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110-469: The Zoo Interchange is a freeway interchange on the west side of Milwaukee, Wisconsin , United States. It forms the junction of Interstate 94 (I-94, East–West Freeway), I-894 , I-41 , US Highway 41 (US 41) and US 45 (Zoo Freeway). It is the busiest and one of the oldest interchanges in the state. It is nicknamed as such because of the Milwaukee County Zoo located on

220-407: A teardrop shape, with the points facing towards the center of the interchange. Longer ramps are often required due to line-of-sight requirements at roundabouts. A partial cloverleaf interchange (often shortened to the portmanteau, parclo ) is an interchange with loops ramps in one to three quadrants, and diamond interchange ramps in any number of quadrants. The various configurations are generally

330-502: A certain clause may be discouraged or superseded by new clauses. As an example, in the Ethernet standard IEEE 802.3-2012, Clause 5 (Layer Management) is "deprecated" by Clause 30 (Management), except for 5.2.4. Deprecation may also occur when a technical term becomes obsolete , either through change or supersession. An example from paleontology is the previously deprecated term Brontosaurus : before being recognized once again as

440-399: A complex appearance and are often colloquially described as Mixing Bowls , Mixmasters (for a Sunbeam Products brand of electric kitchen mixers ), or as Spaghetti Bowls or Spaghetti Junctions (being compared to boiled spaghetti ). However, they consume a significantly smaller area of land compared to a cloverleaf interchange. A combination interchange (sometimes referred to by

550-447: A cost of $ 2.16 billion (equivalent to $ 3 billion in 2023). The third option was a full rebuild with widening to eight lanes. The estimated cost was $ 2.31 billion (equivalent to $ 3.21 billion in 2023). The department decided to eliminate the basic rebuild option as it would not address all of the problems. Area legislators favored the eight-lane expansion, as they believed it would prepare for future traffic needs. However,

660-458: A deprecated software feature remains in the software, its use may raise warning messages recommending alternative practices. Deprecated status may also indicate the feature will be removed in the future. Features are deprecated, rather than immediately removed, to provide backward compatibility and to give programmers time to bring affected code into compliance with the new standard. Notable reasons for deprecation include: A building code example

770-435: A design seen in an Argentinian magazine. A system interchange connects multiple controlled-access highways, involving no at-grade signalised intersections. A cloverleaf interchange is a four-legged junction where left turns across opposing traffic are handled by non-directional loop ramps. It is named for its appearance from above, which resembles a four-leaf clover . A cloverleaf is the minimum interchange required for

880-475: A directional T interchange) is typically used when a three-way interchange is required for two or three highways interchanging in semi-parallel/perpendicular directions, but it can also be used in right-angle case as well. Their connecting ramps can spur from either the right or left side of the highway, depending on the direction of travel and the angle. Directional T interchanges use flyover/underpass ramps for both connecting and mainline segments, and they require

990-412: A dumbbell interchange or a dogbone interchange, is similar to the diamond interchange, but uses a pair of roundabouts in place of intersections to join the highway ramps with the crossroad. This typically increases the efficiency of the interchange when compared to a diamond, but is only ideal in light traffic conditions. In the dogbone variation, the roundabouts do not form a complete circle, instead having

1100-659: A four-legged system interchange. Although they were commonplace until the 1970s, most highway departments and ministries have sought to rebuild them into more efficient and safer designs. The cloverleaf interchange was invented by Maryland engineer Arthur Hale, who filed a patent for its design on May   24, 1915. The first one in North America opened on December   15, 1929, in Woodbridge, New Jersey, connecting New Jersey Route   25 and Route   4 (now U.S. Route   1/9 and New Jersey Route   35). It

1210-824: A lawsuit was filed against the state and federal departments of transportation, alleging that the project was discriminatory. The suit was filed in the district court in Madison by lawyers from the American Civil Liberties Union of Wisconsin and the Midwest Environmental Advocates on behalf of the Milwaukee Innercity Congregations Allied for Hope and the Black Health Coalition of Wisconsin. The plaintiffs argued that

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1320-539: A light rail system, and $ 90 million (equivalent to $ 159 million in 2023) to improve bus service. Under this plan, the Marquette Interchange would have been rebuilt from 2001 to 2004, the light rail would have been constructed from 2002 to 2006, and the Zoo Interchange rebuild and other freeway work would have occurred from 2008 to 2013. However, disputes arose about how each component of

