the range N12–N26 being cross-country roads. Routes numbered N27–N31 are much shorter roads than the majority of the network, they link major pieces of infrastructure to the network, finally, the N40 and the M50 are bypass roads of Irelands two largest cities, Cork and Dublin. National secondary roads are numbered under the scheme with higher numbers. On road signage, destinations served but not on the route in question are listed in brackets, directional road signs on national primary roads are usually in white text on a green background, with the road number in yellow. Signs for roads of different standard are shown using appropriately coloured patches according to a derived from the UKs Guildford Rules. Most national primary roads are of at least wide two lane standard, with sections within Greater Dublin and near the regional cities typically being at least dual-carriageway standard, there are however some narrow two-lane sections remaining. Northern Ireland route sections are in some cases included in a theoretical complete cross-border route – for example the N3 route and these are listed here in brackets for completeness. Sections of some primary roads form part of the European route network. E-route numbers have recently placed on some route confirmation signs on newer sections of some of these roads. From the 1920s through to 1977, Irish roads had been numbered under a system of Trunk Roads, the introduction of a National Route numbering system had been discussed since the late 1960s. Legislation to allow its introduction was passed in 1974, the Local Government Act 1974, the first motorway, the M7 Naas bypass, opened in 1983. The legislative basis for the changed in 1993 with the Roads Act 1993. This act introduced a change, a new body, the National Roads Authority, was set up to manage the national road network. It also made motorways integral parts of routes and introduced the new classifications of Regional road
21.
National secondary road
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A national secondary road is a category of road in Ireland. These roads form an important part of the route network. National secondary roads are designated with route numbers higher than used for primary roads. Routes N51 and higher are all national secondary roads, National secondary roads have a default speed limit of 100 km/h, as along with national primary routes, they fall into the speed limit category of national roads. There are 2657 km of secondary roads in Ireland, making up slightly over 50% of the entire national route network. National secondary routes are more poorly maintained than primary routes. Typically, national roads are of a similar standard or higher than regional roads although some are of lower quality than the better sections of regional roads. Many of them have been resurfaced with higher quality pavements in recent years with smooth surfaces and good road markings. However, road widths and alignments are often inadequate, with many narrow, the former N8 bypass of Mitchelstown was re-classified as the N73 when the Fermoy to Kilbehenny section of the M8 was completed. Most national secondary roads were originally Trunk Roads under the old system of classification in Ireland. In addition, a section of the N60 between Castlebar and Westport became part of the N5, some national secondary roads, though not arterial routes between major cities, connect scenic areas to major population centres. For example, the N59 through County Galway and County Mayo, the N70 road through County Kerry, for this reason, many national secondary roads are well-traveled by tourists. = Junction with road XXXX, e. g. = Junction with N21 road N57 road – Defunct route designation, swinford – Ballina route prior to its redesignation as the N26 National primary road. N64 road – Defunct route designation, oranmore – Claregalway route prior to its redesignation as the N18 National primary road. N79 road – Defunct route designation, enniscorthy – New Ross route prior to its redesignation as the N30 National primary road. I. 209/1994, Roads Act,1993 Order,1994 Roads Act 1993 Order 2006 – Department of Transport - National Roads Authority, National Route Lengths 2007
22.
Regional road (Ireland)
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A regional road in Ireland is a class of road not forming a major route, but nevertheless forming a link in the national route network. There are over 11,600 kilometres of regional roads, Regional roads are numbered with three-digit route numbers, prefixed by R. Until 1977, classified roads in Ireland were designated one of two prefixes, T for Trunk Roads and L for Link Roads. I. Many of the remaining classified roads became Regional roads and their routes were designated under a Statutory Instrument in 1994, the latest SI designating the routes of Regional roads was published in 2012, the Roads Act 1993 Order 2012. Other roads formerly classified as Trunk or Link roads eventually became Local roads, older signs showing the former Trunk and Link road designations are still to be seen in some locations. The L prefix on these signs is not connected to the network of Local roads currently in place, unlike national roads, regional roads are maintained by local county or city councils rather than the National Roads Authority. The vast majority of the road network is made up of single-carriageway roads although some roads are dual-carriageway. Regional roads are subject to a speed limit of 80 km/h. Prior to 20 January 2005, when Ireland adopted metric speed limits, Regional roads, however, pass through towns, villages and built-up areas frequently, so even lower local speed restrictions are often in place. However, certain regional roads, often sections of national roads which have been bypassed by motorways or other road improvements, have speed limits of 100 km/h. The R132 is an example of a Regional road with a 100 km/h speed limit, as of 2009, directional signposting on some regional roads in Ireland remains poor, with even modern signage usually relying on fingerpost signposts located directly at junctions. However, work on improving signposting on regional roads has been continuing since 2003, in 2007, a total of €7 million to continue progress on the regional roads signposting programme, which commenced in 2003 was granted to local authorities. There are some higher-capacity sections of road, most notably the R113 and R445, R132 Swords Inner By-pass. In many other cases, upgraded roads were previously part of a national primary road. In most cases, when a primary road is changed by the creation of a bypass. The current routes of all roads in Ireland – as defined by Statutory Instrument No 54/2012 Order 2012 under the Roads Act 1993 – are listed below. The S. I. North Circular Road, Dublin Blanchardstown – Malahide Road, Dublin Finglas – Killester, Dublin Finglas – Kilbarrack, Dublin Dublin – Howth, Dublin Sutton – Malahide – Swords, Co. Louth Chapelizod – Wolf Tone Quay, Dublin St Stephens Green – Red Cow, Dublin Conyngham Road – Beach Road, Sandymount, Dublin Chapelizod – Churchtown – Mount Merrion, Dublin Dublin – Rathfarnham – Brittas, Co
23.
