Highway designed for high-speed, regulated traffic flow
El intercambio en forma de hoja de trébol entre la US 131 , M-6 y 68th Street en Cutlerville, Michigan , Estados Unidos, muestra muchas de las características de las autopistas de acceso controlado: rampas de entrada y salida, franjas medianas para el tráfico en sentido contrario, sin intersecciones a nivel y sin acceso directo a las propiedades.Esta señal, o alguna variación de la misma, se utiliza para indicar carreteras de acceso controlado en muchos países.Señalización aérea típica en la red de King's Highway de Ontario que incluye un pictograma de aeropuerto , distancias a los próximos intercambiadores y guía de carriles
Una autopista de acceso controlado es un tipo de autopista que ha sido diseñada para el tráfico vehicular de alta velocidad, con todo el flujo de tráfico (entrada y salida) regulado. Los términos comunes en inglés son freeway ( autopista) , [a] motorway (autopista) , [b] y expressway (autopista) . [c] Otros términos similares incluyen throughway ( vía de paso ) o thruway ( autopista de acceso limitado) [d] y parkway (autopista de aparcamiento) . Algunas de estas pueden ser autopistas de acceso limitado , aunque este término también puede referirse a una clase de autopistas con un aislamiento algo menor del resto del tráfico.
En los países que adhieren a la Convención de Viena , la calificación de autopista implica que está prohibido caminar y estacionar.
Una autopista de acceso totalmente controlado proporciona un flujo de tráfico sin obstáculos, sin señales de tráfico , intersecciones o acceso a la propiedad . No tienen cruces a nivel con otras carreteras, vías férreas o senderos para peatones, que en su lugar se realizan mediante pasos elevados y pasos inferiores . Las entradas y salidas a la autopista se proporcionan en los intercambios mediante vías de acceso (rampas), que permiten cambios de velocidad entre la autopista y las arterias y las carreteras colectoras . En la autopista de acceso controlado, las direcciones opuestas de viaje generalmente están separadas por una franja mediana o una reserva central que contiene una barrera de tráfico o césped. La eliminación de conflictos con otras direcciones de tráfico mejora drásticamente la seguridad, [2] al tiempo que aumenta la capacidad y la velocidad del tráfico.
Las autopistas de acceso controlado evolucionaron durante la primera mitad del siglo XX. Italia fue el primer país del mundo en construir autopistas de acceso controlado reservadas para el tráfico rápido y solo para vehículos motorizados. [3] [4] Italia abrió su primera autostrada en 1924, la A8 , que conecta Milán con Varese . Alemania comenzó a construir su primera autopista de acceso controlado sin límites de velocidad (30 kilómetros [19 mi] en lo que ahora es la A555 , entonces denominada autopista dual ) en 1932 entre Colonia y Bonn . Luego construyó rápidamente el primer [5] sistema nacional de tales carreteras. Las primeras autopistas norteamericanas (conocidas como parkways) se abrieron en el área de la ciudad de Nueva York en la década de 1920. Gran Bretaña, fuertemente influenciada por los ferrocarriles, no construyó su primera autopista , la Preston By-pass ( M6 ), hasta 1958.
Existen varias normas internacionales que ofrecen algunas definiciones de palabras como highways, pero no existe una definición formal de las palabras en inglés como freeway , motorway y expressway , o de las palabras equivalentes en otros idiomas como autoroute , Autobahn , autostrada , autocesta, autoput , que sean aceptadas en todo el mundo; en la mayoría de los casos, estas palabras están definidas por estatutos locales o normas de diseño o tratados internacionales regionales. Las descripciones que se utilizan ampliamente incluyen:
"Autopista" significa una carretera especialmente diseñada y construida para el tráfico automotor que no da servicio a las propiedades que la bordean y que:
Está provista, salvo en puntos especiales o temporalmente, de calzadas separadas para los dos sentidos de circulación, separadas entre sí bien por una franja divisoria no destinada a la circulación o, excepcionalmente, por otros medios;
No cruza a nivel con ninguna carretera, vía férrea o de tranvía, ni con ninguna senda peatonal; y,
Está especialmente señalizada como autopista; [6]
Un símbolo verde o azul (como) aparece en la entrada de las autopistas en los países que siguen la Convención de Viena. Las salidas están marcadas con otro símbolo:.
Las definiciones de “autopista” de la OCDE [7] y PIARC [8] son casi idénticas.
Autopista : Carretera de doble calzada , de acceso limitado , no cruzada en el mismo nivel por otros carriles de circulación , para uso exclusivo de determinadas clases de vehículos de motor.
ITE (incluido CITE )
Autopista : Vía principal dividida con control total de acceso y sin cruces a nivel. Esta definición se aplica tanto a carreteras con peaje como a carreteras sin peaje.
Autopista A : designa las vías con mayor complejidad visual y altos volúmenes de tráfico. Por lo general, este tipo de autopista se encuentra en áreas metropolitanas en el núcleo central o cerca de él y funcionará durante gran parte de las primeras horas de la noche, en su capacidad de diseño o cerca de ella.
Autopista B : Designa todas las demás carreteras divididas con control total de acceso donde se necesita iluminación.
En la Unión Europea , a efectos estadísticos y de seguridad, se podría hacer una distinción entre autopista y vía rápida . Por ejemplo, una arteria principal podría considerarse como:
Carreteras que dan servicio a desplazamientos interurbanos y de larga distancia. Incluye autopistas (urbanas o rurales) y vías rápidas (carreteras que no dan servicio a propiedades limítrofes y que cuentan con calzadas separadas para los dos sentidos de circulación). Las arterias principales pueden atravesar zonas urbanas y dar servicio a desplazamientos suburbanos. El tráfico se caracteriza por altas velocidades y control total o parcial del acceso (intercambios o cruces controlados por semáforos). Otras carreteras que conducen a una arteria principal están conectadas a ella a través de vías colectoras secundarias. [9]
Desde este punto de vista, la definición de CARE sostiene que una autopista se entiende como una
Vía pública con calzadas dobles y al menos dos carriles por sentido. Todas las entradas y salidas están señalizadas y todos los intercambiadores están separados a desnivel. Barrera central o mediana presente en toda la vía. No se permite cruzar, mientras que detenerse solo se permite en caso de emergencia. Acceso restringido a vehículos de motor, prohibido a peatones, animales, bicicletas de pedales, ciclomotores, vehículos agrícolas. La velocidad mínima no es inferior a 50 km/h [31 mph] y la velocidad máxima no es superior a 130 km/h [81 mph] (excepto Alemania, donde no se define ningún límite de velocidad). [9]
Las autopistas están diseñadas para soportar tráfico pesado a alta velocidad con el menor número posible de accidentes. También están diseñadas para recoger el tráfico de larga distancia procedente de otras carreteras, de modo que se eviten conflictos entre el tráfico de larga distancia y el tráfico local. [10] Según la definición europea común, una autopista se define como "una carretera, especialmente diseñada y construida para el tráfico de automóviles, que no da servicio a propiedades limítrofes con ella y que: a) está provista, excepto en puntos especiales o temporalmente, de calzadas separadas para los dos sentidos de circulación, separadas entre sí, ya sea por una franja divisoria no destinada al tráfico, o excepcionalmente por otros medios; b) no cruza a nivel con ninguna carretera, vía férrea o de tranvía, o sendero; c) está especialmente señalizada como autopista y está reservada para categorías específicas de vehículos de motor de carretera". [11] Las autopistas urbanas también se incluyen en esta definición. Sin embargo, las respectivas definiciones nacionales y el tipo de carreteras cubiertas pueden presentar ligeras diferencias en los distintos países de la UE. [12]
Historia
Parte de la carretera AVUS en Berlín , la primera carretera exclusiva para automóviles, [13] [14] [15] [16] [17] que sirvió de inspiración para la autopista de Piero Puricelli de 1924. [18] [19] [20]La Autostrada dei Laghi ("Autopista de los Lagos"; actualmente partes de la Autostrada A8 y la Autostrada A9 ), la primera autopista de acceso controlado jamás construida en el mundo, [3] [4] en 1925, el año siguiente a su inauguración.
La primera versión de las autopistas modernas de acceso controlado evolucionó durante la primera mitad del siglo XX. La Long Island Motor Parkway en Long Island , Nueva York , inaugurada en 1908 como una empresa privada, fue la primera carretera de acceso limitado del mundo. Incluía muchas características modernas, como curvas peraltadas , barandillas y asfalto de hormigón armado . [21] El tráfico podía girar a la izquierda entre la autopista y los conectores, cruzando el tráfico que venía en sentido contrario, por lo que no era una autopista de acceso controlado (o "autopista", como se definió más tarde en el Manual sobre dispositivos uniformes de control del tráfico del gobierno federal ).
Las autopistas modernas de acceso controlado surgieron a principios de la década de 1920 como respuesta al rápido aumento del uso del automóvil , la demanda de un movimiento más rápido entre ciudades y como consecuencia de las mejoras en los procesos, técnicas y materiales de pavimentación. Estas carreteras originales de alta velocidad se denominaban " autopistas duales " y se han modernizado y todavía se utilizan en la actualidad.
Italia fue el primer país del mundo en construir autopistas de acceso controlado reservadas para el tráfico rápido y solo para vehículos motorizados. [3] [4] La Autostrada dei Laghi ("Autopista de los Lagos"), la primera construida en el mundo, que conecta Milán con el lago de Como y el lago Maggiore , y ahora partes de las autopistas A8 y A9 , fue ideada por Piero Puricelli y se inauguró en 1924. [4] Esta autopista, llamada autostrada , contenía solo un carril en cada dirección y sin intercambiadores. La Bronx River Parkway fue la primera carretera en América del Norte en utilizar una franja mediana para separar los carriles opuestos, que se construiría a través de un parque y donde las calles que se cruzaban se cruzaban sobre puentes. [22] [23] La Southern State Parkway se inauguró en 1927, mientras que la Long Island Motor Parkway se cerró en 1937 y fue reemplazada por la Northern State Parkway (inaugurada en 1931) y la contigua Grand Central Parkway (inaugurada en 1936). En Alemania, la construcción de la autopista Bonn-Colonia comenzó en 1929 y fue inaugurada en 1932 por Konrad Adenauer , entonces alcalde de Colonia . [24] La autopista alemana se convirtió en el primer sistema de autopistas a nivel nacional. [25]
En Canadá , la primera precursora con acceso semicontrolado fue The Middle Road entre Hamilton y Toronto , que contaba con un divisor central entre el flujo de tráfico opuesto, así como el primer intercambio en forma de trébol del país . Esta autopista se convirtió en Queen Elizabeth Way , que contaba con un intercambio en forma de trébol y trompeta cuando se inauguró en 1937, y hasta la Segunda Guerra Mundial , contó con el tramo de carretera iluminado más largo construido. [26] Una década después, se inauguró la primera sección de la autopista 401 , basada en diseños anteriores. Desde entonces, se ha convertido en la autopista más transitada del mundo.
La palabra autopista fue utilizada por primera vez en febrero de 1930 por Edward M. Bassett . [27] [28] [29] [30] Bassett argumentó que las carreteras deberían clasificarse en tres tipos básicos: autopistas, avenidas y autopistas. [27] En el sistema de zonificación y derecho de propiedad de Bassett , los propietarios de propiedades adyacentes tienen los derechos de luz , aire y acceso a las carreteras, pero no a las avenidas y autopistas; las dos últimas se distinguen en que el propósito de una avenida es la recreación, mientras que el propósito de una autopista es el movimiento. [27] Por lo tanto, tal como se concibió originalmente, una autopista es simplemente una franja de tierra pública dedicada al movimiento a la que los propietarios de propiedades adyacentes no tienen derechos de luz, aire o acceso. [27]
El cruce de autopistas con otras rutas se logra generalmente con una separación de niveles, ya sea en forma de pasos inferiores o superiores . Además de las aceras (pavimentos) adjuntas a las carreteras que cruzan una autopista, también se pueden proporcionar pasarelas peatonales especializadas o túneles . Estas estructuras permiten que los peatones y ciclistas crucen la autopista en ese punto sin desviarse al cruce de carreteras más cercano.
En los Estados Unidos, los postes de milla suelen empezar en el punto más al sur o al oeste de la autopista (ya sea su terminal o la frontera estatal). California , Ohio y Nevada utilizan sistemas de postmilla en los que los marcadores indican el kilometraje a través de los condados individuales del estado. Sin embargo, Nevada y Ohio también utilizan el sistema de postmilla estándar al mismo tiempo que sus respectivos sistemas de postmilla. California numera las salidas de sus autopistas según un sistema de postmilla, pero no utiliza marcadores de postmilla.
Diagrama que muestra los carriles y el trazado de la carretera (señalización vial irlandesa)
En Europa y algunos otros países, las autopistas suelen tener características similares como:
Una velocidad de diseño típica en el rango de 100 a 130 km/h (62 a 81 mph)
Valores mínimos para radios de curvas horizontales entre 750 y 900 m (2460 y 2950 pies).
Los gradientes longitudinales máximos normalmente no superan el 4% al 5%.
Secciones transversales que incorporan un mínimo de dos carriles de tráfico continuo para cada sentido de circulación, con un ancho típico de 3,50 a 3,75 m (11 pies 6 pulgadas a 12 pies 4 pulgadas) cada uno, separados por una mediana central.
Una zona libre de obstáculos de una longitud de entre 4,5 y 10 m (15 y 33 pies) o, alternativamente, la instalación de sistemas de contención de vehículos adecuados.
Diseño adecuado de intercambios a desnivel para permitir el movimiento de tráfico entre dos o más carreteras en diferentes niveles.
Construcción más frecuente (en comparación con otros tipos de carreteras) de túneles y pasos elevados, lo que requiere equipos y métodos de operación complejos.