1430-693: A location where they are obsolete, they would generally be intended only for repairs to existing older electrical installations. In writing and editing , usage of a word may be deprecated because it is ambiguous, confusing, or offensive to some readers. For example, the words sanction and inflammable may be misinterpreted because they have auto-antonymic or self-contradictory meanings; writing style guides often recommend substituting other words that are clearly understood and unambiguous. Some word usages that have acquired different connotations over time, such as gay or colored , may be deprecated as obsolete in formal writing. In technical standards , use of

1540-538: A major connection between the Milwaukee area freeways and the rest of the Interstate Highway System , and its completion was regarded as a milestone for the Milwaukee highway system. Engineers had debated between a right-hand-only design and a directional design, but ultimately chose the directional. This design featured entrance and exit ramps on both sides, such that drivers going to a roadway on

1650-667: A moderate amount of land and moderate costs since only two levels of roadway are typically used. Their name derives from their resemblance to the capital letter T, depending upon the angle from which the interchange is seen and the alignment of the roads that are interchanging. It is sometimes known as the "New England Y", as this design is often seen in the northeastern United States, particularly in Connecticut. This type of interchange features directional ramps (no loops, or weaving right to turn left) and can use multilane ramps in comparatively little space. Some designs have two ramps and

1760-405: A new design should address were identified as: the deteriorating condition of the interchange, the dangers of the left side exits, the volume of traffic using the interchange, and traffic volumes expected in the future. The no-build alternatives did not involve any construction work being done on the interchange. The first was to simply do nothing. This was eliminated because it did not solve any of

1870-463: A new plan to begin construction in 2012. Doyle stated that advancing the project would benefit the economy of the region and create new jobs. The new timeline called for an environmental and engineering study to occur from 2007 to 2008 and final design development and land acquisition to occur from 2009 to 2011. Doyle asked for $ 28 million (equivalent to $ 39.6 million in 2023) in the 2007–2008 budget to begin this process. The original estimate for

1980-560: A new restaurant on Mayfair Road in fear of that chain's unusually large overall traffic per location. The Zoo Interchange reconstruction has showcased the conflict of political ideas in the Milwaukee metropolitan area . Studies have found the area to be one of the most segregated in the country, with almost all minorities living in the city and the suburbs primarily White. Residents of the suburbs advocate in favor of highways while not supporting any other form of transportation. Residents of

2090-454: A parclo AB features a loop ramp approaching the crossroad in one direction, and beyond the crossroad in the opposing direction, as in the example image. A diverging diamond interchange (DDI) or double crossover diamond interchange (DCD) is similar to a traditional diamond interchange, except the opposing lanes on the crossroad cross each other twice, once on each side of the highway. This allows all highway entrances and exits to avoid crossing

2200-463: A patent for the design of a cloverleaf interchange on May   24, 1915, though the conceptual roadwork was not realised until a cloverleaf opened on December   15, 1929, in Woodbridge, New Jersey , connecting New Jersey Route 25 and Route 4 (now U.S. Route 1/9 and New Jersey Route 35 ). It was designed by Philadelphia engineering firm Rudolph and Delano, based on

2310-439: A safer modification of the cloverleaf design, due to a partial or complete reduction in weaving, but may require traffic lights on the lesser-travelled crossroad. Depending on the number of ramps used, they take up a moderate to large amount of land, and have varying capacity and efficiency. Parclo configurations are given names based on the location of and number of quadrants with ramps. The letter A denotes that, for traffic on

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2420-543: A small angle and meet the non-freeway at almost right angles. These ramps at the non-freeway can be controlled through stop signs , traffic signals , or turn ramps. Diamond interchanges are much more economical in use of materials and land than other interchange designs, as the junction does not normally require more than one bridge to be constructed. However, their capacity is lower than other interchanges and when traffic volumes are high they can easily become congested. A double roundabout diamond interchange, also known as

2530-492: A study on the effects of the interchange project on suburban sprawl and transit-dependent populations. Expansion of the highways on the approach to the Zoo Interchange were blocked from proceeding until the study was completed. The case continued to court-sanctioned mediation where a settlement was reached in May 2014. WisDOT agreed to pay $ 13.5 million (equivalent to $ 17.1 million in 2023) for public transit improvements in

2640-401: A three-level semi-directional T at Highway 407 and a two-level semi-directional T at Highway 401 . Service interchanges are used between a controlled-access route and a crossroad that is not controlled-access. A full cloverleaf may be used as a system or a service interchange. A diamond interchange is an interchange involving four ramps where they enter and leave the freeway at