Local roads in Ireland
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A local road in the Ireland is a public road not classified as a national primary road, national secondary road, or regional road but nevertheless forming a link in the national network of roads. Local roads are numbered with four- or five-digit route numbers, prefixed by L, until 1977, roads in Ireland were designated with one of two prefixes, T for trunk roads and L for link roads. Older signs showing the former trunk and link road designations may still be seen in some locations, the L- prefix for link road on these signs does not stand for local road. I. Many of the remaining classified roads became regional roads and their routes were designated under a Statutory Instrument in 1994. All other public roads, except motorways, became local roads under the 1993 Act which states that a road, other than a national road or a regional road. Local roads vary greatly in quality, from wide urban streets to very narrow, rural lanes, there are three types of local road, local primary, local secondary and local tertiary. Local roads are subject to a speed limit of 80 kilometres per hour or 50 km/h in built-up areas. The Roads Act 1993 gives local authorities the duty to assign a number or other identifying mark to each road in respect of which it has responsibility. Local road numbers have been used for administrative purposes since the Act came into effect, most road-maps do not show local road numbers, although some are marked on OpenStreetMap. Local roads are classified by the authority for the area as local primary. The local primary roads are numbered from L1000 - L4999, local secondary roads are numbered from L5000 - L8999. Local tertiary roads are numbered from L10001 - L89999, with the first four digits representing the primary or secondary road to which it is connected. Local tertiary roads which are unrelated to a primary or secondary road are numbered from L90000 upwards. Local roads are divided into segments of two to three kilometres maximum, for this reason they serve a limited function as the applicable L road number generally ends at junctions with other local roads. The numbering systems are not widely known to the public, however, unlike national and regional roads in Ireland, local road numbers are unique within each administrative county, but are not unique nationwide. For example, there is an L1001 in Kilcroney, Bray, another in Inch, County Wexford, another L1001 in County Limerick, there are various unrelated roads numbered L1002 across County Kildare, County Meath, and County Wexford. Roads in Ireland Roads in Northern Ireland Motorways in the Republic of Ireland History of Roads in Ireland Trunk Roads in Ireland Transport in Ireland
24.
Motorways in the Republic of Ireland
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In Ireland, the highest category of road is a motorway, indicated by the prefix M followed by one, two or three digits. The Motorway network predominantly consists of dual carriageways primarily focused around Dublin. Planned new road construction will lead to almost 1,100 kilometres of motorway by 2035. Motorways in Ireland have a set of restrictions, which prohibit certain traffic from using the road, for more on motorway specification in general, view this motorway article. Motorways in Ireland are generally constructed to high-quality dual carriageway standard – with sightlines, curves, until recently, all motorways were built with wide medians in the centre, which typically have a wire or steel barrier. The more recent schemes have narrow medians, only 3 metres in width, with a barrier in the middle. Ireland has only an amount of D3M. The M50 is the most notable example, having been upgraded in parts from a two-lane motorway, apart from terminal junctions, motorways can only be accessed using grade-separated junctions. These typically take the form of roundabout interchanges for higher-capacity junctions, a number of other types of junction are also used on the motorway network. The M4/M6 and M7/M9 junctions use a variant of the interchange while the M50/N7. Motorways in Ireland include several safety features not found on other classes of road, the most notable include the presence of a continuous hard-shoulder, use of crash barriers, superior lighting and provision of emergency phones at regular intervals. Some motorway schemes include deflectors to provide protection at interchanges, Motorway signage in Ireland is blue, and is similar in design to UK signage. Route numbers use the Motorway font, and text uses an Irish variant of the Transport Medium typeface, in Ireland all motorways form part of a national route. The M50 was the motorway that initially did not form part of an existing national primary route. In most cases, motorways have been built as a by-pass of a road forming the national road. The by-passed roads are then generally reclassified as regional roads, under Irish legislation, motorways are sections of roads with special regulations and they are signposted with the M prefix to indicate that they are under motorway regulations. The following table shows a list of currently open in Ireland. In 1983, the first sections of Irish motorway were opened, a section of M7 bypassing Naas
25.