Instalación de equipos viales y dispositivos de control de tráfico de alta eficiencia. [32]
Secciones transversales
Las autopistas de dos carriles , a menudo sin dividir, a veces se construyen cuando el volumen de tráfico es bajo o el derecho de paso es limitado; pueden estar diseñadas para una fácil conversión a un lado de una autopista de cuatro carriles. (Por ejemplo, la mayor parte de Bert T. Combs Mountain Parkway en el este de Kentucky es de dos carriles, pero se ha comenzado a trabajar para convertirla en su totalidad en cuatro carriles). A menudo se las llama carreteras de dos carriles . Varias de estas carreteras son famosas por una alta tasa de accidentes letales; un resultado porque fueron diseñadas para distancias de visibilidad cortas (suficientes para autopistas sin tráfico en sentido contrario, pero insuficientes para los años en servicio como carreteras de dos carriles con tráfico en sentido contrario). Un ejemplo de este tipo de "Autopista al infierno" fue la ruta europea E4 desde Gävle a Axmartavlan, Suecia. La alta tasa de accidentes con lesiones personales graves en esa carretera (y otras similares) no cesó hasta que se instaló una barrera de choque mediana, transformando los accidentes fatales en accidentes no fatales. De lo contrario, las autopistas suelen tener al menos dos carriles en cada dirección; Algunas de las más transitadas pueden tener hasta 16 carriles o más [e] en total.
En algunas partes del mundo, en particular en algunas partes de los Estados Unidos , las vías de servicio forman parte integral del sistema de autopistas. Estas vías de superficie paralelas proporcionan una transición entre el tráfico de alta velocidad y el tráfico local. Las rampas de acceso frecuentes proporcionan acceso entre la autopista y la vía de servicio, que a su vez proporciona acceso directo a las carreteras y empresas locales. [33]
Excepto en algunas autopistas de dos carriles (y muy raramente en autopistas más anchas), una mediana separa las direcciones opuestas del tráfico. Esta franja puede ser tan simple como una zona de césped, o puede incluir una barrera de choque como una " barrera de Jersey " o un "muro alto de Ontario" para evitar colisiones frontales . [34] En algunas autopistas, las dos calzadas se construyen en diferentes alineaciones; esto puede hacerse para aprovechar los corredores disponibles en una zona montañosa o para proporcionar corredores más estrechos a través de áreas urbanas densas . [ cita requerida ]
Control de acceso
El control de acceso se relaciona con un estatus legal que limita los tipos de vehículos que pueden utilizar una autopista, así como con un diseño de la carretera que limita los puntos en los que pueden acceder a ella.
Las carreteras arteriales principales a menudo tendrán un control de acceso parcial , lo que significa que las carreteras secundarias se cruzarán con la carretera principal a nivel, en lugar de usar intercambiadores, pero los caminos de acceso pueden no conectarse directamente con la carretera principal y los conductores deben usar las carreteras que se cruzan para acceder a los terrenos adyacentes. En los cruces arteriales con carreteras secundarias relativamente tranquilas, el tráfico está controlado principalmente por señales de pare de dos vías que no imponen interrupciones significativas en el tráfico que usa la carretera principal. Las rotondas se utilizan a menudo en las intersecciones más transitadas en Europa porque ayudan a minimizar las interrupciones en el flujo, mientras que las señales de tráfico que crean una mayor interferencia con el tráfico aún se prefieren en América del Norte. Puede haber intercambios ocasionales con otras carreteras arteriales principales. Los ejemplos incluyen la US 23 entre el término este de la SR 15 y Delaware, Ohio , junto con la SR 15 entre su término este y la I-75 , la US 30 , la SR 29 / US 33 y la US 35 en el oeste y centro de Ohio. Este tipo de carretera a veces se llama autopista .
Área de descanso De Lucht en la A2 holandesa: una zona de descanso típica de los Países Bajos con servicios (combustible, refrescos y aseos). El único acceso es a través de la autopista a la que da servicio.
En algunas jurisdicciones de los EE. UU., especialmente donde las autopistas reemplazan a las carreteras existentes, se permite el acceso no motorizado a las autopistas . Los diferentes estados de los Estados Unidos tienen diferentes leyes. El ciclismo en las autopistas de Arizona puede estar prohibido solo cuando existe una ruta alternativa que se considere igual o mejor para el ciclismo. [35] Wyoming , el segundo estado menos densamente poblado, permite el ciclismo en todas las autopistas. Oregón permite las bicicletas excepto en autopistas urbanas específicas en Portland y Medford . [36]
En países como el Reino Unido, las nuevas autopistas requieren una ley del Parlamento que garantice un derecho de paso restringido. Dado que la mejora de una carretera existente (la "King's Highway") para convertirla en una autopista completa dará lugar a la extinción del derecho de acceso de ciertos grupos, como peatones, ciclistas y tráfico lento, muchas carreteras de acceso controlado no son autopistas completas. [37] En algunos casos, las autopistas están conectadas por tramos cortos de carretera en los que no es posible tener derechos de paso alternativos, como en el caso del cruce de Dartford (el cruce público más alejado del río Támesis ) o en los que no era económico construir una autopista junto a la carretera existente, como en el antiguo Cumberland Gap . La A1 es un buen ejemplo de una mejora gradual hasta alcanzar el nivel de autopista: en enero de 2013, la ruta de 639 kilómetros (397 millas) tenía cinco tramos de autopista (designados como A1(M)), que se redujeron a cuatro tramos en marzo de 2018 con la finalización de la A1(M) a través de North Yorkshire .
Técnicas de construcción
La autopista urbana de Belgrado, construida entre 1970 y 1977, requirió demoliciones de calles y casas, algo característico de las autopistas urbanas. En Novi Beograd , el trazado de la autopista ya estaba trazado, por lo que no fue necesario realizar demoliciones.
La forma más frecuente de trazar las autopistas es construirlas desde cero después de eliminar obstáculos como bosques o edificios. A veces agotan las tierras agrícolas, pero se han desarrollado otros métodos por razones económicas, sociales e incluso ambientales.
En ocasiones, las autopistas completas se construyen mediante la conversión de vías rápidas a nivel o mediante la sustitución de intersecciones a nivel por pasos elevados; sin embargo, en los EE. UU., cualquier intersección a nivel que finalice una autopista a menudo sigue siendo una intersección a nivel. A menudo, cuando hay una autopista o vía rápida de dos carriles sin dividir, se la convierte construyendo un corredor gemelo paralelo y dejando una mediana entre las dos direcciones de circulación. El carril de circulación del lado de la mediana del antiguo corredor de dos vías se convierte en un carril de adelantamiento.
Otras técnicas implican la construcción de una nueva calzada al costado de una carretera dividida que tiene mucho acceso privado en un lado y a veces tiene largos caminos de acceso en el otro lado, ya que entra en vigencia una servidumbre para ensanchamiento, especialmente en áreas rurales.
Cuando se añade una tercera calzada, a veces se puede desplazar la calzada direccional entre 20 y 60 metros (50 y 200 pies) (o tal vez más, según la disponibilidad de terreno) como una forma de conservar el acceso privado en un lado que favorece al otro. Otros métodos implican la construcción de una vía de servicio que acorta las vías de acceso largas (normalmente en menos de 100 metros (330 pies)).
Un intercambiador o cruce es un trazado de autopista que permite que el tráfico de una autopista de acceso controlado acceda a otra y viceversa, mientras que un punto de acceso es un trazado de autopista en el que el tráfico de un distribuidor o una carretera local puede unirse a una autopista de acceso controlado. Algunos países, como el Reino Unido , no distinguen entre los dos, pero otros sí lo hacen; por ejemplo, Alemania utiliza las palabras Kreuz ("cruz") o Dreieck ("triángulo") para el primero y Ausfahrt ("salida") para el segundo. En todos los casos, una carretera cruza a la otra a través de un puente o un túnel, en lugar de un paso a nivel .
Las vías de interconexión, o vías de acceso , que unen las dos vías, pueden seguir cualquiera de varios patrones. El patrón real está determinado por una serie de factores, entre ellos la topología local, la densidad del tráfico, el coste del terreno, los costes de construcción, el tipo de vía, etc. En algunas jurisdicciones, los carriles alimentadores/distribuidores son comunes, especialmente en los intercambiadores en forma de trébol ; en otras, como el Reino Unido, donde el intercambiador en glorieta es común, los carriles alimentadores/distribuidores rara vez se ven.
Las autopistas en Europa suelen diferenciarse entre salidas y cruces. Una salida conduce fuera del sistema de autopistas, mientras que un cruce es un cruce entre autopistas o una división/fusión de dos autopistas. Las normas de las autopistas terminan en las salidas, pero no en los cruces. Sin embargo, en algunos puentes, las autopistas, sin cambiar de apariencia, terminan temporalmente entre las dos salidas más cercanas al puente (o túnel) y continúan como autovías . Esto es para dar a los vehículos más lentos la posibilidad de utilizar el puente. El puente Queen Elizabeth II / túnel Dartford en la circunvalación de Londres es un ejemplo de esto. La circunvalación de Londres o la M25 es una autopista que rodea Londres , pero en el último cruce del río Támesis antes de su desembocadura, las normas de la autopista no se aplican. (En este cruce, la circunvalación de Londres está etiquetada como A282).
A continuación se muestran algunos de los tipos de unión más comunes: [38] [39] [40]
Varios diseños de intercambiadores
Pila de cuatro niveles : se utiliza como cruce principal, generalmente para cruces de autopistas.
Intercambio de Parclo (trébol parcial): se utiliza a menudo para unir una carretera secundaria con un cruce.
Intercambio de trompeta: un cruce en "T" de autopista, utilizado donde el intercambio representa el término de una de las dos carreteras; también es común en las carreteras de peaje, ya que requiere solo una cabina de peaje.
División o fusión de autopistas; la lógica básica se asemeja a la de la intersección en T
Intercambio de rombos divergentes ; diseñado para mejorar el flujo de tráfico y la seguridad al minimizar los giros que deben cruzar carriles de tráfico que se aproximan
Seguridad
Existen muchas diferencias entre países en cuanto a su geografía, economía, crecimiento del tráfico, tamaño del sistema de carreteras, grado de urbanización y motorización, etc.; todo lo cual debe tenerse en cuenta al hacer comparaciones. [41] Según algunos documentos de la UE, el progreso de la seguridad en las autopistas es el resultado de varios cambios, incluida la seguridad de la infraestructura y el comportamiento de los usuarios de la carretera (velocidad o uso del cinturón de seguridad), mientras que otros asuntos como la seguridad del vehículo y los patrones de movilidad tienen un impacto que no se ha cuantificado. [42]
Autopistas en comparación con otras carreteras
Las autopistas son las carreteras más seguras por su diseño. Si bien representan más de una cuarta parte de todos los kilómetros recorridos, contribuyeron sólo con el 8% del número total de muertes en las carreteras europeas en 2006. [2] El Instituto Federal de Investigación de Carreteras de Alemania proporcionó las estadísticas de la Base de Datos Internacional de Accidentes de Tráfico por Carretera (IRTAD) para el año 2010, comparando las tasas de mortalidad generales con las tasas de las autopistas (independientemente de la intensidad del tráfico):
La red de autopistas alemanas es un ejemplo de las ventajas y desventajas de las autopistas de acceso controlado en términos de seguridad. La tasa de accidentes con heridos es muy baja en las autopistas [45] , mientras que 22 personas mueren por cada 1.000 accidentes con heridos; aunque las autopistas tienen una tasa inferior a las 29 muertes por cada 1.000 accidentes con heridos en las carreteras rurales convencionales, la tasa es superior al riesgo en las carreteras urbanas. Las velocidades son más altas en las carreteras rurales y las autopistas que en las carreteras urbanas, lo que aumenta la gravedad potencial de un accidente. [46]
Según el ETSC, las autopistas alemanas sin límite de velocidad, pero con una recomendación de velocidad de 130 km/h (81 mph), son un 25% más mortales que las autopistas con límite de velocidad. [47]
Alemania también introdujo límites de velocidad de 130 km/h (81 mph) en varios tramos de autopistas que no estaban limitados, lo que generó una reducción de las muertes de entre el 20% y el 50% en esos tramos. [48]
Causas de accidentes
En Europa, la velocidad se considera uno de los principales factores que contribuyen a las colisiones. Algunos países, como Francia y Suiza, han logrado reducir las muertes gracias a un mejor control de la velocidad. Las herramientas utilizadas para controlar la velocidad pueden ser un aumento de la densidad del tráfico; una mejor aplicación de las normas de velocidad y una regulación más estricta que conduzca a la retirada de la licencia de conducir; cámaras de seguridad; puntos de penalización; y multas más elevadas. Algunos otros países utilizan cámaras automáticas de tiempo sobre distancia (también conocidas como controles de sección ) para gestionar la velocidad. [42]
La fatiga se considera un factor de riesgo más específico de las carreteras monótonas como las autopistas, aunque estos datos no se controlan ni registran en muchos países. [42] Según Vinci Autoroutes, un tercio de los accidentes en las autopistas francesas se deben a la conducción con sueño. [49]
El 23% de las personas que murieron en las autopistas francesas no llevaban puesto el cinturón de seguridad, mientras que el 98% de los pasajeros del asiento delantero y el 87% de los pasajeros del asiento trasero lo llevaban puesto. [42]
Tendencias de fatalidades
Aunque los resultados de seguridad no cambian mucho de un año a otro, en Europa se han observado algunos cambios: las muertes en las autopistas disminuyeron un 41% durante el decenio 2006-2015, pero aumentaron un 10% entre 2014 y 2015. Sin embargo, teniendo en cuenta la longitud de la red de autopistas para reflejar la exposición, los datos muestran que las muertes por cada mil kilómetros se redujeron a la mitad entre 2006 y 2015. [50]
En el Reino Unido, hay muy pocos estudios sobre el impacto de los accidentes de tráfico en las autopistas urbanas existentes y de nueva construcción. [52] En particular, las nuevas autopistas urbanas no suponen una reducción de los accidentes de tráfico. [ cita requerida ]
En Italia, un estudio realizado en la autopista urbana A56 Tangenziale di Napoli mostró que la reducción de la velocidad conduce a una disminución de los accidentes. [53]
En Marsella , Francia, entre junio de 2009 y mayo de 2010, el CEREMA, el centro francés de estudios sobre riesgo, movilidad y medio ambiente, realizó un estudio sobre Marius , una red de autopistas urbanas. Este estudio estableció un vínculo entre los accidentes y las variables de tráfico: [54]
En caso de accidentes de un solo vehículo, la velocidad media de 6 minutos en el carril rápido; y el intervalo de tiempo (en cada carril),
En caso de accidentes de varios vehículos, la ocupación y el intervalo de tiempo (para el carril central).