2750-509: A three-way interchange. However, in a semi-directional T, some of the splits and merges are switched to avoid ramps to and from the passing lane , eliminating the major disadvantage of the directional T. Semi-directional T interchanges are generally safe and efficient, though they do require more land and are costlier than trumpet interchanges. Semi-directional T interchanges are built as two- or three-level junctions, with three-level interchanges typically used in urban or suburban areas where land

2860-442: A toll road meets another toll road or a free highway. They are also useful when most traffic on the terminating highway is going in the same direction. The turn that is used less often would contain the slower loop ramp. Trumpet interchanges are often used instead of directional or semi-directional T or Y interchanges because they require less bridge construction but still eliminate weaving. A full Y-interchange (also known as

2970-422: A traditional stack interchange. A three-level roundabout interchange features a grade-separated roundabout which handles traffic exchanging between highways. The ramps of the interchanging highways meet at a roundabout , or rotary, on a separated level above, below, or in the middle of the two highways. These interchanges can also be used to make a "linking road" to the destination for a service interchange, or

3080-420: A unique genus, it was considered a popular, yet deprecated, name for the genus Apatosaurus . Some deprecated terms in medicine are consumption ( tuberculosis ), grippe ( influenza ), and apoplexy ( stroke ). In chemical nomenclature , the international standards organization IUPAC (International Union of Pure and Applied Chemistry) has deprecated the term "methyl ethyl ketone", and now recommends using

3190-446: Is a 3-level stack, since the semi-directional ramps are spaced out far enough, so they do not need to cross each other at a single point as in a conventional 4-level stack. Stacks are significantly more expensive than other four-way interchanges are due to the design of the four levels; additionally, they may suffer from objections of local residents because of their height and high visual impact. Large stacks with multiple levels may have

3300-428: Is an alternative four-way directional interchange. The turbine interchange requires fewer levels (usually two or three) while retaining directional ramps throughout. It features right-exit, left-turning ramps that sweep around the center of the interchange in a clockwise spiral . A full turbine interchange features a minimum of 18 overpasses, and requires more land to construct than a four-level stack interchange; however,

3410-477: Is braided when at least one of the roadways reverses sides. It seeks to make left and right turns equally easy. In a pure braided interchange, each roadway has one right exit, one left exit, one right on-ramp, and one left on-ramp, and both roadways are flipped. The first pure braided interchange was built in Baltimore at Interstate 95 at Interstate 695 ; however, the interchange was reconfigured in 2008 to

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3520-399: Is deprecated because it is claimed to be inferior compared to other options available. Something may be deprecated when it cannot be controlled, such as a term. Even when it can be controlled, something may be deprecated even when it might be useful – for example, to ensure compatibility – and it may be removed or discontinued at some time after being deprecated. In general English usage,

3630-594: Is included. The concept of the controlled-access highway developed in the 1920s and 1930s in Italy, Germany, the United States, and Canada. Initially, these roads featured at-grade intersections along their length. Interchanges were developed to provide access between these new highways and heavily-travelled surface streets. The Bronx River Parkway and Long Island Motor Parkway were the first roads to feature grade-separations. Maryland engineer Arthur Hale filed

3740-470: Is more expensive. In a three-level semi-directional T, the two semi-directional ramps from the terminating highway cross the surviving highway at or near a single point, which requires both an overpass and underpass. In a two-level semi-directional T, the two semi-directional ramps from the terminating highway cross each other at a different point than the surviving highway, necessitating longer ramps and often one ramp having two overpasses. Highway 412 has

3850-451: Is the use of ungrounded ("2-prong") electrical receptacles (UK English: "unearthed"). Over time, these older devices were widely deprecated in favor of safer grounded ("3-prong") receptacles. The older, ungrounded receptacles were still permitted in many places by " grandfathering " them in existing electrical wiring , while prohibiting them for new installations. Thus, though ungrounded receptacles may still be available for legal purchase in

3960-525: The Marquette and Mitchell interchanges. Because of the 31 million pounds (14,000,000 kg) of steel needed for the project, WisDOT held meetings with steel fabricators and construction contractors to understand the necessary logistics. It was determined that contractors would need to buy from at least two steel manufacturers to obtain the necessary quantity. A bill of materials was released in advance, giving contractors two to three months to obtain

4070-400: The controlled-access highway , the loop ramps are located in advance of (or approaching ) the crossroad, and thus provide an onramp to the highway. The letter B indicated that the loop ramps are beyond the crossroad, and thus provide an offramp from the highway. These letters can be used together when opposite directions of travel on the controlled-access highway are not symmetrical, thus

4180-403: The "inside" through road (on the same side as the freeway that ends) crossing each other at a three-level bridge. The directional T interchange is preferred to a trumpet interchange because a trumpet requires a loop ramp by which speeds can be reduced, but flyover ramps can handle much faster speeds. The disadvantage of the directional T is that traffic from the terminating road enters and leaves on