United States Numbered Highway System
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The United States Numbered Highway System is an integrated network of roads and highways numbered within a nationwide grid in the contiguous United States. The route numbers and locations are coordinated by the American Association of State Highway, the only federal involvement in AASHTO is a nonvoting seat for the United States Department of Transportation. Generally, north-to-south highways are odd-numbered, with lowest numbers in the east, the area of the thirteen states of the United States. Similarly, east-to-west highways are typically even-numbered, with the lowest numbers in the north, where roads were first improved most intensively, major north–south routes have numbers ending in 1 while major east–west routes have numbers ending in 0. Three-digit numbered highways are spur routes of parent highways but are not necessarily connected to their parents, some divided routes exist to provide two alignments for one route, even though many splits have been eliminated. Special routes, usually posted with a banner, can provide various routes, such as an alternate, bypass or business route, Routes were designated, auto trails designated by auto trail associations were the main means of marking roads through the United States. In 1925, the Joint Board on Interstate Highways, recommended by the American Association of State Highway Officials, after several meetings, a final report was approved by the U. S. Department of Agriculture in November 1925. They received complaints from across the country about the assignment of routes, so the Board made several modifications, as a result of compromises made to get the U. S. Highway System approved, many routes were divided, with alignments to serve different towns. In subsequent years, AASHTO called for such splits in U. S, expansion of the system continued until 1956, when the Interstate Highway System was formed. After construction was completed, many U. S, Routes were replaced by Interstate Highways for through traffic. Highways still form many important regional connections, and new routes are still being added, Routes do not have a minimum design standard, unlike the later Interstate Highways, and are not usually built to freeway standards. Many are designated using the streets of the cities and towns through which they run. New additions to the system, however, must substantially meet the current AASHTO design standards, as of 1989, the United States Numbered Highways system has a total length of 157,724 miles. Except for toll bridges and tunnels, very few U. S. AASHTO policy says that a road may only be included as a special route. U. S. Route 3 meets this obligation, in New Hampshire, but US Routes in the system do use parts of four toll roads, US51 uses part of the Jane Addams Memorial Tollway in Illinois, the old road is Illinois Route 251. US278 uses the tolled Cross Island Parkway in South Carolina, US412 uses the Cimarron Turnpike in Oklahoma, the old road is US64. US412 also uses the Cherokee Turnpike in Oklahoma, the old road is Alternate US412, Routes follow a simple grid in the contiguous United States, in which odd-numbered routes run generally north to south and even-numbered routes run generally east to west
26.
Interstate Highway System
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The Dwight D. Eisenhower National System of Interstate and Defense Highways is a network of controlled-access highways that forms a part of the National Highway System of the United States. The system is named for President Dwight D. Eisenhower, who championed its formation, construction was authorized by the Federal Aid Highway Act of 1956, and the original portion was completed 35 years later, although some urban routes were cancelled and never built. The network has since been extended and, as of 2013, as of 2013, about one-quarter of all vehicle miles driven in the country use the Interstate system. In 2006, the cost of construction was estimated at about $425 billion, the nations revenue needs associated with World War I prevented any significant implementation of this policy, which expired in 1921. In the plan, Mehren proposed a 50, 000-mile system, the system would include two percent of all roads and would pass through every state at a cost of $25,000 per mile, providing commercial as well as military transport benefits. As the landmark 1916 law expired, new legislation was passed—the Federal Aid Highway Act of 1921 and this new road construction initiative once again provided for federal matching funds for road construction and improvement, $75 million allocated annually. The Bureau of Public Roads asked the Army to provide a list of roads that it considered necessary for national defense. A boom in construction followed throughout the decade of the 1920s. As automobile traffic increased, planners saw a need for such a national system to supplement the existing, largely non-freeway. By the late 1930s, planning had expanded to a system of new superhighways, in 1938, President Franklin D. Roosevelt gave Thomas MacDonald, chief at the Bureau of Public Roads, a hand-drawn map of the United States marked with eight superhighway corridors for study. He recognized that the system would also provide key ground transport routes for military supplies. The publication in 1955 of the General Location of National System of Interstate Highways, informally known as the Yellow Book, assisting in the planning was Charles Erwin Wilson, who was still head of General Motors when President Eisenhower selected him as Secretary of Defense in January 1953. The Interstate Highway System was authorized on June 29,1956 by the Federal Aid Highway Act of 1956, popularly known as the National Interstate, three states have claimed the title of first Interstate Highway. Missouri claims that the first three contracts under the new program were signed in Missouri on August 2,1956, the first contract signed was for upgrading a section of US Route 66 to what is now designated Interstate 44. On August 13,1956, Missouri awarded the first contract based on new Interstate Highway funding, kansas claims that it was the first to start paving after the act was signed. Preliminary construction had taken place before the act was signed, the state marked its portion of I-70 as the first project in the United States completed under the provisions of the new Federal-Aid Highway Act of 1956. The Pennsylvania Turnpike could also be considered one of the first Interstate Highways, on October 1,1940,162 miles of the highway now designated I‑70 and I‑76 opened between Irwin and Carlisle. The Commonwealth of Pennsylvania refers to the turnpike as the Granddaddy of the Pikes, October 12,1979, The final section of the Canada to Mexico freeway Interstate 5 is dedicated near Stockton, California
27.