La red Marius, de 150 kilómetros de longitud (93 millas), registra 292 accidentes con heridos o muertos por cada 1.500 millones de kilómetros recorridos, es decir, 189 accidentes con heridos o muertos por cada 1.000 millones de kilómetros recorridos.
Algunos países europeos han mejorado la seguridad de las autopistas urbanas, con un conjunto de medidas para gestionar dinámicamente el flujo de tráfico en respuesta a cambios en el volumen, la velocidad y los incidentes, entre las que se incluyen:
Límites de velocidad variables, control de línea y armonización de velocidad
Correr por los costados con áreas de refugio de emergencia
Advertencia de cola y mensajes variables
Monitoreo de tráfico 24/7 con cámaras y/o sensores en pavimento (tanto para detectar incidentes como para identificar cuándo reducir los límites de velocidad)
Gestión de incidentes
Cumplimiento automatizado
Algoritmos especializados para conducción temporal por el arcén, límites de velocidad variables y/o detección y gestión de incidentes
Medición de rampa (función coordinada o independiente) [55]
En 1994 se asumió que la iluminación de las autopistas urbanas brindaría mayor seguridad que las no iluminadas. [56]
En California , en 2001, un estudio estableció, para las autopistas urbanas, algunas relaciones entre los accidentes en las autopistas urbanas, el flujo de tráfico, el clima y las condiciones de iluminación: [57]
Establece una diferencia entre autopistas secas durante el día y autopistas mojadas en la oscuridad.
Establece que las colisiones en el carril izquierdo son más probablemente inducidas por efectos de volumen, mientras que las colisiones en el carril derecho están más estrechamente relacionadas con las variaciones de velocidad en los carriles adyacentes (en California, la gente conduce en el carril derecho excepto cuando adelanta).
A menudo, las carreteras rurales abren vastas áreas al desarrollo económico y a los servicios municipales, lo que generalmente aumenta los valores de las propiedades. En contraste con esto, las carreteras sobre el nivel del suelo en las áreas urbanas a menudo son una fuente de valores de propiedad más bajos, lo que contribuye a la decadencia urbana . Incluso con pasos elevados y pasos inferiores, los vecindarios están divididos, especialmente los empobrecidos donde los residentes tienen menos probabilidades de poseer un automóvil o de tener la influencia política y económica para resistir los esfuerzos de construcción. [63] A principios de la década de 1970, el Congreso de los EE. UU. identificó las autopistas y otras carreteras urbanas como responsables de la mayor parte de la exposición al ruido de la población estadounidense. [64] Posteriormente, se desarrollaron modelos informáticos para analizar el ruido de las autopistas y ayudar en su diseño para ayudar a minimizar la exposición al ruido. [65]
Una alternativa a la construcción de autopistas en la superficie o sobre el suelo ha sido la construcción de autopistas urbanas subterráneas mediante tecnologías de tunelización. Esto se ha empleado en Madrid y Praga , así como en las ciudades australianas de Sídney (que cuenta con cinco autopistas de este tipo), Brisbane (que cuenta con tres) y Melbourne (que cuenta con dos). Esto ha tenido la ventaja de no crear carreteras de superficie con mucho tráfico y, en el caso de la autopista EastLink de Melbourne , ha evitado la destrucción de una zona ecológicamente sensible.
Otras ciudades australianas se enfrentan a problemas similares (falta de terrenos disponibles, coste de adquisición de viviendas, problemas estéticos y oposición de la comunidad). Brisbane , que también tiene que lidiar con límites físicos (el río Brisbane ) y rápidos aumentos de población, ha adoptado autopistas subterráneas. Actualmente hay tres abiertas al tráfico ( túnel Clem Jones (CLEM7), Airport Link y Legacy Way ) y una ( East-West Link ) está actualmente en planificación. Todos los túneles están diseñados para actuar como una carretera de circunvalación o un sistema de circunvalación del centro de la ciudad e incluyen la provisión de transporte público, ya sea subterráneo o en espacio recuperado en la superficie. [66] Sin embargo, las autopistas no son beneficiosas para los servicios de transporte público basados en carreteras, porque el acceso restringido a la carretera significa que es incómodo para los pasajeros llegar al número limitado de puntos de embarque a menos que conduzcan hasta ellos, lo que en gran medida frustra el propósito. [67]
En Canadá, la prolongación de la autopista 401 hacia Detroit , conocida como Herb Gray Parkway , ha sido diseñada con numerosos túneles y pasos inferiores que proporcionan terrenos para parques y usos recreativos.
Los opositores a las autopistas han descubierto que la expansión de las mismas suele ser contraproducente: la expansión simplemente genera más tráfico. Es decir, incluso si la congestión del tráfico se traslada inicialmente de las calles locales a una autopista nueva o ampliada, la gente comenzará a utilizar más sus automóviles y a viajar desde lugares más remotos. Con el tiempo, la autopista y sus alrededores vuelven a congestionarse a medida que aumenta tanto el número promedio como la distancia de los viajes. Este fenómeno se conoce como demanda inducida . [68] [69]
Expertos en planificación urbana como Drusilla Van Hengel, Joseph DiMento y Sherry Ryan sostienen que, si bien las autopistas diseñadas y mantenidas adecuadamente pueden ser convenientes y seguras, al menos en comparación con las carreteras no controladas, es posible que no amplíen las oportunidades de recreación, empleo y educación de manera igualitaria para diferentes grupos étnicos o para las personas ubicadas en ciertos vecindarios de una ciudad determinada. [70] Aun así, pueden abrir nuevos mercados para algunas pequeñas empresas . [71]
La construcción de autopistas urbanas para el sistema de autopistas interestatales de los EE. UU ., que comenzó a fines de la década de 1950, condujo a la demolición de miles de manzanas de la ciudad y al desplazamiento de muchos miles de personas más. Los ciudadanos de muchas áreas del centro de la ciudad respondieron con las revueltas de las autopistas y las vías rápidas . A través del estudio de la respuesta de Washington , se puede demostrar que los cambios más efectivos no vinieron de la acción ejecutiva o legislativa, sino de la implementación de políticas. Una de las razones principales para la creación del Departamento de Transporte de los Estados Unidos (USDOT) fue que se necesitaba una agencia para mediar entre los intereses en conflicto de las autopistas interestatales y las ciudades. Inicialmente, estas políticas vinieron como regulación de los departamentos de carreteras estatales. Con el tiempo, los funcionarios del USDOT reorientaron la construcción de autopistas desde un nivel nacional a una escala local. Con este cambio de perspectiva vino un estímulo para el transporte alternativo y las agencias de planificación de base local. [72]
En la actualidad, la expansión de las autopistas se ha estancado en gran medida en los Estados Unidos , debido a una multitud de factores que convergieron en la década de 1970: mayores requisitos de debido proceso antes de la expropiación de propiedad privada , aumento de los valores de la tierra, aumento de los costos de los materiales de construcción, oposición local a nuevas autopistas en los núcleos urbanos, la aprobación de la Ley Nacional de Política Ambiental (que impuso el requisito de que cada nuevo proyecto financiado por el gobierno federal debe tener una declaración o informe de impacto ambiental ) y la caída de los ingresos del impuesto a la gasolina como resultado de la naturaleza del impuesto de un centavo fijo (no se ajusta automáticamente a la inflación), el movimiento de revuelta fiscal , [73] y el creciente apoyo popular al transporte público de alta velocidad en lugar de nuevas autopistas. [ cita requerida ]
Numeración de rutas
Reino Unido
Gran Bretaña
Zonas de numeración de autopistas de Inglaterra y Gales
Inglaterra y Gales
En Inglaterra y Gales , los números de las autopistas principales seguían un sistema de numeración independiente del de la red de carreteras principales, aunque basado en el mismo principio de zonas. [ cita requerida ] En el sentido de las agujas del reloj desde la M1 , las zonas se definieron para las Zonas 1 a 4 basándose en las autopistas propuestas M2 , M3 y M4 . Los números M5 y M6 se reservaron para las otras dos autopistas de larga distancia planificadas. [ cita requerida ] La circunvalación de Preston , la primera autopista del Reino Unido, debería haber sido numerada A6(M) según el esquema decidido, pero se decidió mantener el número M6 como ya se había aplicado. [ cita requerida ]
En 1946, el Ministerio de Transporte de Guerra publicó un mapa que muestra el futuro diseño de las principales rutas nacionales, poco antes de que se aprobara la ley que permitía restringir las carreteras a determinadas clases de vehículos (la Ley de Carreteras Especiales de 1949 ). La primera sección de la autopista, la M6 Preston Bypass , se inauguró en 1958, seguida por la primera sección importante de la autopista (la M1 entre Crick y Berrygrove en Watford ), que se inauguró en 1959. Desde entonces y hasta la década de 1980, se abrieron autopistas a intervalos frecuentes; en 1972, se habían construido los primeros 1.600 kilómetros (1.000 millas) de autopista.
Las autopistas en Gran Bretaña, como en numerosos países europeos, casi siempre tendrán las siguientes características:
Sin semáforos (excepto ocasionalmente en los ramales de acceso antes de llegar a la calzada principal).
La salida casi siempre se realiza a través de un cruce numerado y una vía de acceso, con raras excepciones menores.
Se prohíbe la circulación de peatones, ciclistas y vehículos con un tamaño de motor inferior a determinado.
Existe una mediana que separa el tráfico que fluye en direcciones opuestas. (La única excepción a esto es la A38(M) en Birmingham, donde la mediana se reemplaza por otro carril en el que la dirección del tráfico cambia según la hora del día. Había otra pequeña autopista de ramal cerca de Manchester sin mediana sólida, pero se desclasificó como autopista en la década de 2000).
No hay rotondas en la calzada principal. Esto sólo es así en las autopistas que comienzan con M (las llamadas de clase "M"). En el caso de las carreteras A mejoradas con números que terminan en M (es decir, Ax(M)), pueden existir rotondas en la calzada principal donde se cruzan con autopistas de clase "M". En todas las autopistas de clase "M", excepto dos, no hay rotondas excepto en el punto en el que termina la autopista o la designación de la autopista. Las únicas excepciones a esto en Gran Bretaña son:
la M271 en Southampton, que tiene una rotonda en la calzada principal donde se encuentra con la M27, pero luego continúa como M271 después del cruce.
en la M60 . Esto se produjo como resultado de la renumeración de los tramos de las autopistas M62 y M66 cerca de Manchester como M60, para formar un anillo alrededor de la ciudad. Lo que antes era el cruce entre la M62 y la M66 ahora implica que la M60 en el sentido de las agujas del reloj negocia una rotonda, mientras que el tráfico de la M62 en dirección este y la M66 en dirección norte continúa recto desde la M60. Este cruce, conocido como Simister Island , ha sido criticado por la presencia de una rotonda y la salida de la ruta numerada.
La A1(M) entre la M62 en North Yorkshire y Washington en Tyne and Wear está construida según los estándares de la clase "M" sin rotondas. Se ha sugerido que esta sección de la A1(M) debería reclasificarse como la extensión norte de la M1. [74]
En 2013 se propuso que el formato numérico Ax(M) se utilizaría para el estándar más alto de una nueva clasificación de carreteras denominada en Inglaterra "autopistas", que serían carreteras sin rotondas normales ni giros a la derecha en la mediana y con intersecciones niveladas. Dichas carreteras tendrían restricciones de estilo autopista, pero con arcenes de emergencia en lugar de arcenes estándar de las autopistas principales.
Escocia
En Escocia, donde la Oficina Escocesa (sustituida por el Ejecutivo Escocés en 1999) en lugar del Ministerio de Transporte y Aviación Civil tenía la decisión, no hay un patrón zonal, sino que se aplica estrictamente la norma de las carreteras A. Se decidió reservar los números 7, 8 y 9 para Escocia. [ cita requerida ] La M8 sigue la ruta de la A8 , y la A90 pasó a formar parte de la M90 cuando la A90 fue desviada a lo largo del camino de la A85 .
Las autopistas siguen un formato "M", con dos excepciones: la A823(M) cerca de Rosyth, que une la A823 con la M90, y la A74(M) entre la M6 inglesa en Gretna y la M74 en Abington .
Irlanda del Norte
En Irlanda del Norte se utiliza un sistema de numeración distinto al del resto del Reino Unido , aunque la clasificación de las carreteras según las líneas A, B y C es universal en todo el Reino Unido y la Isla de Man . Según una respuesta escrita a una pregunta parlamentaria al Ministro de Desarrollo Regional de Irlanda del Norte , no se conoce ninguna razón sobre cómo se ideó el sistema de numeración de carreteras de Irlanda del Norte. [75] Sin embargo, las autopistas, como en el resto del Reino Unido, se numeran con la M, y las dos autopistas principales que vienen de Belfast se numeran con la M1 y la M2 . La M12 es un ramal corto de la M1, y la M22 es una continuación corta (originalmente pensada para ser un ramal) de la M2. Hay otras dos autopistas, la corta M3 , la M5 y una sección de autopista de la carretera A8 , conocida como A8(M) .
República de Irlanda
Señalización en la M6 cerca de Kinnegad en Irlanda . El pictograma de una autovía atravesada por un paso elevado se utiliza en muchos países europeos para indicar el inicio de las normas de circulación de las autopistas. En este caso, se muestra el número de autopista correspondiente y, de acuerdo con la práctica irlandesa, una línea amarilla continua indica una autopista en lugar de una autovía de alta calidad (HQDC).
En la República de Irlanda , la numeración de autopistas y carreteras nacionales es bastante diferente de la convención del Reino Unido. Desde la aprobación de la Ley de Carreteras de 1993, todas las autopistas son parte de, o forman, carreteras nacionales primarias . Estas rutas se numeran en serie (normalmente, en sentido contrario a las agujas del reloj desde Dublín , comenzando por la N1/M1) utilizando números del 1 al 33 (y, por separado de la serie, el 50). Las autopistas utilizan el número de la ruta de la que forman parte, con un prefijo M en lugar de N para carretera nacional (o en teoría, en lugar de R para carretera regional ). [76] En la mayoría de los casos, la autopista se ha construido como una circunvalación de una carretera que anteriormente formaba la carretera nacional (por ejemplo, las carreteras de circunvalación de la M7 que anteriormente formaban la N7 ); las carreteras desviadas se reclasifican como carreteras regionales , aunque es posible que no se proporcione una señalización actualizada durante algún tiempo, y el cumplimiento de las convenciones de color de la señalización es laxo (las carreteras regionales tienen señalización direccional en blanco sobre negro, las rutas nacionales utilizan blanco sobre verde).