4290-437: The Milwaukee region compared to the previous biennium's budget. Under this budget, completion of the north leg of the interchange was delayed by two years. This compounded on a two-year delay introduced in the previous budget, moving the completion date to 2022 from the originally planned 2018. The core of the interchange was still expected to be completed on time. In June 2018, the ramp from I-94 west to I-894 south opened, marking

4400-485: The United States opened on July   7, 2009, in Springfield, Missouri , at the junction of Interstate 44 and Missouri Route 13 . A single-point urban interchange (SPUI) or single-point diamond interchange (SPDI) is a modification of a diamond interchange in which all four ramps to and from a controlled-access highway converge at a single, three-phase traffic light in the middle of an overpass or underpass. While

4510-487: The Zoo Interchange was not expected to have an effect on other projects that it would now be happening concurrently with, including the rebuilding of the Marquette Interchange and the rebuild of I-94. In 2008, the interchange handled a traffic volume of 345,900 vehicles per day, three times its original design capacity. The rate of accidents was two to three times higher than the state average. After concluding its engineering study, WisDOT announced three possible plans for

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4620-399: The area trend of investing heavily in freeways while disinvesting in all other forms of transportation. This resulted in the Milwaukee Innercity Congregations Allied for Hope and the Black Health Coalition of Wisconsin filing a lawsuit against the department of transportation in 2012. It was resolved in 2014 with the state agreeing to give additional aid to the public transit system. Following

4730-401: The bridges are generally short in length. Coupled with reduced maintenance costs, a turbine interchange is a less costly alternative to a stack. A windmill interchange is similar to a turbine interchange, but it has much sharper turns, reducing its size and capacity. The interchange is named for its similar overhead appearance to the blades of a windmill . A variation of the windmill, called

4840-463: The busiest in the state, the intersection would see a major increase in traffic volume. Area residents feared the increased traffic would create safety hazards and overflow into the surrounding neighborhoods. Similar expansion plans on Wisconsin Avenue would cut into residential properties along the street. The city of Wauwatosa has suffered adverse effects from the volumes of traffic being diverted onto

4950-609: The capacity of the interchange greatly increased the cost, with a simple rebuild estimated at only $ 900 million. Many residents opposed the plans made by WisDOT for arterial street widenings prior to the interchange reconstruction. Plans included expanding Blue Mound Road in Wauwatosa to ten lanes, including three through lanes and three left turn lanes. This would eliminate on street parking, which would present challenges to local businesses. The intersecting Mayfair Road would be increased to 11 lanes. Already considered one of

5060-410: The case. The ruling prevented construction from proceeding until studies on its effects had been completed. The court required the state to perform two studies. The first would look at the environmental effects of expanding the interchange's capacity, especially if future traffic volumes did not meet the state's estimate. The second would look at the social and economical effects on minorities of expanding

5170-400: The city streets by the construction. The number of vehicles on the streets increased by between 63 and 109 percent from what it was before the construction. A 2016 survey conducted by the city found that residents were concerned by the amount of traffic. The higher traffic volumes increased wear on the streets and prevented the city from doing a rebuild of North Avenue. The delay of completion of

5280-469: The city want a more diverse transportation system. The Republican suburbs have gained power in regional politics and pushed their transportation ideas, leading to proposals for bus lanes and several types of rail systems being vetoed. Following the bridge closure at the Zoo Interchange, county executive Scott Walker criticized Governor Doyle and Milwaukee Mayor Tom Barrett for supporting an $ 810 million (equivalent to $ 1.11 billion in 2023) rail line when

5390-507: The compact design is safer, more efficient, and offers increased capacity—with three light phases as opposed to four in a traditional diamond, and two left turn queues on the arterial road instead of four—the significantly wider overpass or underpass structure makes them more costly than most service interchanges. Since single-point urban interchanges can exist in rural areas, such as the interchange of U.S. Route 23 with M-59 in Michigan ;

5500-591: The completion (as of September 2018) until 2022. The complexity and scale of the reconstruction project necessitated advanced methods of construction. It marked the first time that Wisconsin used drilled shaft foundations to build bridge supports and the first time that 3D computer modelling was used. In 2014 the interchange became the first place in the United States where orange pavement markings were tested. The interchange reconstruction has sparked much controversy and political polarization. Opponents have criticized its extremely high $ 1.7 billion cost. It also continues