China National Highways
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The China National Highways are a series of trunk roads across mainland China. Although they are called highways, they are not necessarily freeways, however, like expressways, a toll is sometimes charged. Although an accepted speed limit on China National Highways is 100 km/h, in addition there is a notable shortage of traffic police in mainland China. Nationwide highways often begin with the letter G, followed by three numerals, e. g. G107 and it is said that the G stands for 国家, or national. The numbering of the highways is as follows, Five vertical and seven horizontal main routes were labelled in the former 000 series, although these have been deprecated in favour of the NTHS system. Highways in the 200 series stretch from north to south, Highways in the 300 series stretch from east to west, in major cities, there is usually a gap in the road within the city. The building of highways is seen as key to accelerating infrastructure construction, the nations highway density has now reached 19.5 km per 100 km2. Half of the projects are already completed, in 2013 the Ministry of Transport announced the National Highway Network Planning, which will bring the total number of highways to 119, with 81 connecting highways between them. The total mileage will be increased to 265,000 km, with increased focus on the western, Highways listed in red were planned but never built, or have been abandoned or redesignated. Those listed in yellow are currently partially finished and those listed in grey are under construction or still in planning. Note,000 Series China National Highways pointed to five specific vertical routes, routes ending in 0 were north-south routes, routes ending in 5 were east-west routes. The new system with two to four numbers that indicate the NTHS system is now in use instead of the 000 Series, for the expressways new numbering system, see Expressways of China. It seems that the old 0xx numbers are still signposted using the format GZxx, e. g. in the Qinghai province, Expressways of China Transport in China Tarim Desert Highway Karakoram Highway Ministry of Transport China Highway & Transportation Society China Highway Network
28.
Expressways of China
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The expressway network of China is an integrated system of national and provincial-level expressways in China. It is the worlds largest expressway system by length, having surpassed the length of the American Interstate Highway System in 2011. Between the end of 2014 and 2015, the length of the network grew from 111,950 kilometres to 123,000 kilometres meaning 11,050 kilometres of expressway were built in 2015 alone. This backbone is known as the 71118 network, in addition, the provincial-level divisions of China each have their own expressway systems. Expressways in China are a recent addition to the transportation infrastructure in the country. Previously, the road network consisted of a system of at-grade China National Highways. Chinas first expressway, the Shanghai–Jiading Expressway, opened in October 1988 and this 17.37 kilometres expressway now forms part of Shanghais expressway network. The early 1990s saw the start of the countrys massive plan to upgrade its network of roads, in 1999, the length of the network exceeded 10,000 kilometres in length. Many of the major expressways parallel routes of the older China National Highways, prior to the 1980s, freight and passenger transport activities were predominantly achieved by rail transport rather than by road. The 1980s and 1990s saw a trend toward roads as a method of transportation. In 1978, rail transport accounted for 54. 4% of the freight movement in China. By 1997, road transports share of freight movement had increased to 13. 8% while the railways share decreased to 34. 3%. Similarly, roads share of transport increased from 29. 9% to 53. 3% within the same time period. The shift from rail to road can be attributed to the development of the expressway network in China. On 7 June 1984, Chinas expressway ambitions began when construction of the Shenyang–Dalian Expressway began between the cities of Shenyang and Dalian, the expressway is now part of the longer G15 Shenyang–Haikou Expressway. Later that year, construction began on the Shanghai–Jiading Expressway in the city of Shanghai, the Shanghai–Jiading Expressway opened on 31 October 1988, becoming the first completed expressway in China. This replaced the proposal for five north-south and seven east-west core routes. The total costs of the expressway network are estimated to be 2 trillion yuan
29.
National Highway (India)
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The national highways network of India is a network of highways that is managed and maintained by agencies of the Government of India. These highways measured over 100,087 km as of June 2016, out of 1,00,087 km of national highways 26,200 plus km are at least 4 laned with the remaining 50,000 km 2 laned. Indian government has set itself a target of construct and upgrade 30 km of highway per day from 2017, the highways do not have shoulder lanes. The speed on highway is mostly unregulated and is slowed by heavy trucks in middle lanes. The highways are used by pedestrians and cyclists creating dangerous situations. The National Highways Authority of India is the agency responsible for building, upgrading and maintaining most of the national highways network. It operates under the Ministry of Road Transport and Highways, the National Highways Development Project is a major effort to expand and upgrade the network of highways. NHAI often uses a public-private partnership model for development, maintenance. While national highways constitute 1. 7% of Indian roads, they carry 40% of the traffic, the majority of existing national highways are two-lane roads, though much of this is being expanded to four-lanes, and some to six or more lanes. Some sections of the network are toll roads, over 30,000 km of new highways are planned or under construction as part of the NHDP, as of 2011. This includes over 2,600 km of expressways under construction, India has 100,087 km of national highways connecting all the major cities and state capitals as of June 2016. National highways comprise 1. 7% of Indias total road network, most of them have two lanes. About 26,000 km have been widened to four lanes with two lanes in each direction as of May 2016, only a few national highways are built with cement concrete. As of 2010,19,064 km of highways were still single-laned roads. The government is working to ensure that by December 2014 the entire national network consists of roads with two or more lanes. India has the distinction of having the worlds second highest-altitude motor highway— Leh-Manali Highway, connecting Shimla to Leh in Ladakh, National highways form the economic backbone of the country and have often facilitated development along their routes, and many new towns have sprung up along major highways. Highways also have large numbers of small restaurants and inns along their length and they serve popular local cuisine and serve as truck stops. Ministry of Road Transport and Highways, Government of India adopted a new systematic numbering of highways in April 2010
30.
