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32-400: The speed limit is 55 mph (or about 88 km/h) until McMullen Booth. Due to cambering differences, cars experience bouncing when traveling in the northbound lanes. This occurs for the first (southern) half of the northbound span. It features a SPUI interchange at State Road 60 and a diamond interchange on the south end of the bridge. Along with the bridge, a $ 12 million interchange

64-412: A single-point interchange ( SPI ) or single-point diamond interchange ( SPDI ), is a type of highway interchange . The design was created in order to help move large volumes of traffic through limited amounts of space efficiently. A SPUI is similar in form to a diamond interchange but has the advantage of allowing opposing left turns to proceed simultaneously by compressing the two intersections of

96-711: A 10-year extension of gasoline taxes. The plan went through as the "Penny for Pinellas" tax. This eliminated the need for a planned $ 2.5 million, 16-lane toll booth that would have been built on sensitive marshlands at the south end of the bridge. The cost of construction of the bridge is estimated at $ 71 million. The Bayside Bridge connects to nearby Interstate 275 via the Gateway Expressway that opened in May 2024. SPUI A single-point urban interchange ( SPUI , / ˈ s p uː i / SPOO -ee or / ˈ s p juː i / SPEW -ee ), also called

128-545: A SPUI allows only left and right turns, drivers may not reenter the freeway they are departing (if, for example, they realize that they have taken the wrong exit) within a SPUI. Three-phase traffic signals are required. Other interchange types designed for efficiency, such as the six-ramp partial cloverleaf and the diverging diamond , require just two signal phases. The first SPUI opened on February 25, 1974, along U.S. Route 19 ( State Road 55 ), which goes over State Road 60 east of Clearwater, Florida . It

160-458: A SPUI. A freeway-over SPUI (as in the lower photo) requires a longer bridge of the free-flowing road to cross the wider area required for the SPUI intersection below. Because vehicles must be able to cross the pavement in six different ways, a SPUI generally has a very large area of uncontrolled pavement in the middle of the intersection. This can be unsafe particularly if drivers are unfamiliar with

192-536: A continuous green T-intersection with the bridges. The ramps cross each other at-grade , with a traffic light -controlled intersection. An interchange, like that in Millvale, Pennsylvania, formerly existed at the junction of SR 7 and SR 822 at the now-demolished Fort Steuben Bridge in Steubenville, Ohio . The northbound carriageway of SR 7 passed under the bridge, with lefthand ramps meeting

224-404: A diamond into one single intersection over or under the free-flowing road. The term "single-point" refers to the fact that all through traffic on the arterial street, as well as the traffic turning left onto or off the interchange, can be controlled from a single set of traffic signals . Due to the space efficiency of SPUIs relative to the volume of traffic they can handle, the interchange design

256-430: A significant difference between the two types of interchanges in terms of total collisions, the injury and fatality rates are notably lower for SPUIs than diamond interchanges. The major disadvantage of SPUIs over other types of road junctions is the increased cost due to the need for a longer or wider bridge. A freeway-under SPUI (as in the upper diagram) requires a wider bridge over the free-flowing road to make room for

288-623: A single signal, vehicles can clear the intersection much more quickly than in a diamond interchange (which requires two sets of traffic signals). SPUIs also allow for wider turns, easing movement for large vehicles, such as trucks and RVs. Furthermore, a SPUI takes up considerably less space than a full cloverleaf interchange , allowing construction to take place on a limited amount of property and minimizing state use of eminent domain . Finally, SPUIs are reportedly safer than other space-efficient interchange forms, such as (standard) diamond interchanges. Research suggests that, although there may not be

320-414: A snowplow leave piles of snow, interfering with traffic and visibility in the middle of the uncontrolled pavement. Additionally, if the wide area of uncontrolled pavement is on a bridge, as in the diagram, the snow cannot be pushed to the sides of the bridge as it may pose a hazard to the road underneath. This problem can be exacerbated by the comparatively large bridge width required by the SPUI. Given that

352-562: A straight north–south course. The neighbourhood along the west side, between 137 and 153 Avenues, Griesbach , used to be designated for homes for the families of the base. This has since been redeveloped by the Canada Lands Company . 97 Street is still used as the Canadian Forces parade to the base upon return of duty of the troops. A portion of 97 street between 137 Avenue and Anthony Henday Drive has been given