Según la legislación anterior, la Ley de Gobierno Local (Carreteras y Autopistas) de 1974, las autopistas existían teóricamente de forma independiente a las carreteras nacionales. Sin embargo, los tramos cortos de autopista abiertos durante esta ley, a excepción de la M50, siempre tomaban su número de la carretera nacional que estaban desviando. La carretera más antigua no se degradó en este punto (de hecho, las carreteras regionales no estaban legisladas en esta etapa). Se puede ver una señalización más antigua en ciertos cruces de la M7 y la M11 que refleja este esquema anterior, donde, por ejemplo, se puede ver coexistir la N11 y la M11.
La M50 , una carretera nacional completamente nueva, es una excepción al proceso normal de sucesión, ya que no reemplaza a una carretera que anteriormente llevaba un número N. No obstante, la M50 fue legislada en 1994 como la ruta N50 (solo tenía una sección corta de sección no autopista desde la salida 11 Tallaght hasta la salida 12 Firhouse hasta su extensión como Southern Cross Motorway). La designación de la M50 fue elegida como un número reconocible. A partir de 2010, la N34 es la siguiente designación de carretera principal nacional sin usar. En teoría, una autopista en Irlanda podría formar parte de una carretera regional. [76]
Australia
En Australia , los números de carreteras y autopistas (también llamadas autovías o vías rápidas) utilizan marcadores de ruta alfanuméricos con M para autopistas, autovías y vías rápidas o marcadores de ruta nacionales/estatales.
Antes de la implementación de los marcadores de ruta alfanuméricos, las carreteras de acceso controlado se marcaban con un marcador de ruta nacional, ruta nacional o ruta estatal. En Sídney , los marcadores de ruta Metroad se usaban para autopistas y autovías, excepto la Pacific Motorway (entonces F3 Freeway), que estaba marcada con un marcador de ruta nacional. En Brisbane , se usaban marcadores de ruta estatal y ruta estatal para autopistas y autovías. En Melbourne , todas las autopistas y autovías usaban marcadores de ruta estatal. En Australia Occidental, se usan marcadores de ruta nacional para autopistas y autovías.
Después de la implementación de los marcadores de ruta alfanuméricos, todos los marcadores de ruta que se usaban en autopistas y autovías en Sydney y Melbourne fueron reemplazados por un marcador M. En Brisbane, todas las autopistas, excepto una, tuvieron su marcador de ruta reemplazado ( Western Fwy ). En Australia Occidental, aún no han implementado el nuevo sistema.
Metroad, utilizado en el área metropolitana de Sídney y Brisbane antes de la implementación de los marcadores de ruta alfanuméricos
Marcador de ruta nacional, utilizado en Sídney para la Western Freeway y la Princes Motorway (en aquel entonces, la F6 Freeway). Todavía se utiliza en Australia Occidental.
Marcador de ruta estatal, utilizado para autopistas en Brisbane y Australia Occidental
Carretera nacional, utilizada para la Pacific Motorway (entonces F3 Fwy) y la Hume Freeway/Highway
Marcador de ruta alfanumérico. Reemplazó todos los marcadores de ruta anteriores en Sídney y Victoria. Parcialmente en Brisbane.
En otra parte
Señal en una autopista suiza (A2/E35 cerca de Lugano , Suiza)
En Hungría , al igual que en Irlanda, los números de las autopistas se pueden derivar de los números de las carreteras nacionales originales (1–7), con un prefijo M adjunto, p. ej., M7 está en la ruta de la antigua Autopista 7 desde Budapest hacia el lago Balaton y Croacia . Las nuevas autopistas que no siguen el sistema radial de autopistas original centrado en Budapest reciben los números M8, M9, etc., o M0 en el caso de la carretera de circunvalación alrededor de Budapest.
En los Países Bajos , los números de autopistas pueden derivarse de los números de carreteras nacionales originales, pero con un prefijo A ( Autosnelweg ) adjunto, como A9 .
Sistema de numeración en Alemania
In Germany federal motorways have the prefix A (Autobahn). If the following number is odd, the motorway generally follows a north–south direction, while even-numbered motorways generally follow an east–west direction. Other controlled-access roads (dual carriageways) in Germany can be federal highways (Bundesstraßen), state highways (Landesstraßen), district highways (Kreisstraßen) and city highways (Stadtstraßen), each with their own numbering system.
In Italy, motorways follow a single numbering, even if managed by different concessionaire companies: they are all marked with the letter "A" (for autostrada; "RA" in the case of motorway junctions, with the exception of the Bereguardo-Pavia junction numbered on the signs as Autostrada A53, and "T" for the international Alpine tunnels) followed by a number. Therefore a motorway with the same numbering can be managed by different concessionaire companies (for example the Autostrada A23 is managed for a stretch by Società Autostrade Alto Adriatico [it] and for the remaining stretch by Autostrade per l'Italia[77][78]).
In New Zealand, as well as in Brazil, Russia, Finland, and the Scandinavian countries, motorway numbers are derived from the state highway route that they form a part of, but unlike Hungary and Ireland, they are not distinguished from non-motorway sections of the same state highway route. In the cases where a new motorway acts as a bypass of a state highway route, the original state highway is either stripped of that status or renumbered. A low road number means a road suitable for long-distance driving.
In Belgium, motorways but also some dual carriageways have numbers preceded by an A. However, those that also have an E-number are generally referenced with that one. City rings and bypasses have numbers preceded by an R; these also can be either motorways or dual carriageways.
In Croatia, motorway numbering is independent of state route numbering. Motorways are prefixed by an A (for autocesta), as in many other European countries. Some motorways are the result of an upgrade of an older two-lane road, and carry concurrencies with state routes. In some other cases, such as with the A2, following the upgrade, the state route was rerouted onto the frontage road.
By country
While the design characteristics listed above are generally applicable around the globe, every jurisdiction provides its own specifications and design criteria for controlled-access highways.
Africa
Trans-African Highways
Algeria
Algerian highways network
In Algeria, the motorway network has about 2,318 km (1,440 mi) in 2x3 lanes. The network is expanding increasingly, along with other kinds of infrastructure, though this is only true for the northern region of the country, where most of its population lives. And this infrastructure is pretty well developed for North African standards.
For the moment, the entire Algerian motorway network is toll-free. The toll stations are being finalized and the launch of the motorway toll is scheduled for early 2021. The maximum speed authorized on the entire network is 120 km/h (75 mph).
Egypt has many multiple-lane, high-speed motorways. Two routes in the Trans-African Highway network originate in Cairo. Egypt also has multiple highway links with Asia through the Arab Mashreq International Road Network. Egypt has a developing motorway network, connecting Cairo with Alexandria and other cities. Though most of the transport in the country is still done on the national highways, motorways are becoming increasingly an option in road transport within the country. The existing motorways in the country are:
Cairo–Alexandria Desert Road: Running between Cairo and Alexandria, with an extension of 215 km (134 mi), it is the main motorway in Egypt.
International Coastal Road: It runs from Alexandria to Port Said, along the northern Nile Delta. It has a length of 280 km (170 mi). Also, amongst other cities, it connects Damietta and Baltim.
Geish Road: It runs between Helwan and Asyut, along the Nile, also connecting Beni Suef and Minya. Its length is 306 km (190 mi).
Ring Road: It serves as an inner ring-road for Cairo. It has a length of 103 km (64 mi).
Regional Ring Road: It serves as an outer ring road for Cairo, also connecting its suburbs like Helwan and 10th of Ramadan City. Its length is 130 km (81 mi).
Much of Ethiopia's highway network is developing. Road projects now represent around a quarter of the annual infrastructure budget of the Ethiopian government. Additionally, through the Road Sector Development Program (RSDP), the government has earmarked $4 billion to construct, repair and upgrade roads over the next decade. Ethiopia has over 100,000 km (62,000 mi) of roads. In 2014, the Addis Ababa–Adama Expressway opened, becoming the first expressway in Ethiopia.
Class S: "A Highway that connects two or more cities and carries safely a large volume of traffic at the highest speed of operation."
Class A: "A Highway that forms a strategic route and corridor connecting international boundaries at identified immigration entry and exit points and international terminals such as international air or sea ports."
Class B: "A Highway that forms an important national route linking national trading or economic hubs, County Headquarters and other nationally important centers to each other and to the National Capital or to Class A roads."
[79][80]
Morocco
Map of Moroccan highways and expressways
The motorways and expressways of Morocco are a network of multiple-lane, high-speed, controlled-access highways.
As of November 2016 the total length of Morocco's motorways was 1,808 km (1,123 mi) and 1,093 km (679 mi) expressways. Morocco plans to expand the road network. In the country 3,400 km (2,100 mi) of motorways and 2,100 km (1,300 mi) of expressways are currently under construction in different parts of the country.
In the year 2035 the total length of the motorways will be 5,185 km (3,222 mi) of motorways and 3,700 km (2,300 mi) of expressways. According to the minister of Morocco, this plan also includes a program specific to rural roads for the construction of 30,000 km (19,000 mi) of roads for an investment of 30 billion dirhams.
Mozambique's highways are classified as a national or primary road (estrada nacional or estrada primária), or as regional – secondary or tertiary – roads (estradas secundárias and estradas terciárias). National roads are given the prefix "N" or "EN" followed by a one- or two-digit number. The numbers generally increase from the south of the country to the north. Regional roads are given the prefix "R", followed by a three-digit number. Mozambique has over 32,000 kilometres (20,000 mi) of paved roads.
In South Africa, the term freeway differs from most other parts of the world. A freeway is a road where certain restrictions apply.[81]
The following are forbidden from using a freeway:
a vehicle drawn by an animal;
a pedal cycle (such as a bicycle);
a motorcycle having an engine with a cylinder capacity not exceeding 50 cm3 or that is propelled by electrical power;
a motor tricycle or motor quadricycle;
pedestrians
Drivers may not use hand signals on a freeway (except in emergencies) and the minimum speed on a freeway is 60 km/h (37 mph). Drivers in the rightmost lane of multi-carriageway freeways must move to the left if a faster vehicle approaches from behind to overtake.
Despite popular opinion that "freeway" means a road with at least two carriageways, single carriageway freeways exist, as is evidenced by the statement that "[South Africa's] roads include 1,400 km (870 mi) of dual carriageway freeway, 440 km (270 mi) of single carriageway freeway and 5,300 km (3,300 mi) of single carriage main road with unlimited access."[82]
Americas
PanAmerican Highway
Argentina
Argentina has a national route system. It is connected to the Pan-American Highway. Argentina has a total of over 82,000 km (51,000 mi) of paved roads.[83]
Brazil
Although some 14,000 km (8,700 mi) of Brazilian highway[84] is built to freeway-standard, there is no distinct designation for controlled-access highways in the Brazilian federal and state highway systems. The term autoestrada (Portuguese for "freeway" or "motorway") is not commonly used in Brazil; the terms estrada ("road") and especially rodovia ("highway") are instead preferred. Nevertheless, the most technically advanced freeways in Brazil are defined Class 0 freeways by the National Department of Transport Infrastructure (DNIT). These freeways are built to safely allow for vehicular speeds of up to 130 km/h (81 mph). In mountainous terrain, the maximum allowable gradient is 5%, and the minimum allowable radius of curvature is 665 m (2,182 ft) (with 12% super-elevation).
São Paulo state, with 5,000 km (3,100 mi) of freeway, has the most in the country. It is also the state with more highways conceded to the private sector.
Brazil's first freeway, the Rodovia Anhanguera in São Paulo state, was completed in 1953 as an upgrade of the earlier undivided highway. That same year, construction of the second highway, Rodovia Anchieta, between São Paulo and the Atlantic coast, began. Freeway construction, most of them upgrades of older undivided highways, quickened in the following decades. The current Class 0 freeways include: Rodovia dos Bandeirantes, Rodovia dos Imigrantes, Rodovia Castelo Branco, Rodovia Ayrton Senna/Carvalho Pinto, Rodovia Osvaldo Aranha (also known as "Free-way") and São Paulo's Metropolitan Beltway Rodoanel Mário Covas – all modern, post-1970s highways meeting modern European standards. Other stretches of highway such as the under-construction south BR-101 and Rodovia Régis Bittencourt are of older design standards.
Canada has no current national system for controlled-access highways. All controlled-access freeways, including sections that form part of the Trans-Canada Highway, are under provincial jurisdiction, and have no numeric continuation across provincial boundaries. The largest networks in the country are in Ontario (400-series highways) and Quebec (Autoroutes). Speed limits are not federally set, since provincial governments set speed limits for their respective regions. These roads are influenced by, and have influenced, US standards, but have design innovations and differences. The total length of dual-carriageways with controlled access in Canada is 6,350 km (3,950 mi), of which 564 km (350 mi) are in British Columbia, 642 km (399 mi) in Alberta, 59 km (37 mi) in Saskatchewan, 2,135 km (1,327 mi) in Ontario, 1,941 km (1,206 mi) in Quebec, and 1,000 km (620 mi) in the Maritimes.
El Salvador
The RN-21 (East–West, Boulevard Monseñor Romero), is the very first freeway to be built in El Salvador and in Central America. The freeway passes the northern area of the city of Santa Tecla, La Libertad. It has a small portion serving Antiguo Cuscatlán, La Libertad, and merges with the RN-5 (East–West, Boulevard de Los Proceres/Autopista del Aeropuerto) in San Salvador. The total length of the RN-21 is 9.35 km (5.81 mi) and is currently working as a traffic reliever in the metropolitan area. Although the RN-21 was to be named in honor of the first mayor of San Salvador, Diego de Holguín, due to political reasons it was renamed Boulevard Monseñor Romero, in honor of Óscar Romero. The first phase of the highway was completed in 2009, and the second phase was completed and opened in November 2012.
Mexico
Map of Mexican autopista network
In Mexico, federal highways (Spanish: Carretera Federal) are a series of highways that connect with roads from foreign countries or that link two or more states of the Federation.