Expressways in India
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Expressways are the highest class of roads in the Indian road network. They are six or eight-lane controlled-access highways where entrance and exit is controlled by the use of slip roads, currently, approximately 1,455.4 km of expressways operational in India. The National Highways Development Project by Government of India aims to expand the highway network, National Expressways Authority of India operating under the Ministry of Road Transport and Highways will be in-charge of the construction and maintenance of expressways
31.
Route nationale
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A route nationale, or simply nationale, is a trunk road in France. Trunk roads in France are important roads which cross broad portions of the French territory and their use is free, except when crossing certain structures subjected to toll. They are open to all vehicles, except on certain sections having the status of motorway, France currently has 30,500 km of nationales and publicly owned motorways. By comparison, routes départementales cover a distance of 365,000 km. The main trunk road network reflects the tradition of France. Indeed, trunk roads begin on the parvis of Notre-Dame of Paris at Kilometre Zero, to ensure an effective road network, new roads not serving Paris were created. The system dates back to December 16,1811, when Napoleon designated a number of routes impériales, first class routes were numbered from 1 to 14, all began at Paris, radiating out in a clockwise manner. Route 1 ran from Paris north to Calais, and is still the general path of route nationale 1, second class routes, from 15 to 27, did the same, while third class routes from 28 to 229 provided less major connections. During the Bourbon Restoration, in 1824, these routes were renamed routes royales, route 3, Paris to Hamburg via Soissons, Reims and Liège, was renumbered to 31 and 51, and the subsequent routes were shifted down by one. Routes 19 and 20 were completely outside the post-Napoleon France, in 1830 the highways were renamed routes nationales. In 2006 the French Government downgraded a number of the routes nationales to departmental status
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National roads in Poland
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National road in Poland refers to a public trunk road controlled by the Polish central government authority, the General Directorship of National Roads and Motorways. Other types of roads in Poland are under the control of entities at voivodeship, powiat and gmina levels, voivodeship roads, powiat roads, since 1 January 2014, there are new national roads,89,95,96 and 97. In 2011 the total length was 18,801 km, according to national roads state report of 2008 by GDDKiA 1/4 of national roads are capable of handling 11,5 tonnes per axle loads. Due to new regulation of General Director of National Roads and Motorways there is no national road 69. Polish national roads network consist of following roads, as of July 22,2016, Highways in Poland Transport in Poland Map of national roads in Poland
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Swedish national road 73
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Swedish national road 73, Nynäsvägen, is a Swedish national road in Sweden between Stockholm and Nynäshamn. At Gubbängen junction goes beneath county road 229, continues past Farsta, the road is a motorway between Stockholm and Västerhaninge. The stretch between Västerhaninge and Nynäshamn is being built to a motorway as well, construction began on September 1,2005 and is expected to be finished in 2009. The bridges for road 73 between Fors and Nynäshamn were designed by Erik Andersson, vägverket – Väg 73, Nynäsvägen — Swedish Road Administration page regarding the rebuilding of the southern part of the road
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International E-road network
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The international E-road network is a numbering system for roads in Europe developed by the United Nations Economic Commission for Europe. The network is numbered from E1 up and its roads cross national borders and it also reaches Central Asian countries like Kyrgyzstan, since they are members of the UNECE. European main international traffic arteries are defined by ECE/TRANS/SC. 1/384 which consider three types of roads, motorways, express roads, and ordinary roads, in most countries, roads carry the European route designation beside national road numbers. Other countries like Belgium, Norway and Sweden have roads with exclusive European route signage, while at the end of the scale. Denmark uses exclusive European routes, but uses also formal names for every motorway, other continents have similar international road networks, e. g. the Pan-American Highway in the Americas, the Trans-African Highway network, and the Asian Highway Network. UNECE was formed in 1947, and their first major act to transport was a joint UN declaration no. 1264, the Declaration on the Construction of Main International Traffic Arteries, signed in Geneva on September 16,1950, originally it was envisaged that the E-road network would be a motorway system comparable to the US Interstate Highway System. The AGR last went through a change in 1992 and in 2001 was extended into Central Asia to include the Caucausus nations. There were several revisions since, last in 2008. The route numbering system is as follows, Reference roads and intermediate roads, north-south routes have odd numbers, east-west routes have even numbers. Numbers count upward from west to east and from north to south, with some exceptions, branch, link and connecting roads, called Class-B roads, have three-digit numbers above 130. Reference