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384-423: A surface intersection. The most commonly cited advantages of SPUIs are improved operation efficiency and safety as well as reduced right-of-way requirements compared to other interchange forms. Left-turning traffic from both directions of the intersecting roadways is able to turn simultaneously without crossing the path of the opposing left turns. Because traffic passing through the interchange can be controlled by

416-897: Is also a SPUI on the Frankenschnellweg , the urban part of the A73 , and Maximilianstraße, in Nuremberg (at 49°27′06″N 11°02′17″E  /  49.451708°N 11.038102°E  / 49.451708; 11.038102 ). Smaller versions of the SPUI can also be found on non-autobahn roads in German cities, with right-turning traffic under signal control, located in Heilbronn , Karlsruhe , Sindelfingen , Stuttgart , and Wiesbaden . SPUIs are also found in Australia, Canada, Hong Kong, Indonesia, and Singapore. A rarely built variant of

448-433: Is expected unless fairly substantial changes to the design or special accommodations are provided. Pedestrians are usually not able to get through the intersection with one green light. It can take up to four cycles to walk through the entire length of a SPUI. Finally, SPUIs can be somewhat difficult to clear of snow. The large area in which lanes cross may have to be shut down to allow efficient and thorough cleaning lest

480-419: Is used extensively in the reconstruction of existing freeways as well as constructing new freeways, particularly in dense urban environments. Sometimes a SPUI will allow traffic to proceed straight through from the offramp to the onramp; this usually happens when the ramps connect with frontage roads . Since most through traffic travels over or under the intersection, the SPUI is still much more efficient than

512-510: The Town Center at Aurora shopping center in Aurora, Colorado , United States (at 39°42′40″N 104°49′33″W  /  39.711189°N 104.825807°W  / 39.711189; -104.825807 ). A three-level SPUI is similar to a standard SPUI but includes an additional grade separation allowing for free-flowing through traffic on the crossroad; such through traffic thus bypasses

544-472: The "side road" at this interchange. The southbound carriageway of SR 7 bridges over the interchange, while its northbound carriageway remains at-grade. SR 7's left on- and offramps run between its carriageways, meeting the I-470 ramps at an at-grade intersection. The I-470 ramps proceed to a trumpet interchange with I-470. I-470 itself bridges over both carriageways of SR 7 a short distance north of

576-618: The I-470/SR ;7 ramps' intersection. This design was likely chosen not for cost savings but because the northbound carriageway of SR 7 is bordered by railroad tracks, commercial properties, and the Ohio River and because I-470 bridges the river just east of SR 7—a more conventional interchange design was likely more difficult to achieve. There is another such interchange in Millvale, Pennsylvania , near Pittsburgh , at

608-433: The SPUI is the inverted SPUI , in which the carriageways of the free-flowing road are separated, with left on- and offramps running between the carriageways and coming to a single at-grade intersection with the cross street. This can be built less expensively than a standard SPUI by allowing for shorter, simpler bridges at the interchange. However, this inverts the usual convention of placing carriageway on- and offramps on

640-422: The bridge approach, while the southbound carriageway had a continuous green T-intersection with the bridge. An offset SPUI is similar to a diamond interchange, however, by making two of the ramps flyovers or flyunders , all ramps are pushed to one side of the highway, where they meet the surface street at a single intersection. An example of this is the interchange between Interstate 225 and Alameda Avenue near

672-518: The city's northern suburban neighbourhoods and to the region's main military installation, CFB Edmonton . North of Yellowhead Trail ( Highway 16 ), it is designated as part of Highway 28 . The road has existed in some form since Edmonton was a small agricultural community. At its southern terminus it connects with Jasper Avenue , early Edmonton's main street, at the location of the Edmonton Convention Centre and Canada Place

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704-475: The compressed on- and offramps. However, this disadvantage poses less of a problem in cases where the arterial, or nonfreeway road, already requires a very wide bridge. The intersection of 97 Street , having seven throughlanes, with Yellowhead Trail in Edmonton , Alberta, Canada, though a diamond interchange in concept, required such a wide bridge that traffic-signal phasing allows this intersection to behave as