Eastbound Fed. 2 just outside Altar, Sonora, after a summer rain
United States
Interstate Highway System in the contiguous United States
Two-digit interstates
Selected three-digit interstates
Selected planned interstates
In the United States, a freeway is defined by the US government's Manual on Uniform Traffic Control Devices as a divided highway with full control of access.[85] This means two things: first, adjoining property owners do not have a legal right of access,[86] meaning all existing driveways must be removed and access to adjacent private lands must be blocked with fences or walls; instead, frontage roads provide access to properties adjacent to a freeway in many places.
Second, traffic on a freeway is "free-flowing". All cross-traffic (and left-turning traffic) is relegated to overpasses or underpasses, so that there are no traffic conflicts on the main line of the highway, which must be regulated by traffic lights, stop signs, or other traffic control devices. Achieving such free flow requires the construction of many overpasses, underpasses, and ramp systems. The advantage of grade-separated interchanges is that freeway drivers can almost always maintain their speed at junctions since they do not need to yield to vehicles crossing perpendicular to mainline traffic.
In contrast, an expressway is defined as a divided highway with partial control of access.[87] Expressways may have driveways and at-grade intersections, though these are usually less numerous than on ordinary arterial roads.
In turn, the definitions were incorporated into AASHTO's official standards book, the Manual on Uniform Traffic Control Devices, which would become the national standards book of USDOT under a 1966 federal statute. The same distinction has also been codified into the statutory law of eight states: California,[90]Minnesota,[91]Mississippi,[92]Missouri,[93]Nebraska,[94]North Dakota,[95] Ohio,[96] and Wisconsin.[97]
However, each state codified the federal distinction slightly differently. California expressways do not necessarily have to be divided, though they must have at least partial access control. For both terms to apply, in Wisconsin, a divided highway must be at least four lanes wide; and in Missouri, both terms apply only to divided highways at least 16 km (10 mi) long that are not part of the Interstate Highway System. In North Dakota and Mississippi, expressways may have "full or partial" access control and "generally" have grade separations at intersections; a freeway is then defined as an expressway with full access control. Ohio's statute is similar, but instead of the vague word "generally", it imposes a requirement that 50% of an expressway's intersections must be grade-separated for the term to apply.[98] Only Minnesota enacted the exact MUTCD definitions, in May 2008.
The term "expressway" is also used in some areas of the country for what the federal government calls "freeways".[99] Where the terms are distinguished, freeways can be characterized as expressways upgraded to full access control, while not all expressways are freeways.
Unlike in some jurisdictions, not all freeways in the US are part of a single national freeway network (although together with non-freeways, they form the National Highway System). For example, many state highways such as California State Route 99 have significant freeway sections. Many sections of the older United States Numbered Highway System have been upgraded to freeways but have kept their existing US Highway numbers.[citation needed]
In Puerto Rico, controlled access highways are named autopista.[100] Autopistas are tolled roads in the island, but toll cabins do exist on other types of roads as well. One of the best known autopistas in Puerto Rico is the Autopista Luis A. Ferré (Luis A. Ferré Expressway), which goes from San Juan, the capital to the north, to Ponce, the island's second largest city, to the south.
Many highways of Afghanistan were built in the 1960s with American and Soviet assistance. The Soviets built a road and tunnel through the Salang pass in 1964, connecting northern and eastern Afghanistan. A highway connecting the principal cities of Herat, Kandahar, Ghazni, and Kabul with links to highways in neighboring Pakistan formed the primary highway. The historical Highway 1 currently connects the major cities. Afghanistan has over 42,000 km (26,000 mi) of roads, with 12,000 km (7,500 mi) being paved. The highway infrastructure is currently going through reconstruction and can often be risky due to the instability of the country.
Armenia
Armenia has about 8,140 km (5,060 mi) of paved roads, of which 96% are asphalted. Armenia is connected to Europe through the International E-road network and Asia through the Asian Highway Network. Armenia is a member of the International Road Transport Union and the TIR Convention.
Azerbaijan
Azerbaijan has about 29,000 km (18,000 mi) of paved roads; the first paved roads were built during the Russian Empire. The road network, from rural roads to motorways, is today undergoing a rapid modernization with rehabilitations and extensions. For every 1,000 km2 (390 sq mi) of national territory, there are 334 km (208 mi) of roads. Azerbaijan is connected to Europe through the International E-road network and Asia through the Asian Highway Network.
The expressway network of China, with the national-level expressway system officially known as the National Trunk Highway System (Chinese: 中国国家干线公路系统; pinyin: Zhōngguó Guójiā Gànxiàn Gōnglù Xìtǒng; abbreviated as NTHS), is an integrated system of national and provincial-level expressways in China.[101][102]
By the end of 2019, the total length of China's expressway network reached 149,600 km (93,000 mi),[103] the world's largest expressway system by length, having surpassed the overall length of the American Interstate Highway System in 2011.[104] Planned length is 168,478 km (104,687 mi) by 2020.[104]
Expressways in China are a fairly recent addition to a complicated network of roads. According to Chinese government sources, China did not have any expressways before 1988.[105] One of the earliest expressways nationwide was the Jingshi Expressway between Beijing and Shijiazhuang in Hebei province. This expressway now forms part of the Jingzhu Expressway, currently one of the longest expressways nationwide at over 2,000 km (1,200 mi).
G6 expressway at the interchange with the Fifth Ring Road in northern Beijing
Signs using the new numbering system as seen on China National Expressway 1 in Tianjin
Georgia
National roads in Georgia
The road network in Georgia consists of 1,595 km (991 mi) of main or international highways in good condition, of which by 2021 roughly 230 kilometres (140 mi) are controlled-access highway, while further expansion is ongoing. The 7,000 kilometres (4,300 mi) of domestic main roads are of mixed quality, although the conditions are improving. Some 12,400 kilometres (7,700 mi) of local roads are generally in poor condition. Georgia is connected to Europe via the International E-road network and Asia through the Asian Highway Network.
Hong Kong
In Hong Kong major motorways are numbered from 1 to 10 in addition to their names. Speed limits on expressways typically range from 70 to 110 km/h (43 to 68 mph).
Expressways (known as "Gatimarg/गतिमार्ग", or "Speedways" in Hindi and other Indian languages) are the highest class of roads in India's road network and currently make up around 45,890 km (28,510 mi) of the National Highway System, with additional 21,637 km (13,445 mi) under various phases of implementation. They have a minimum of six or eight-lane controlled-access highways where entrance and exit is controlled by the use of slip roads. The expressways are operated and maintained by the Union, through the National Highways Authority of India.
In Indonesia all expressways (Indonesian: Jalan Bebas Hambatan, "obstacle-free road") are tolled, so they are better known as toll road (Jalan Tol). Indonesia has 1,710 km (1,060 mi) expressway length so far, almost 70% of its expressways are in Java island.
In 2009, the Indonesian government had planned to expand more expressway network in Java island by connecting Merak to Banyuwangi which is the total length of Trans-Java toll road including large cities expressway in Java such as Jakarta, Surabaya, Bandung and its complements is more than 1,000 km (620 mi).
The Indonesian government also had planned to build the Trans-Sumatra toll road which connects Banda Aceh to Bakauheni spanning 2,700 km (1,700 mi). In 2012, the government allocated 150 trillion rupiah for the construction of the toll roads. There are three stages of construction of Trans-Sumatra toll road which is expected to be connected together in 2025.[106]
The other islands in Indonesia such as Kalimantan, Sulawesi also has begun constructed its expressways including connecting Manado to Makassar in Sulawesi and also Pontianak to Balikpapan in Kalimantan.[107] However, there are still no plans to build an expressway in Western New Guinea due to its slow population growth. Indonesia is expected to have at least 7,000 km (4,300 mi) of expressway in 2030.
Iran
Tehran-Karaj highway
The history of freeways in Iran goes back to before the Iranian Revolution. The first freeway in Iran was built at that time, between Tehran and Karaj with additional construction and the studies of many other freeways started as well. Today Iran has about 2,160 km (1,340 mi) of freeway.
Iraq's network of highways connects it from the inside to neighboring countries such as Syria, Turkey, Kuwait, Saudi Arabia, Jordan and Iran. When Saddam Hussein visited the United States, he was impressed at the highway style and ordered the highways to be built in American form. Freeway 1 is the longest freeway in the country, connecting from Umm Qasr Port in Basra to Ar Rutba in Anbar, spreading to a new freeway connecting it to Syria and Jordan. Iraq has about 45,550 km (28,300 mi) of highways, with 38,400 km (23,900 mi) of them paved.
Israel
Highway 431 near Rishon LeZion Ayalon Highway near Rokach Interchange
Controlled-access highways in Israel are designated by a blue color. Blue highways are completely grade-separated but may include bus stops and other elements that may slow down traffic on the right lane. Highway 6 is Israel's longest freeway. It will extend to 260 km (160 mi) in length, from Shlomi in the north to the Negev Junction in the south.[108]
Japan
Map of Japanese expressways with numbering scheme
National expressways (高速自動車国道, Kōsoku Jidōsha Kokudō), generally known as 高速道路 (Kōsoku Dōro), make up the majority of controlled-access highways in Japan. The network boasts an uninterrupted link between Aomori Prefecture at the northern part of Honshū and Kagoshima Prefecture at the southern part of Kyūshū, linking Shikoku as well. Additional expressways serve travellers in Hokkaidō and on Okinawa Island, although those are not connected to the Honshū-Kyūshū-Shikoku grid. Expressways have a combined length of 9,429 km (5,859 mi) as of April 2018[update].[109][110][111]
Many Japanese expressways go through the steep mountains.
A group of green-colored directional signs on a Japanese expressway
Toll gates are placed at most of the entrances and exits of Japanese expressways.
Aerial view of Toyota Junction, connecting Tomei Expressway and Ise-Wangan Expressway
The Shutoko C1 route forms a loop of the center of Tokyo.
Lebanon
Lebanon has an extensive network of highway that in varying condition throughout the country. Many highways are part of the Arab Mashreq International Road Network. Some highways have been upgraded to 4-lane motorway, including the Beirut-Tripoli highway.
Controlled-access highways in Malaysia are known as expressways (Malay: lebuhraya – this is also the name for highways). However, some expressways, particularly bridges and tunnels such as the Penang Bridge, do not formally use the expressway name; a small number confusingly use the term highway, which is normally the designation for limited-access roads. Route numbers of designated expressways begin with the letter E. All expressways (excluding a section of the South Klang Valley Expressway, which is a two-lane expressway) are built with dual carriageways and at least two lanes in each direction; urban expressways generally have three or more lanes in each direction.
While all expressways are grade separated at major roadways, many urban expressways in the Greater Kuala Lumpur region often have at-grade intersections, including with residential roads and shopfronts, thus do not meet the strict definition of a controlled-access highway. These expressways were previously normal arterial or collector roads that had such intersections, and were not removed when the roads were converted to expressways due to the resulting accessibility and sometimes political issues. Despite this, no expressway allows traffic to cross the median strip (apart from U-turns on a limited number of expressways) and expressways do not have at-grade traffic signals or roundabouts. Expressways have a maximum speed limit of 110 km/h (68 mph), while speed limits of 90 km/h (56 mph) or lower are typical in built-up areas.
Symbol used for motorways in PakistanNational highways of Pakistan, showing motorways and expressways
The motorways of Pakistan and expressways of Pakistan are a network of multiple-lane, high-speed, limited-access or controlled-access highways in Pakistan, which are owned, maintained and operated federally by Pakistan's National Highway Authority. The total length of Pakistan's motorways and expressways is 1,670 km (1,040 mi) as of November 2016.[114] Around 3,690 km (2,290 mi) of motorways are currently under construction in different parts of the country. Most of these motorway projects will be complete between 2018 and 2020.[115]
Pakistan's first motorway, the M-2, was inaugurated in November 1997; it is a 367-kilometre-long (228 mi), six-lane motorway that links Pakistan's federal capital, Islamabad, with Punjab's provincial capital, Lahore.[116] It is ranked among the world's top five speed highways/motorways. Other completed motorways and expressways are M1 Peshawar–Islamabad Motorway, M4 PindiBhattian–Faisalabad-Multan Motorway, E75 Islamabad-Murree–Kashmir Expressway, M3 Lahore–Multan Motorway, M8 Ratadero–Gawader Motorway, E8 Islamabad Expressway, M5 Multan-Sukkur Motorway, M9 Karachi-Hyderabad, Sindh and few others.[117]
The motorway M-2 passes through the Salt Range mountains.
Full control-access highways in the Philippines are referred to as expressways, which are usually toll roads. The expressway network is concentrated in Luzon, with the North Luzon Expressway and South Luzon Expressway being the most important ones. The expressway network in Luzon do not form an integrated network, but there are ongoing construction projects to interconnect those highways as well as to decongest the existing roads in the areas they serve. Expressways are being introduced to Visayas and Mindanao through the construction of the Cebu–Cordova Link Expressway in Metro Cebu and Davao City Expressway in Davao City.
Highways in Saudi Arabia vary from eight-laned roads to small two-lane roads in rural areas. The city highways and other major highways are well maintained, especially the roads in the capital Riyadh. The roads have been constructed to resist the consistently high temperatures and do not reflect the strong sunshine. The other city highways such as the one linking coast to coast are not as great as the inner-city highways but the government is now working on rebuilding those roads. Saudi Arabia is part of the Arab-Mashreq Highway Network and connects to the rest of Asia through the Asian Highway Network.
The expressways of Singapore are special roads that allow motorists to travel quickly from one urban area to another. All of them are dual carriageways with grade-separatedaccess. They usually have three to four lanes in each direction, although there are two-lane carriageways at many expressway—expressway intersections and five-lane carriageways in some places. There are ten expressways, including the new Marina Coastal Expressway. Studies about the feasibility of additional expressways are ongoing.
Construction on the first expressway, the Pan Island Expressway, started in 1966. As of 2014[update], there are 163 km (101 mi) of expressways in Singapore.[118]
Since Gyeongin Expressway linking Seoul and Incheon opened in 1968, national expressway system in South Korea has been expanded into 36 routes, with total length of 4,481 km (2,784 mi) as of 2017. Most of expressways are four-lane roads, while 1,030 km (640 mi) (26%) have six to ten lanes. Speed limit is typically 100 km/h (62 mph) for routes with four or more lanes, while some sections having fewer curves have limit of 110 km/h (68 mph).
Expressways in South Korea were originally numbered in order of construction. Since 24 August 2001, they have been numbered in a scheme somewhat similar to that of the Interstate Highway System in the United States. Furthermore, the symbols of the South Korean highways are similar to the US red, white and blue.