roads are roads numbered 5-95 ending with 0 or 5 or having odd numbers 101-129 and they generally go across Europe and are usually several thousand kilometres long. North-south reference roads have numbers that end with the digit 5 from 5 to 95, or odd numbers from 101 to 129, east-west reference roads have two-digit numbers that end with the digit 0, increasing from north to south. Intermediate roads are roads numbered 1 to 99 that are not reference roads and they are usually considerably shorter than the reference roads. They have numbers between those of the roads between which they are located. Like reference roads, north-south intermediate roads have odd numbers, east-west roads have even numbers, north-south Class-A roads located eastwards of road E99 have three-digit odd numbers from 101 to 129. Other rules for Class-A roads above apply to these roads, Class-B roads located eastwards of E101 have 3-digit numbers beginning with 0, from 001 to 099. In the first established and approved version, the numbers were well ordered
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European route E4
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European route E4 passes from north to south through Sweden from the border with Finland, with a total length of 1,590 kilometres. The Finnish part lies entirely within Tornio in northern Finland, and is only 1 kilometre long, in particular, it is the mainline road used by most vehicle traffic, both personal cars and freight trailers, between the north and southern Sweden or beyond. From Haparanda on the Finnish border, it stretches south along the Gulf of Bothnia to Gävle and it ends in Helsingborg in Sweden, at the port for the ferry to Elsinore in Denmark. Besides the signs along the road, there are thousands of signs, especially in cities, the road is now fully authorized as E4 by the relevant authority, not as E55. North of Gävle the road is of mixed standard, from Sundsvall and further north, the road passes through most larger cities as city streets. South of Gävle, the road becomes an almost continuous motorway, with the only non-motorway part being a 32 km long section past Ljungby, upgrade to motorway standard will start in 2017. With the exception of the Ljungby bypass, the stretch of the motorway to be opened was the road between Uppsala and Mehedeby, which was inaugurated on October 17,2007. South of Gävle, the limit is 110 km/h on 60% and 120 km/h on 30% of the road. North of Gävle there are varying speed limits, with 90 km/h,100 km/h and 110 km/h as the most common, the speed limits on the main roads in Sweden were changed on many stretches in October 2008, which saw the introduction of the 120 km/h limit. The E4 is the fastest road to go from Germany/Denmark to areas north of the Arctic Circle, including places in Norway such as Tromsø or the North Cape
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European route E6
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European route E6 is the main north-south road through Norway, and the west coast of Sweden. It is 1,295 mi long and runs from the tip of Sweden at Trelleborg, into Norway and through almost all of the country north to the Arctic Circle. The route ends in Kirkenes close to the Russian border, from south to north, E6 runs through Trelleborg, Malmö, Helsingborg, Halmstad, Gothenburg, Svinesund in Sweden, before crossing the border at the Svinesund Bridge into Norway. It then passes Halden, Sarpsborg, Moss to the capital Oslo, north of this, it passes by Gardermoen, Hamar, Lillehammer, Dombås, Oppdal, Melhus to Trondheim. Beyond Trondheim, the E6 meets Stjørdal, Verdal, Steinkjer, Grong, Mosjøen, Mo i Rana, Saltdal, Fauske and Hamarøy towards Bognes, where there is a ferry crossing over the Tysfjorden to Skarberget. It then runs through on via Narvik, Setermoen, Nordkjosbotn, Skibotn and Alta to Olderfjord, the E6, meanwhile, turns south towards Lakselv and Karasjok, then runs on the west bank of the Anarjohka, which forms the border with Finland. Beyond the border, it passes through Varangerbotn, and Kirkenes, between Trelleborg and Kirkenes, there is a more than 800 km shorter route using E4 and E75, among the longest detour any European route has. In Finnmark there are several alternative routes to the E6. The road is a 2+2 lane motorway from outside Trelleborg to Kolomoen south of Hamar, the Swedish E6 motorway and the Norwegian motorway up to Kolomoen were completed in 2015. This motorway is connected to central Europe by uninterrupted motorway. Some stretches further north also have four lanes or motorway standard, the rest of the road is ordinary road, usually 6–10 m wide. Some parts in the north of Norway are less than 6 m wide and it is also often very curvy, at least on the northern half, north of Trondheim. E6 passes over mountain passes in a few places in Norway. In the winter, bad weather and snow storms can mean the road is closed, though unlike many minor roads. Because the road is the main artery through the country, cyclics and leisure travellers avoid the southern sections owing to the excessive traffic and this road was called E6 in the old E road system before 1985 and previously continued to Rome. It was given the number E47 in the new system on most of the Scandinavian part, after a political negotiation all of the Scandinavian part was given the number E6 also in the new system which was introduced in Scandinavia 1992. The E6 became 4-lane motorway all the way Trelleborg–Oslo in 2015, the new Svinesund Bridge opened in 2005, replacing an earlier and narrower bridge that opened in 1946. Media related to European route E6 at Wikimedia Commons E6 through Sweden and Norway travel guide from Wikivoyage
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European route E10