736-593: The free-flowing road is at-grade with but still separated from the side road, as found in a continuous green T- (or seagull) intersection . There is one such interchange in Pultney Township, Belmont County, Ohio , between State Route 7 (SR 7) and Interstate 470 (I-470) at 40°02′52″N 80°44′01″W  /  40.047657°N 80.733542°W  / 40.047657; -80.733542 . The ramps leading to and from I-470 run west of, but are not directly connected to, SR 7; these ramps form

768-482: The honorary name, " Canadian Forces Trail" and was approved in 2018, the proposal submitted by Ward 3 City Councillor Jon Dziadyk. This has prompted the light standards being tied with yellow ribbons and the street nicknamed Heroes Boulevard . This honorary name was the idea of local dentist Randy Crowell as a tribute to all past and present members of Edmontons' military family. 10,000 names were gathered through radio media outlets and presented to City Hall in support of

800-462: The interchange type. Drivers making a left turn may become confused as oncoming turning traffic passes them on the righthand side. Due to the large intersection area, the traffic lights need a longer yellow and red phase to clear the intersection, and, even then, it may not be long enough for a bicyclist entering on green or yellow to make it across before opposing traffic gets a green. In general, SPUI designs should not be used where bicycle traffic

832-494: The junction between Pennsylvania Route 28 (PA 28) and the 40th Street Bridge . The northbound carriageway of PA 28 passes under the interchange, with lefthand ramps meeting at the bridge (the northbound entrance ramp does not provide direct access to PA 28). The southbound carriageway of PA 28 has a continuous green T-intersection with the bridge. A similar interchange exists in Coal Grove, Ohio , at

864-587: The junction of U.S. Route 52 (US 52) with the Ben Williamson Memorial Bridge and the Simeon Willis Memorial Bridge , which cross the Ohio River and lead to and from Ashland, Kentucky , respectively. The eastbound carriageway of US 52 passes under the interchange, with lefthand exit and entrance ramps to the bridges. The westbound carriageway of US 52, which narrows to one throughlane, has

896-779: The main federal government offices in Alberta since 1988 and the former site of the Alberta Hotel. Proceeding north, 97 Street passes the Francis Winspear Centre for Music , and the Law Courts , as well as the Chinatown gate in Chinatown and Little Italy . Like all early roads in eastern Edmonton, Namao Avenue as it was called, ran at a slight angle to a true north–south line, being more NNW-SSE. During later development (north of 110A Avenue) it switches to

928-408: The right side of the carriageway, instead placing them on the left side, usually considered the passing lane . There is also a variant of the inverted SPUI, which can be used when a side road ends at, rather than crossing, a free-flowing road. In this variant, one carriageway of the free-flowing road is grade-separated from the side road, as with a typical inverted SPUI, while the other carriageway of

960-440: The signalized intersection. The remaining intersection, free of the crossroad's through traffic, uses a two-phase traffic signal for handling the left turns in pairs, similar to the traffic flow at an inverted SPUI. Examples include: Download coordinates as: 97 Street, Edmonton 97 Street is a major arterial road in north Edmonton , Alberta . It is used to take vehicles in and out of Downtown Edmonton to

992-409: Was built at the intersection of 49th Street and Roosevelt Boulevard. The bridge was completed before McMullen Booth Road was widened, dumping up to 36,000 cars a day onto the two-lane road. On streets such as Marlo Road, drivers could wait as long as 15 minutes before being able to make a left turn. In 1991, Pinellas County administrator Fred Marquis argued that the cost of the bridge could be funded by

Bayside Bridge (Pinellas County, Florida) - Misplaced Pages Continue

1024-532: Was designed by Wallace Hawkes, Director of Transportation Engineering at J. E. Greiner Company (later URS Corporation ), who has been called the "granddaddy of the urban interchange". This design has since been altered to include frontage roads in each direction. Several SPUIs, built in the 1970s and later, are located on German autobahns, like the A40 , A42 , A44 , A46 , A57 , A59 , and A113 in Berlin . There

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