Arterial routes are designated by two-digit numbers, with north–south routes having odd numbers, and east–west routes having even numbers. Primary routes (i.e. major thoroughfares) have 5 or 0 as their last digit, while secondary routes end in other digits.
Branch routes have three-digit route numbers, where the first two digits match the route number of an arterial route. This differs from the American system, whose last two digits match the primary route.
Belt lines have three-digit route numbers where the first digit matches the respective city's postal code. This also differs from American numbering.
Route numbers in the range 70–99 are not used in South Korea; they are reserved for designations in the event of Korean reunification.
The Gyeongbu Expressway kept its Route 1 designation, as it is South Korea's first and most important expressway.
Sri Lanka currently has over 350 km (220 mi) of designated expressways serving the southern part of the country. The first stage of the E01 Expressway (Southern Expressway) which opened in 2011 was Sri Lanka's first expressway spanning a distance of 95.3 km (59.2 mi). The second stage of the Southern Expressway opened in 2014 and extends to Matara. The E03 Expressway (Colombo–Katunayake Expressway) opened in 2013 and connects Sri Lanka's largest city Colombo with the Bandaranaike International Airport covering a distance of 25.8 km (16.0 mi). All E-Grade highways in Sri Lanka are access controlled, toll roads with speeds limits in the range of 80–110 km/h (50–68 mph). The network is to be expanded to 518.5 km (322.2 mi) by 2024.
Syria has a well-developed system of motorways in the western half of the country. As the Eastern part is underpopulated, it only has 2 lanes. Highways have been important in terms of transport for the ongoing civil war. The main motorways are:
M1 - Runs from Homs to Latakia. It also connects Tartus, Baniyas and Jableh. Its length is 174 km (108 mi).
M2 - Runs from Damascus to Jdeidat Yabous, on the border with Lebanon. It also connects Al-Sabboura. Its length is 38 km (24 mi).
M4 - Runs from Latakia to Saraqib. It also connects Arihah and Jisr al-Shughur. Its length is 120 km (75 mi). It continues to the Iraqi border all the way to Mosul.
M5 - Often describes as the most important highway, it runs through much of the major cities in Syria and runs to the Jordanian border.
Taiwan (Republic of China)
National highways of Taiwan
Taiwan has an extensive road network that includes two types of controlled-access highway: freeways and expressways. Only cars and trucks are allowed onto freeways, the first of which — Freeway 1 — was completed in 1974. Expressways allow car and truck traffic as well as motorcycles with engines of 250cc or more.
Expressways in Taiwan may be controlled-access highways similar to national freeways or limited-access roads. Most have urban roads and intra-city expressways (as opposed to Highway system) status, although some are built and maintained by cities.
Signs for Motorway 7 and Motorway 9 (Kanchanaphisek Road)
Sections of the expressway system
Controlled-access highways in Thailand are separated into urban expressways called expressways, which are operated by the Expressway Authority of Thailand and BEM (except Don Mueang Tollway, which is operated by Don Muang Tollway Public Company Limited) and have a span of 280.4 km (174.2 mi), while intercity expressways are called motorways, which have a span of 187 km (116 mi). The network is to be extended to 4,154.7 km (2,581.6 mi) according to the master plan.
Uzbekistan has 84,400 km (52,400 mi) of roads, about 72,000 km (45,000 mi) of which were paved. Much of the highways are in need of repair, although the condition has been improving. In 2017, the governments of Kazakhstan and Uzbekistan agreed to open a section of the M39 Highway by the Kazakh border.
Vietnam
Vietnam's motorway signExpressway network of Vietnam
At present, the expressway system of Vietnam is 895 km (556 mi) long. Under the government's plan, the national expressway system will have a total length of 6,411 km (3,984 mi). The expressway system in Vietnam is separate from the national highway system.[119]
Most of the expressways are located in the North, especially around Hanoi. Of the 21 expressways in Vietnam, 8 emanate from Hanoi and 14 are in the north, with a length of 1,368 km (850 mi). The first expressway in Vietnam is the Ho Chi Minh City - Trung Luong Expressway, which is inaugurated and opened for traffic on February 3, 2010.
Currently, most of the expressways in Vietnam are four-lane highways, with some routes like Ha Noi - Haiphong, and Phap Van - Cau Gie being six-lane. The only elevated expressway in Vietnam is Mai Dich - Thanh Tri Bridge (also known as the third beltway in Hanoi). The cost of building Vietnam's highways is one of the most expensive in the world, with an average cost of $12 million per kilometer. Compared with China, where there are similarities, their highway costs only $5 million per kilometer, where in the US and European countries, costs $3–4 million per kilometer.[120]
According to road traffic laws of Vietnam, an expressway is a road for motor vehicles, with a divider separating opposing traffic directions, no at-grade crossings with intersecting roads, fully equipped facilities to ensure continuous traffic flow, safety and short journey times, and access allowed only at interchanges.
Ha Noi - Bac Giang Expressway in Bac Ninh
Long Thanh bridge of Ho Chi Minh City - Long Thanh - Dau Giay Expressway
Cho Dem - Ben Luc Viaduct of Ho Chi Minh City - Trung Luong Expressway
Lien Khuong - Prenn Pass Expressway
Van Tien bridge of Hai Phong - Mong Cai Expressway
Europe
Regarding road function, motorways serve exclusively the function of flow. They allow for efficient throughput of, usually long distance, motorized traffic, with unhindered flow of traffic, no traffic signals, at-grade intersections or property access and elimination of conflicts with other directions of traffic, thus, dramatically improving both safety and capacity.[32]
Although roads are under the responsibility of each individual state, including within the European Union, there are some legal conventions (international treaties) and some European directives which give a legal framework for roads of a European importance with the goal to introduce some kind of homogenization between various members. They basically consider, at European level, three types of roads: motorways, express roads, and ordinary roads.[121]
Some European treaties also define aspects such as the range of speed limit, or for some geometric aspects of roads, in particularly for the International E-road network.
A motorway is a road specially designed and built for motor vehicle traffic, which does not directly provide access to the properties bordering on it.
Other characteristics of motorways include:
two separated carriageways for the opposing directions of traffic, except at special points or, temporarily, due to carriageway repairs etc.;
carriageways that are not crossed at the level of the carriageway by any other road, railway or tramway track, or footpath; and
the use of special signposting to indicate the road as a motorway and to exclude specific categories of road vehicles and/ or road users.
In determining the extent of a motorway its entry and exit lanes are included irrespective of the location of the motorway signposts. Urban motorways are also included in this term.
Most of the European countries use the above motorway definition but different national definitions of motorways can be found in some countries.[32]
It is usually[32] considered that:
Motorways serve exclusively motorised traffic.
Motorways have separate carriageways for the two directions of traffic.
Motorways are not crossed at the same level by other roads, footpaths, railways
Traffic entrance and exit is performed at interchanges only.
Motorways have no access for traffic between interchanges and do not provide access to adjacent land.
Motorways are especially sign-posted
Motorways status is signaled at the entry and exit of the motorway by a symbol conforming to international agreements, but specific to each country.[122]
Sweden
Spain
Germany
United Kingdom, Ireland
Switzerland
France (sometimes used in Portugal)
Italy and Albania
Romania
Slovakia
Portugal
The peripheral northern and eastern regions of the EU have a lower density motorway network. Within the European Union, there are 26 regions (NUTS level 2) with no motorway network in 2013. Those regions are islands or remote regions, for instance four overseas French regions and Corsica. The Baltic member state of Latvia, as well as four regions from Poland, and two regions from each of Bulgaria and Romania also reported no motorway network; several of these regions bordered onto non-member neighbouring countries to the east of the EU.[123]
European motorways provide reduced accident risks: 50% to 90% lower compared to standard roads, when new motorways only reduce injuries by 7%.[32]
Some of the things which are considered as providing safety in the European motorways are central medians, grade separated interchanges, and access restrictions.[32]
Nonetheless, some specific conditions provide a height risk of a more severe accidents, such as:
improper use of emergency lane,
cross-median head-on accidents,
wrong direction accidents.[32]
Albania
Current map of Albanian motorways
Highways in Albania form part of the recent Albanian road system. Following the collapse of communism in 1991, the first highways in Albania started being constructed, The first was SH2, connecting Tirane with Durrës via Vora. Since the 2000s, main roadways have drastically improved, though lacking standards in design and road safety.[124][125] This involved the construction of new roadways and the putting of contemporary signs. However, some state roads continue to deteriorate from lack of maintenance while others remain unfinished.
A1 Nation's Highway in Northern Albania connecting Albania with Kosovo
A map of the Austrian Autobahn and Schnellstraße system. Blue = Autobahn; Green = Schnellstraße; Dotted = planned or under construction.
The Austrian autobahns (German: Autobahnen) are controlled-access highways in Austria. They are officially called Bundesstraßen A (Bundesautobahnen) under the authority of the federal government according to the Austrian Federal Road Act (Bundesstraßengesetz),[126] not to be confused with the former Bundesstraßen highways maintained by the Austrian states since 2002.
Austria currently has 18 Autobahnen, since 1982 built and maintained by the self-financed ASFiNAG stock company in Vienna, which is wholly owned by the Austrian republic and earns revenue from road-user charges and tolls. Each route bears a number as well as an official name with local reference, which however is not displayed on road signs. Unusually for European countries, interchanges (between motorways called Knoten, "knots") are numbered by distance in kilometres starting from where the route begins; this arrangement is also used in the Czech Republic, Slovakia, Hungary, Spain, and most provinces of Canada (and in most American states, albeit in miles). The current Austrian Autobahn network has a total length of 1,720 km (1,070 mi).
Brenner Autobahn near Innsbruck
A22 Donauuferautobahn, near the exit Floridsdorfer Brücke
Belgium
Motorways in Belgium
In 1937, the first motorway between Brussels and Ostend was completed, following the example of neighboring countries such as Germany. It mainly served local industries and tourism as a connection between the capital city and a coastal region. However, the Second World War and the reparation of the complete road network after the war caused a serious delay in the creation of other motorways. In 1949, the first plans were made to build a complete motorway network of 930 km (580 mi) that would be integrated with the neighboring networks. Although the plans were ready, the construction of the motorway network was much slower than in neighboring countries because the project was deemed not to be urgent.
Because of economic growth in the 1960s, more citizens could afford cars, and the call for good-quality roads was higher than ever before. In each year between 1965 and 1973, over 100 km (62 mi) of motorway were built. At the end of the 1970s, the construction of motorways slowed down again due to costs, combined with an economic crisis, more expensive fuel and changing public opinion. In the following years, the only investments done were to complete already started motorway constructions. But most important cities were already connected. In 1981, the responsibilities for construction and maintenance of the motorways shifted from the federal to the regional governments. This sometimes caused tensions between the governments. For example, the part of the ring road around Brussels that crosses Wallonian territory has never been finished, since only Flanders suffers from the unfinished ring.[127]
Belgium today has the longest total motorway length per area unit of any country in the world.[citation needed] Most motorway systems in Belgium have at least three lanes in each direction. Nearly all motorways have overhead lighting including those in rural areas. The dense population of Belgium and the still unfinished state of some motorways, such as the ring roads around Brussels and Antwerp cause major traffic congestion on motorways. On an average Monday morning in 2012, there was a total of 356 km (221 mi)[128] of traffic jams and the longest traffic jam of the year was 1,258 km (782 mi),[129] purely on the motorways.
Bosnia and Herzegovina
Bosnia and Herzegovina has more than 208 km (129 mi) of highway, which connects Kakanj-Sarajevo. There is a plan to build highway on Corridor Vc, which will go from river Sava, across Doboj, Sarajevo and Mostar to Adriatic Sea. Next sections are Kakanj-Drivuša 16 km (9.9 mi), Zenica Sjever-Drivuša 11 km (6.8 mi), Svilaj-Odžak 11 km (6.8 mi), Vlakovo-Tarčin 20 km (12 mi), Počitelj-Bijača 21 km (13 mi). The speed limit is 130 km/h (81 mph) or 100 km/h (62 mph) in tunnels.[130]
A1 motorway, exit Bijača, towards the Zvirovići interchange
Mahovljanska interchange
A1 motorway
Bulgaria
Bulgarian motorway network
Legislation in Bulgaria defines two types of highways: motorways (Aвтомагистрала, Avtomagistrala) and expressways (Скоростен път, Skorosten pat). The main differences are that motorways have emergency lanes and the maximum allowed speed limit is 140 km/h (87 mph), while expressways do not have emergency lanes and the speed limit is 120 km/h (75 mph). As of June 2018[update], 777 km (483 mi) of motorways are in service, with another 62 km (39 mi) under various stages of construction. More than 590 km (370 mi) are planned. Also, several expressways are planned.
Croatia
Sign used denote the start of an Autoroute
The primary high-speed motorways in Croatia are called autoceste (singular: autocesta; Croatian pronunciation:[ˈaʊtotsesta]), and they are defined as roads with at least two lanes in each direction (including hard shoulder) and a speed limit of not less than 80 km/h (50 mph). The typical speed limit is 130 km/h (81 mph). As of 2017, there are 1,313 km (816 mi) of motorways in Croatia. There is also a category known as brza cesta, meaning "expressway". These roads have a speed limit up to 110 km/h (68 mph) and are not legally required to be grade-separated, but nearly all are.
Cyprus
Motorways (Greek: αυτοκινητόδρομος, Turkish: Otoyol) connect all cities in Cyprus, although in the territory under de facto Turkish control these do not meet international standards for the definition of motorways. In the areas administered by the Republic of Cyprus, motorway numbers are prefaced with the letter A, and run from A1 to A6, to distinguish them from all other roads, designated B roads. Of the A roads, all are designated motorways, except for the A4, linking Larnaca with Larnaca Airport.
Motorways are also distinguishable by the use of green-backed road signs, with standard international graphics, and text in yellow in Greek and white in English, distinguishable from B road signage, which has signs with blue backgrounds.
Motorway junctions are theoretically designated with junction numbers, but signage is not consistent is indicating the exit numbers.