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European route E10 is the second shortest Class A road which is part of the International E-road network. It begins in Å, Norway and ends in Luleå, Sweden, the road is about 850 km in length. The Norwegian part of the road is also named Kong Olav Vs vei, the road follows the route Å – Leknes – Svolvær – Gullesfjordbotn – Evenes – Bjerkvik – Kiruna – Töre – Luleå The entire road is paved and two-lane. It has a 90 or 110 km/h speed limit in Sweden, in Norway the road is much more twisting than in Sweden, and around 6-7,5 m wide usually with a speed limit of 80 km/h. New sections have been built 7.5 m wide the last 15 years,6 m width makes encounters between heavy vehicles tight. The last 50 km near Å the road is less than 6 m wide. Buses and caravans should avoid driving here, but many of them do so anyway, the name E10 was given in 1992. Before 1985, E10 was the name of the road Paris-Brussels-Amsterdam-Groningen, in 2007, the road near Lofoten was shortened by about 30 km, and the ferry-service was bypassed for E10, with the opening of Lofast, which is a new road between Fiskebøl and Gullesfjordbotn. At the end of 2007, the E10 has 18 tunnels totalling 20.4 km, all in Norway
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European route E12
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European route E12 is a road that is part of the International E-road network. It begins in Mo i Rana, Norway, transverses Sweden and ends in Helsinki, Finland, the part within Finland is Finnish national highway 3. The road is about 910 km in length, the road follows the route, Mo i Rana – Storuman, Sweden – Lycksele, Sweden – Umeå, Sweden – Holmsund, Sweden – – Vaasa, Finland – Tampere, Finland – Hämeenlinna, Finland – Helsinki. The ferry line has one departure per day and it risks being cancelled because a commercial company operates it, and it is unprofitable because of low passenger figures. There is no government support, only domestic connections can get it, however, the city of Vaasa supports the ferry route. The European route E12 from Mo i Rana to Vaasa is known also as the Blue Highway, Norway Mo i Rana - Umbukta Sweden Stoiumans - Storuman - Umeå - Holmsund Gap Holmsund - Vaasa Finland Vaasa port - Vaasa Vaasa - Tampere - Akaa -Helsinki
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European route E14
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European route E14 is a road part of the International E-road network. It begins in Trondheim, Norway and ends in Sundsvall, Sweden, the road is 461 kilometres in length. The road follows the route Trondheim - Storlien – Östersund – Sundsvall, just east of Trondheim, the road goes through the 3, 928-metre long Hell Tunnel. After crossing the border from Norway it runs through the mountainous western Jämtland County of Sweden, media related to E14 at Wikimedia Commons
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European route E18
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European route E18 runs from Craigavon in Northern Ireland in the United Kingdom to Saint Petersburg in Russia, passing through Scotland, Norway, Sweden, and Finland. It is about 1,890 kilometres in length, the route starts in Northern Ireland and runs from Craigavon – Belfast – Larne, then to Scotland, Stranraer, Dumfries and Galloway – Gretna – then England via the – Carlisle to Newcastle. Like all European routes, it is not signposted as such in the United Kingdom, the route continues as a motorway from Kristiansand in Norway. E18 is connected with the E39 Ferry to Denmark, the ferry runs from Kristansand to Hirtshals, takes about 3 hours and 15 minutes, and is operated by Color Line. In Norway and Sweden the E18 runs Kristiansand – Arendal – Porsgrunn – Larvik – Sandefjord – Tønsberg – Horten – Drammen – Oslo – Ås – Askim – Karlstad – Örebro – Västerås – Stockholm/Kapellskär, the length is 415 km in Norway and 510 km in Sweden. The E18 is motorway on 190 km in Norway and 245 km in Sweden, there are long term plans until around 2030-2040 to build motorways on all remaining parts of E18 in Norway and Sweden except between Ørje and Segmon. A flyover carrying the E18 Holmestrand bypass, opened in 2001, partially collapsed in February 2015 following a landslip, the connection over the Baltic Sea from Sweden to Turku/Naantali Finland is by cruiseferries operated by Silja Line and Viking Line. It is also possible to take a route to Helsinki. In Finland the E18 goes from Åland through southern Finland by way of Turku/Naantali – Salo – Vihti – Espoo – Porvoo – Loviisa – Kotka – Hamina – Vaalimaa till the border with Russia. Crossing the border to Russia used to often require queuing as the volume of traffic using it increased, the situation has since 2009 improved thanks to increased capacity, and a new parking lot constructed by 2016 is expected to solve the problem for good. In Russia, E18 goes along the M10 highway from Finnish border to Saint Petersburg, the stretch of M10 between Saint Petersburg and the Finnish border will be redesignated to A181 by 2018. The route runs through northwestern Leningrad Oblast and mostly through sparsely populated areas, since 2003, after opening of Vyborg bypass E18 does not go through Vyborg, though previously it did. Near Saint Petersburg the route runs through suburbs, such as Sestroretsk, E18 terminates at the western border of Saint Petersburg. There are plans to expand the road from one to three lanes in each direction because of the volume of traffic. In 2012 the highway will be connected with the Western Rapid Diameter near Beloostrov by expanded existing junction of M10 with the Zelenogorsk highway and it is likely to be a new terminus of E18. Media related to E18 at Wikimedia Commons Queue situation at the Finnish/Russian border
41.