Czech Republic
Czech motorway network
The Czech Republic has currently (2023) 1,363 km (847 mi)[131] of motorways (dálnice) whose speed limit is 130 km/h (81 mph) (or 80 km/h (50 mph) within a town). The total length should be 2,000 km (1,200 mi) around 2030. The number of a motorway (in red) copies the number of the national route (in blue) which has been replaced by the motorway. There are also roads for motorcars (silnice pro motorová vozidla). Those common roads are not subject to a fee (in form of vignette) for vehicles with total weight up to 3.5 t (3.4 long tons; 3.9 short tons) and their speed limit is 110 km/h (68 mph), partially up to 130 km/h (81 mph).
Denmark
Denmark has a well covered motorway system today, which has been difficult to build due to the county's geography with many islands. The longest bridges are the Great Belt and the Øresund bridges to Skåne (Scania) in southern Sweden. Both are motorways with dual electrical train tracks added.
Finland
Motorways in Finland
Finland has 863 km (536 mi) of motorway, which is only a small proportion of the whole highway network. More than half of the length of the motorway network consists of six radial motorways originating in Helsinki, to Kirkkonummi (Länsiväylä), Turku (Vt1/E18), Tampere (Vt3/E12), Tuusula (Kt45), Heinola (Vt4/E75) and Vaalimaa (Vt7/E18). These roads have a total length of 653 km (406 mi). The other motorways are rather short sections close to the biggest cities, often designed to be bypasses. The motorway section on national roads 4 and 29, between Simo and Tornio, is said to be the northernmost motorway in the world.
Finnish motorways do not have a separate road numbering scheme. Instead, they carry national highway numbers. In addition to signposted motorways, there are also some limited-access two-lane expressways, and other grade-separated four-lane expressways (perhaps the most significant example being Ring III near Helsinki).
Sign used denote the start of an AutorouteMap of French motorways (in yellow) and expressways (in red)
The autoroute system in France consists largely of toll roads, except around large cities and in parts of the north. It is a network of 11,882 km (7,383 mi) worth of motorways. Autoroute destinations are shown in blue, while destinations reached through a combination of autoroutes are shown with an added autoroute logo. Toll autoroutes are signalled with the word péage (toll).
Cross between A430 motorway and A43 motorway
Toll barrier in Hordain (south of Hordain), on autoroute A2
Germany
German motorways with numbering scheme
Germany's network of controlled-access expressways includes all federal Autobahnen and some parts of Bundesstraßen and usually no Landesstraßen (state highways), Kreisstraßen (district highways) nor Gemeindestraßen (municipal highways). The federal Autobahn network has a total length of 13,183 km (8,192 mi) in 2020, making it one of the densest networks in the world.
The German autobahns have no general speed limit for some classes of vehicles (though nearly 30% of the total autobahn network is subject to local and/or conditional limits[132]), but the advisory speed limit (Richtgeschwindigkeit) is 130 km/h (81 mph). The lower class expressways usually have speed limits of 120 km/h (75 mph) or lower.
German Motorway (Autobahn) - one of the world's earliest motorways
An autobahn with 4 lanes in each direction of travel for 21 km (13 mi). The section between Zeppelinheim and Darmstadt is the oldest Autobahn.
The A 3 in 1991
Dynamic traffic signs on an Autobahn
Greece
Map of Greece's motorway network
Greece's motorway network has been extensively modernised throughout the 1980s, 1990s and especially the 2000s, while part of it is still under construction. Most of it was completed by mid 2017 numbering around 2,500 km (1,600 mi) of motorways, making it the biggest highway network in Southeastern Europe and the Balkans and one of the most advanced in Europe.[133]
There are a total of 10 main routes throughout the Greek mainland and Crete, from which some feature numerous branches and auxiliary routes. Most important motorways are the A1 Motorway connecting Greece's two largest cities (Athens and Thessaloniki), the A2 motorway (Egnatia Odos), also known as the "horizontal road axis" of Greece, connecting almost all of Northern Greece from west to east and the A8 motorway (Olympia Odos) connecting Athens and Patras. Another important motorway is the A6 motorway (Attiki Odos), the main beltway of the Athens Metropolitan area.
In Ireland the Local Government (Roads and Motorways) Act 1974 made motorways possible, although the first section, the M7 Naas Bypass, did not open until 1983. The first section of the M50 opened in 1990, a part of which was Ireland's first toll motorway, the West-Link. However it would be the 1990s before substantial sections of motorway were opened in Ireland, with the first completed motorway—the 83-kilometre (52 mi) M1 motorway—being finished in 2005.
Under the Transport 21 infrastructural plan,[134] motorways or high quality dual carriageways were built between Dublin and the major cities of Cork, Galway, Limerick and Waterford by the end of 2010. Other shorter sections of motorway either have been or will be built on some other main routes. In 2007 legislation (the Roads Bill 2007) was created to allow existing roads be designated motorways by order because previously legislation allowed only for newly built roads to be designated motorways.
As a result, most HQDCs nationwide (other than some sections near Dublin on the N4 and N7, which did not fully meet motorway standards) were reclassified as motorways. The first stage in this process occurred when all the HQDC schemes open or under construction on the N7 and N8, and between Kinnegad and Athlone on the N6 and Kilcullen and south of Carlow on the N9, were reclassified motorway on 24 September 2008. Further sections of dual carriageway were reclassified in 2009.
As of December 2011, the Republic of Ireland has around 1,017 km (632 mi) of motorways.
The world's first motorway was the Autostrada dei laghi, inaugurated on 21 September 1924 in Italy. It linked Milan to Varese; it was then extended to Como, near the border with Switzerland, inaugurated on 28 June 1925. Piero Puricelli, the engineer who designed this new type of road, decided to cover the expenses by introducing a toll.[135][136]
Other motorways (or autostrade) built before World War II in Italy were Naples-Pompeii, Florence-Pisa, Padua-Venice, Milan-Turin, Milan-Bergamo-Brescia and Rome-Ostia. The total length of the Italian motorway system is about 7,016 kilometres (4,360 mi), as of 30 July 2022.[137] To these data are added 13 motorway spur routes, which extend for 355 kilometres (221 mi).[138] The density is 22.4 kilometres (13.9 mi) of motorway for every 1,000 square kilometres (390 sq mi) of Italian territory.[139]
Italian motorways (or autostrade) are mostly managed by concessionaire companies. From 1 October 2012 the granting body is the Ministry of Infrastructure and Transport and no longer Anas[140] and the majority (5,773.4 kilometres (3,587.4 mi) in 2009[141]) are subject to toll payments. On Italian motorways, the toll applies to almost all motorways not managed by Anas. The collection of motorway tolls, from a tariff point of view, is managed mainly in two ways: either through the "closed motorway system" (km travelled) or through the "open motorway system" (flat-rate toll).[142]
Italy's motorways (or autostrade) have a standard speed limit of 130 km/h (80 mph) for cars. Limits for other vehicles (or when visibility is poor due to weather) are lower. Legal provisions allow operators to set the limit to 150 km/h (95 mph) on their concessions on a voluntary basis if there are three lanes in each direction and a working SICVE, or Safety Tutor, which is a speed-camera system that measures the average speed over a given distance.
Type B highway (Italian: strada extraurbana principale), commonly but unofficially known as superstrada (Italian equivalent for expressway), is a divided highway with at least two lanes in each direction, paved shoulder on the right, no cross-traffic and no at-grade intersections. Access restrictions on such highways are exactly the same as motorways (or autostrade). The signage at the beginning and the end of the strade extraurbane principali is the same, except the background colour is blue instead of green. The general speed limit on strade extraurbane principali is 110 km/h (70 mph), unless otherwise indicated. Strade extraurbane principali are not tolled.
There are two categories of controlled-access highways in Lithuania: expressways (Lithuanian: greitkeliai) with maximum speed 120 km/h (75 mph) and motorways (Lithuanian: automagistralės) with maximum speed 130 km/h (81 mph). The first section Vilnius–Kaunas of A1 highway was completed in 1970. Kaunas–Klaipėda section of A1 was completed in 1987.[143]Vilnius-Panevėžys (A2 highway) was completed in stages during the 1980s and finished in the 1990s. Complete length of the motorway network is 310 km (190 mi). Expressway network length - 80 km (50 mi). Motorway section between Kaunas and the Polish border is planned to be completed in the 2020s.
Roads in the Netherlands include at least 2,758 km (1,714 mi) of motorways and expressways,[144] and with a motorway density of 64 kilometres per 1,000 km2 (103 mi/1,000 mi2), the country has one of the densest motorway networks in the world.[145] About 2,500 km (1,600 mi) are fully constructed to motorway standards,[146] These are called Autosnelweg or simply snelweg, and numbered and signposted with an A and up to three digits, like A12.
They are consistently built with at least two carriageways, guard rails and interchanges with grade separation. Since September 2012, the nationwide maximum speed has been raised to 130 km/h (81 mph), but on many stretches speed is still limited to 120 or 100 km/h (75 or 62 mph). Dutch motorways may only be used by motor vehicles both capable and legally allowed to go at least 60 km/h (37 mph).
In March 2020, the general speed limit on Dutch motorways was lowered to 100 km/h (62 mph) during the day (6 am until 7 pm). At night, the maximum speed is different per stretch, but 130 km/h (81 mph) remained the upper limit.
Dutch roads are used with a very high intensity in relation to the network length[145] and traffic congestion is common, due to the country's high population density. Therefore, since 1979 large portions of the motorway network have been equipped with variable message signs and dynamic electronic displays, both of which are aspects of intelligent transportation systems. These signs can show a lower speed limit, as low as 50 km/h (31 mph), to optimize the flow of heavy traffic, and a variety of other communications. Additionally there are peak, rushhour or plus lanes, which allow motorists to use the hard shoulder as an extra traffic lane in case of congestion. These extra lanes are observed by CCTV cameras from a traffic control center.
Less common, but increasingly, separate roadways are created for local/regional traffic and long-distance traffic. This way the number of weaving motions across lanes is reduced, and the traffic capacity per lane of the road is optimised. A special feature of Dutch motorways is the use of Porous Asphalt Concrete, which allows water to drain efficiently, and even in heavy rain no water will splash up, in contrast to concrete or other road surfaces. The Netherlands is the only country that uses PAC this extensively, and the goal is to cover 100% of the motorways with PAC, in spite of the high costs of construction and maintenance. All in all the Netherlands has one of the more advanced motorway networks in the world.
Local and express lanes connected using a basketweave
Dynamic Route Information Panel (DRIP) on Dutch A13 freeway during evening rush hour
The total motorway network length in North Macedonia is 317 km (197 mi) as of Spring 2019. Another 70 km (43 mi) are under construction, 57 km (35 mi) (Ohrid to Kicevo) and 13 km (8.1 mi) (Skopje to Kosovo border). The stretch from Gostivar to Kicevo is planned to start with construction in 2021. The three motorway routes are A1, which is part of the European corridor E-75, A2 (part of E-65) and the recently built A4 corridor that connects Skopje to Stip. A1 connects the northern border (Serbia) with the southern one (Greece), while A2 traverses the country from the East (Bulgaria border) to West (Albania border), but only the stretch from Kumanovo to Gostivar is a divided motorway, while the rest of the length is either an undivided two-way road or in the process of turning into a motorway.[147]
Norway
Norway has (2022) 770 km (480 mi) of motorways, in addition to 498 km (309 mi) of limited-access roads (in Norwegian motortrafikkvei) where pedestrians, bicycles, etc. are forbidden, though with a bit lower standard than true motorway. Most of the network serves the big cities, chiefly Oslo, Stavanger and Bergen. Northernmost motorway is, as of 2022, on E6 just south of Trondheim: see also the E6, E18 and the E39. Most motorways use four-ramp Dumbbell interchanges, but also Roundabout interchanges can be found. The first motorway was built in 1964, just outside Oslo. The motorways' road pattern layout is similar to those in the United States and Canada, featuring a yellow stripe towards the median, and white stripes between the lanes and on the edge. The speed limits are 90–110 km/h (56–68 mph).
The highways in Poland are divided into motorways and expressways, both types featuring grade-separated interchanges with all other roads, emergency lanes, feeder lanes, wildlife protection measures and dedicated roadside rest areas. Motorways can be only dual carriageways, while expressways can be dual or, rarely, single carriageways. The start of an expressway in Poland is marked with a sign of white car on blue background, while number sign for an expressway is of red background and white letters, with the letter S preceding a number. Speed limits in Poland are 140 km/h (87 mph) on motorways and 120 km/h (75 mph) on dual-carriageway expressways.
The Regulation of the Council of Ministers defines the network of motorways and expressways in Poland totalling about 7,980 km (4,960 mi) (including about 2,100 km (1,300 mi) of motorways).[148]
As of July 2022, there are 4,688 km (2,913 mi) of motorways and expressways in operation (58% of the intended network), while contracts for construction of further 1,170 km (727 mi) of motorways and expressways (15% of the intended network) are ongoing.[149]
Additional motorway sections were built in the 1960s, 1970s and early 1980s. However, the large-scale building of motorways started only in the late 1980s. Currently, Portugal has a very well-developed network of motorways, with about a 3,000-kilometre (1,900 mi) extension, that connects all the highly populated coastal regions of the country and the main cities of the less populous interior. This means that 87% of the Portuguese population lives at less than 15 minutes' driving time from a motorway access.[151]
Unlike the neighbouring Spanish network, most of Portuguese motorways are tolled, although there are also some non-tolled highways, mostly in urban areas, like those of Greater Lisbon and Greater Oporto. In the late 1990s and early 2000s, the Government of Portugal created seven shadow toll concessions, the SCUT toll (Sem custos para o utilizador, no costs for the user). In those concessions it were included more than 900 km (560 mi) of motorways and highways, some of them already built, others which were built in the following years. However, due to economical and political reasons, the shadow toll concept was abolished between 2010 and 2011, with electronic toll equipment being installed in these motorways, to charge their users. Having only electronic tolls, former SCUT motorways can now only be used by vehicles equipped with electronic payment devices or vehicles registered in the system.
Portuguese motorways form an independent network (Rede Nacional de Autoestradas, National Motorway Network), that overlaps with the Fundamental and Complementary subnetworks of the National Highway Network (Rede Rodoviária Nacional). Each motorway section overlapping with the Fundamental subnetwork is part of an IP (Itinerário principal, Principal route) and each motorway section overlapping with the Complementary subnetwork is part of an IC (Itinerário complementar, Complementary route). Thus, a motorway can overlap with sections of different IP or IC routes and - on the other hand - an IP or IC route can overlap with sections of different motorways. An example is A22 motorway, which overlaps with sections of IP1 and of IC4 routes; another example is IP1 route, which overlaps with sections of the A22, A2, A12, A1 and A3 motorways.
The National Motorway Network has a proper numbering system in which each motorway has a number prefixed by the letter "A". In most cases, a motorway signage indicates only its A number. The number of the IP or IC of which a motorway section is a part is not signed except in some short motorways which lack a proper A number.
A5 (Lisbon-Cascais) motorway, inaugurated in 1944 as the first motorway in Portugal
A1 (Lisbon-Oporto) motorway, the main road link between the two largest cities of the country
Corgo viaduct, part of the A4 (Oporto-Bragança) motorway
Tunnel at the A27 (Ponte de Lima-Viana do Castelo) motorway
Romania
Planned motorways in Romania
As of 31 July 2024, Romania has 1,115 km (693 mi) of highways in use, with more under construction.[152]
The first motorway in Romania was completed in 1972, linking Bucharest and Pitești.[153] The Romanian Government has adopted a General Master Plan for Transport that was approved by the European Union in July 2015, containing the strategy for expanding the road (including motorway) network until 2040, using EU funding.[154]
A1 motorway between Arad and Timișoara
A1 motorway near Sibiu
A2 motorway near Cernavodă interchange
A3 motorway between Gilău and Turda
A7 motorway near Bacău Bypass
A10 motorway and the hills of Transilvania
Russia
Motorways and expressways in Russia. Legend:
Motorway
Motorway planned or under construction
Expressway
Expressway planned or under construction
In 2024, Russia will have a nationwide motorway network with a length of 1701 km and expressway network of 1826.4 km.
The motorways and expressways have the numbering of the Russian federal highway network or their own name, as there is no separate numbering system for motorways and expressways and their sections are mostly part of the Russian federal highway network. The legal speed limit on motorways and expressways is 110 km/h, and 130 km/h[155] on some newly upgraded sections of motorway. Sections of Russian federal highway that have been upgraded to motorway status are marked with green signs. Federal highway roads that have been upgraded to expressways or dual and single carriageway with road junction are marked with blue signs.
In the classification of Russian federal highway roads, motorways are assigned to technical category IA and expressways to technical category IB.[156]
Transportation interchange at the intersection of M2 and A107
Motorways (Serbian: Аутопут, romanized: Autoput) and expressways (Serbian: Брзи пут, romanized: Brzi put) are the backbone of the road system in Serbia. There are around 906 km (563 mi) of motorways in total. Plan is 1,200 km (750 mi) by the end of 2018.
Motorways in Serbia have three lanes (including emergency lane) in each direction, signs are white-on-green, as in the rest of former Yugoslavia and the normal speed limit is 130 km/h (81 mph).
Expressways, unlike motorways, do not have emergency lanes, signs are white-on-blue and the normal speed limit is 100 km/h (62 mph).
As the Serbian word for motorway is autoput, the "A1", "A2" or "A3" road designations are used since November 2013.[157] All state roads categorized as class I, that are motorways currently of in the future, are marked with one-digit numbers and known as class Ia. All other roads, which belong to class I, are marked with two-digit numbers and known as class Ib. Expressways belong to class Ib, too. E-numeration is also widely used on motorways.
The core of the motorways is what was once called during Yugoslav period, the Brotherhood and Unity Highway, which was opened in 1950 and goes from the border with Croatia, through Belgrade, Central Serbia, Niš, and to border with North Macedonia. It was one of the first modern highways in Central-Eastern Europe. It is the most direct link between Central and Western Europe with Greece and Turkey, and subsequently the Middle-East.
A1/E-75 motorway in Serbia
Dobanovci interchange, directions to Niš and Budapest
Motorway A2, Tunnel Savinac
Slovakia
Slovakia has currently (2022) 854 km (531 mi) of motorways (Slovak: diaľnica, D) and expressways (rýchlostná cesta, R) whose speed limit is 130 km/h (81 mph).They are split into expressways and motorways like Poland with expressways starting with a R, short for "rýchlostná cesta", but from April 2020 all the expressways in Slovakia were known as motorways due to that the expressways are very similar to the motorways in Slovakia. You also pay a e-vignette to use the motorways in Slovakia. Before you used to pay a sticker vignette but from 2016 you pay electronically through the website.
The highways in Slovenia are the central state roads in Slovenia and are divided into motorways (Slovene: avtocesta, AC) and expressways (hitra cesta, HC). Motorways are dual carriageways with a speed limit of 130 km/h (81 mph). They have white-on-green road signs as in Italy, Croatia and other countries nearby. Expressways are secondary roads, also dual carriageways, but without an emergency lane. They have a speed limit of 110 km/h (68 mph) and have white-on-blue road signs.
Map of Spanish autopistas (motorways) and autovías (expressways)
The Spanish network of autopistas and autovias has a length of 17,228 km (10,705 mi), making it the largest in Europe and the third in the world.[158]Autopistas are specifically reserved for automobile travel, so all vehicles not able to sustain at least 60 km/h (37 mph) are banned from them. General speed limits are mandated by the Spanish Traffic Law as 60–120 km/h (37–75 mph). Specific limits may be imposed based on road, meteorological or traffic conditions. Spanish legislation requires an alternate route to be provided for slower vehicles. Many, but not all, autopistas are toll roads, which also mandates an alternate toll-free route under the Spanish laws.
The M-40 autopista (motorway) is one of the beltways serving Madrid. It is one of the few non-toll autopistas of significant length.
The A-5 autovía (expressway) near Navalcarnero, Madrid. Note the mostly nonexistent acceleration lane in the road joining from the bottom right.
Modern autovías (expressway) such as the A-66 near Guillena, Seville, offer most, if not all, features that are required by an autopista (motorway).
Sweden
Map of Swedish motorways
Sweden has the largest motorway network in Scandinavia (2,050 kilometres, 1,274 mi).[159] It is, however, unevenly allocated. Most motorways are located in the south of the country, where the population density is the highest.
The first motorway in Sweden opened in 1953, between Lund and Malmö. Four-lane expressways had been built before, an early example is E20 between Gothenburg and Alingsås, built in the early 1940s. Most of the current network was built in the 1970s and 1990s.
E6 starts i Trelleborg in southern Sweden, it then continues along the Swedish western coast, up to the Svinesund bridge which is where Sweden borders to Norway. Its length is close to 600 km (370 mi) on Swedish territory alone, and it connects four of Scandinavia's six largest cities, Copenhagen, Malmö, Gothenburg and Oslo together,[160][161][162] as well as around 20 other more or less notable towns and cities.
A Swedish (partly motorway) route (rather than road) that also has a significant portion of the Swedish motorway network, is European route E4, which runs from the border city of Tornio in northern Finland to Helsingborg in southern Sweden. E4 is the main route that connects the capital Stockholm with Scania. All of E4 south of the city Gävle is of motorway standard, with only the part passing Ljungby (32 kilometres, 20 mi) left, currently in expressway standard. Upgrade to motorway standard will start in 2017.[163] The part of E4 that runs through western Stockholm is called Essingeleden and is the busiest road in Sweden.
Other highways that have a significant portion of motorway standard are E20, E18 and E22. Motorways in Sweden are however not restricted to European routes; so called Riksvägar and other regional road types can also be of motorway standard. An example of this is Riksväg 40. Riksväg 40 is the main link between the largest cities in the country, Stockholm and Gothenburg. Notably, not even the majority of the European route- network in Sweden is motorway or even have expressway standard. All of this is because road numbering and road standard is separate in Sweden, as in the rest of Scandinavia.
Switzerland has a two-class highway system: motorways with separated roads for oncoming traffic and a standard maximal speed limit of 120 km/h (75 mph), and expressways often with oncoming traffic and a standard maximal speed limit of 100 km/h (62 mph).
In Switzerland as of April 2011, there were 1,763.6 kilometres (1,095.9 mi) of a planned 1,893.5 kilometres (1,176.6 mi) of motorway completed. The country is mountainous with a high proportion of tunnels: there are 220 totaling 200 kilometres (120 mi), which is over 12% of the total motorway length.[164]
Motorways (Turkish: Otoyol) of Turkey are a network in constant development. All motorways (O coded), except beltways, are toll roads (using only RFID methods for the roads that operated by KGM; cash and credit card payment is also possible for the roads that operated by private companies), mostly six lanes wide, illuminated and with 130 or 140 km/h (81 or 87 mph) speed limit. As of 2024, total length of the motorways is 3,726 km (2,315 mi) long in total.[165]
A map Showing Future Pattern of Principal National Routes was issued by the Ministry of War Transport in 1946[166] shortly before the law that allowed roads to be restricted to specified classes of vehicle (the Special Roads Act 1949) was passed.[167] The first section of motorway, the M6 Preston Bypass, opened in 1958[168] followed by the first major section of motorway (the M1 between Crick and Berrygrove in Watford), which opened in 1959.[168] From then until the 1980s, motorways opened at frequent intervals;[169] by 1972 the first 1,600 km (1,000 mi) of motorway had been built.[170]
Whilst roads outside of urban areas continued to be built throughout the 1970s, opposition to urban routes became more pronounced. Most notably, plans by the Greater London Council for a series of ringways were cancelled following extensive road protests and a rise in costs.[citation needed] In 1986 the single-ring, M25 motorway was completed as a compromise.[171] In 1996 the total length of motorways reached 3,200 kilometres (2,000 mi).[172]
Motorways in Great Britain, as in numerous European countries, will nearly always have the following characteristics:
No traffic lights (except occasionally on slip roads before reaching the main carriageway).
Exit is nearly always via a numbered junction and slip road, with rare minor exceptions.
Pedestrians, cyclists and vehicles below a specified engine size are banned.
There is a central reservation separating traffic flowing in opposing directions (the only exception to this is the A38(M) in Birmingham where the central reservation is replaced by another lane in which the direction of traffic changes depending on the time of day. There was another small spur motorway near Manchester with no solid central reservation, but this was declassified as a motorway in the 2000s.)
No roundabouts on the main carriageway. (This is only the case on motorways beginning with M (so called M class)). In the case of upgraded A roads with numbers ending with M (i.e. Ax(M)), roundabouts may exist on the main carriageway where they intersect 'M' class motorways. In all M class motorways bar two, there are no roundabouts except at the point at which the motorway ends or the motorway designation ends. The only exceptions to this in Great Britain are:
the M271 in Southampton which has a roundabout on the main carriageway where it meets the M27, but then continues as the M271 after the junction.
on the M60. This came about as a result of renumbering sections of the M62 and M66 motorways near Manchester as the M60, to form a ring around the city. What was formerly the junction between the M62 and M66 now involves the clockwise M60 negotiating a roundabout, while traffic for the eastbound M62 and northbound M66 carries straight on from the M60. This junction, known as Simister Island, has also been criticised for the presence of a roundabout and the numbered route turning off.[citation needed]
the A1(M) between the M62 in North Yorkshire and Washington in Tyne and Wear is built to full 'M' class standards without any roundabouts.
the A74(M) between Gretna and Abingdon in Scotland is similarly built to full 'M' class standards with no roundabouts.
On motorways in Great Britain there were 99 fatalities in 2017 for 69 billion vehicle miles travelled, a reduction from 183 fatalities in 2007.[173] which is equivalent to 1.43 fatalities per billion vehicle miles traveled.
Northern Ireland
Legal authority existed in the Special Roads Act (Northern Ireland) 1963 similar to that in the 1949 Act.[174] The first motorway to open was the M1 motorway, though it did so under temporary powers until the Special Roads Act had been passed.[175] Work on the motorways continued until the 1970s when the oil crisis and The Troubles both intervened causing the abandonment of many schemes.[176]
The M31 Hume Highway/Freeway/Motorway connecting Sydney and Melbourne, the M23 Federal Highway spur route that connects Canberra with Sydney and the A1/M1 Pacific Highway/Motorway connecting Sydney and Brisbane are the only major interstate highways that are completed to a continuous dual carriageway standard. There are also plans to upgrade the A25 Barton Highway, another spur off the M31 that connects Canberra with Melbourne, to a dual carriageway highway. Although these inter-city highways are dual carriageway they are not all controlled access highways. Some of these inter-city highways have driveways to adjacent property and at-grade junctions with smaller roads.
Unlike many other countries, some of Australia's freeways are being opened to cyclists. As the respective state governments upgrade their state's freeways, bicycle lanes are being added and/or shoulders widened alongside the freeways. The state of Queensland is an exception however, as cyclists are banned from all freeways, including the breakdown lane.
Motorways referred to as an expressway in Australia include the Hunter Expressway, which connects the Hunter Valley with Newcastle, and the Southern Expressway, which connects Adelaide's outer southern suburbs to the southwestern suburbs.
The term motorway in New Zealand encompasses multilane divided freeways as well as narrower two- to four-lane undivided expressways with varying degrees of grade separation; the term motorway describes the legal traffic restrictions rather than the type of road.[177]
New Zealand's motorway network is small due to the nation's low population density and low traffic volumes making it uneconomical to build controlled-access highways outside the major urban centres.
New Zealand's first motorway opened in December 1950 near Wellington, running from Johnsonville to Tawa. This five-kilometre (3.1 mi) motorway now forms the southern part of the Johnsonville-Porirua Motorway and part of State Highway 1.[178] Auckland's first stretch of motorway was opened in 1953 between Ellerslie and Mount Wellington (between present-day exit 435 and exit 438), and now forms part of the Southern Motorway.[179]
Most major urban areas in New Zealand feature limited-access highways. Auckland, Wellington, Christchurch, Hamilton, Tauranga, and Dunedin contain motorways, with only Auckland having a substantial motorway network.
^Used in the western part of the United States, parts of Australia, parts of Canada, and South Africa.
^Used in the United Kingdom, Hong Kong, Ireland, Pakistan, New Zealand, and parts of Australia.
^Used in parts of the United States, parts of Canada, Australia, China, India, Japan, the Philippines, South Korea, and an official term in the UK and Hong Kong. In some parts of the United States, this also designates a type of limited-access road of lower class than a freeway. In the UK it officially refers to main roads of a lower class than a motorway.[1]
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External links
Media related to Controlled-access highways at Wikimedia Commons
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Pila de cuatro niveles : se utiliza como cruce principal, generalmente para cruces de autopistas.
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