European route E20
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The European route E20 is part of the United Nations International E-road network. It runs roughly west–east through Ireland, the United Kingdom, Denmark, Sweden, Estonia, the road is not continuous, at three points, a sea crossing is required. Roll-on/roll-off ferries make the crossings from Dublin to Liverpool and from Stockholm to Tallinn, no vehicle-carrying vessels traverse the North Sea from Kingston-upon-Hull to Esbjerg. The initial section of the E20 from Shannon Airport to Dublin via Limerick is approximately 228 km long and is partially signed. The section from Shannon Airport to east of Limerick is mainly dual carriageway, the Shannon Tunnel, opened on 16 July 2010, completed the bypass of Limerick. The section from Limerick to Naas is motorway, and the section from Naas to Dublin is dual carriageway. A ferry must be used from Dublin to Liverpool, E20 follows the A5080 from Liverpool to Huyton, the M62 from Huyton to South Cave, and the A63 from South Cave to Kingston upon Hull. The route length across the UK is 205 km in total, there is no ferry between Kingston upon Hull and Esbjerg, but Immingham is 48.3 km/30 mi from Kingston upon Hull with ferries to Esbjerg with DFDS Seaways. Alternative ferries are available from Harwich but that is 350 km/220 mi from Kingston upon Hull, in Denmark E20 is a motorway from Esbjerg to the Oresund Bridge. The length of the Danish part is 315 km and it passes along the Great Belt Bridge which consists of two parts of 6 +6 km. The Great Belt Bridge and Oresund Bridge are tolled, both more than €30. The Oresund Bridge is 8 km and there is a 4 km tunnel on the Danish side of the Sund, the road crosses the border between DK/S on the bridge. Between Køge and Copenhagen the road has three E-road numbers, in Sweden, E20 is a motorway from the Øresund Bridge in Malmö to Nääs 30 km east of Gothenburg, a 320 km long motorway. Furthermore, it is a motorway most of the route from Vretstorp to Stockholm, the Swedish part of E20 is 770 km long. Its extent is shared with E6 along a 280 km long stretch, with E18 along 50 km, the part through Stockholm has very heavy traffic, including the most heavily trafficked road in Scandinavia, Essingeleden. There is often congestion on this stretch, a new tunnel for route E20, Norra länken, was built north of the inner city, opened 30 November 2014. The planned Förbifart Stockholm bypass will divert traffic from Essingeleden, between Stockholm and Tallinn a car ferry departs daily, taking 15 hours. The port in Stockholm is located at Lilla Värtan, about 4 km northeast of the core of the city
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European route E22
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The European route E22 is one of the longest European routes. It has a length of about 5,320 km, many of the E-roads have been extended into Asia since the year 2000, the E22 was extended on 24 June 2002. The best alternative is Kingston upon Hull–Rotterdam, the E22 would then use the planned tunnel under the Elbe at Drochtersen. Trelleborg - Malmö - Lund - Kristianstad - Sölvesborg - Karlshamn - Karlskrona - Kalmar - Norrköping - In Sweden, there is currently no ferry across the Baltic Sea between Norrköping and Ventspils. The best ferry alternative is from Nynäshamn to Ventspils, the line is run by Scandlines. Google Maps shows the E22 to use the ferry, but that is wrong, both routes are visible in Google Streetview. A much used shortcut is Izhevsk - Votkinsk - Perm, between Perm and Ishim, the E22 follows the Trans-Siberian Railway. Unece, Route of E22 E22 route near Jūrmala, Latvia
43.
European route E45
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The European route E45 goes between Sweden and Italy, through Denmark, Germany and Austria. With a length of about 4,920 kilometres, it is the longest north-south European route, the Swedish government proposed the extension in 2005 and did not include the Finnish road in the proposal, which was accepted as it was. This extended the length of the route by about 1,690 km, the signs of road 45 was changed to E45 during the summer of 2007. The E45 has now no other national number, in Sweden the road is called Inlandsvägen. The E45 in Sweden is mostly an ordinary road, the E45 is a motorway for 6 km together with the E18 south of Grums. Between Säffle and Trollhättan several parts of it is 2+1 road with a middle barrier, between Trollhättan and Surte there is a 52 km long motorway, finished in 2012. Between Surte and Gothenburg there is a 17 km road designed equivalently to a motorway, the exception is that there are two gaps in the Trollhättan–Surte motorway and there are two traffic lights along the Surte–Gothenburg road. The speed limit is usually 100 km/h north of Mora and usually 90 km/h south thereof, there are 27 road crossings or intersections where the Swedish E45 does not follow the straight direction. There are 26 level crossings with railways, the ferry Gothenburg–Frederikshavn has about 7 daily departures and takes 2–3½ hours. In Denmark the E45 is a motorway from the south of Frederikshavn to the Denmark–Germany border, the E45 has no other national number. It connects to the E39 and E20 motorways, in 1992 it was renamed from E3 and until 2006, with the extension in Sweden, the northern endpoint was Frederikshavn. The total length in Denmark is 357 km
44.
European route E65
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European route E65 is a north-south Class-A European route that begins in Malmö, Sweden and ends in Chaniá, Greece. The road is about 4,400 km in length, the existing magistral road that goes via Podgorica through the town of Bijelo Polje continues northwards through western Serbia as E763, away from the direction of Pristina. Instead the route needs to turn to the east some 5 km before Bijelo Polje, after that, at Rožaje, the route winds slightly northwards again, goes through western Serbia near Tutin, and then enters Kosovo near Kosovska Mitrovica. Formerly, before 1985, this was the E14, ^ Kosovo is the subject of a territorial dispute between the Republic of Kosovo and the Republic of Serbia. The Republic of Kosovo unilaterally declared independence on 17 February 2008, the two governments began to normalise relations in 2013, as part of the Brussels Agreement. Kosovo has received recognition as an independent state from 111 out of 193 United Nations member states
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