5610-430: The completion of the last major structure in the core of the interchange. The ramp had been the first to close and remained so for three and a half years. After its reconstruction, the ramp became the tallest part of the interchange at 100 feet (30 m). Finishing work on the core continued through August. WisDOT proposed several possible courses of action and designs for the interchange reconstruction. The problems that

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5720-413: The construction of a 20.4-mile (32.8 km) freeway system, which was approved by the city in 1952 and began in 1953. A major component of the new highway system was the Zoo Interchange, located to the west of downtown. By the summer of 1963, work crews were in a rush to have the interchange finished by the end of that year's construction season, resulting in its completion that fall. The interchange formed

5830-465: The cost was $ 1.1 billion (equivalent to $ 1.56 billion in 2023), although it was expected to go up to $ 2.6 billion (equivalent to $ 3.68 billion in 2023). Residents worried that the advancement of the work would also advance a proposed plan to widen the freeway between the Zoo and Marquette interchanges, which was opposed by the neighborhoods that would be encroached upon. The advanced timeline of

5940-537: The creation of a new basic road as a service interchange. Trumpet interchanges may be used where one highway terminates at another highway, and are named as such for to their resemblance to trumpets . They are sometimes called jug handles . These interchanges are very common on toll roads , as they concentrate all entering and exiting traffic into a single stretch of roadway, where toll plazas can be installed once to handle all traffic, especially on ticket-based tollways . A double-trumpet interchange can be found where

6050-448: The diverging windmill, increases capacity by altering the direction of traffic flow of the interchanging highways, making the connecting ramps much more direct. There also is a hybrid interchange somewhat like the diverging windmill in which left turn exits merge on the left, but it differs in that the left turn exits use left directional ramps. A braided or diverging interchange is a two-level, four-way interchange. An interchange

6160-419: The end of World War II, the city of Milwaukee began experiencing economic and population growth. Traffic on the city streets doubled from 1945 to 1952. Roads quickly became overloaded resulting in long delays and increased accidents. In 1951, the city hired consultants Amman and Whitney to do a traffic study and find a solution that would satisfy the city's needs for the increasing traffic. The firm recommended

6270-456: The end of the interchange construction. As orange paint would be hard for a contractor to find, and excess could not be used anywhere else, WisDOT decided to supply the paint to contractors. Orange epoxy paint was purchased from a manufacturer in Canada and used for the first test. However, by the end of the summer, the paint had faded to yellow. A water-based latex paint was tested next, but this

6380-432: The expansion would increase air pollution . In the region, respiratory diseases from air pollution already had higher occurrence rates among minorities than Whites. The plaintiffs did not oppose the reconstruction of the interchange, but did not want any capacity expansion. They instead wanted the money allocated for expansion to be spent on improvements to public transit. In May 2013, the court issued an interim ruling in

6490-536: The first phase of the interchange core was awarded in August 2014. The lowest bid of $ 198.8 million (equivalent to $ 252 million in 2023) and was submitted by a joint venture of Lunda Construction Co., Michels Corporation , and Edgerton Contractors Inc. This was $ 28.6 million (equivalent to $ 36.3 million in 2023) lower than the only other bid submitted. Work on the core began in December 2014. Plans for

6600-447: The future. The design also reduced the number of levels from five to four and eliminated a loop ramp. As the new design would not work with plans for the approach legs from other designs, reduced impacts alternative plans were also developed for each leg. The supports for the bridges were built using large diameter drilled shafts. The shafts were 8–10 feet (2.4–3.0 m) in diameter and 60–100 feet (18–30 m) deep. The Zoo Interchange

6710-452: The highway in both directions. The plan therefore called for all exits to be relocated to the right side. It also suggested reducing lane endings at interchanges and reconfiguring ramps to allow for travel at a higher speed. WisDOT originally planned to begin working on the Zoo Interchange after a rebuild of I-94 from Milwaukee to the state line had been completed. This was estimated to be in 2015. However in 2006, Governor Jim Doyle announced

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6820-480: The highway infrastructure was so deteriorated. After being elected governor, Walker allocated huge amounts of money to freeway megaprojects , exemplified by the $ 1.7 billion Zoo Interchange reconstruction. Residents of the city have complained that this is excessive, and the costs of the projects are not justified by the claimed few minutes of time saved by car commuters, especially while local road aid and education have received funding cuts. The city's opposition to

6930-497: The highway only idea of the suburbs culminated with the 2012 lawsuit, forcing the state to give more money to public transit. In 1997, Milwaukee County legislators attempted to create a compromise that would support both transportation visions. An extensive study of numerous options revealed that legislators were divided into two distinct groups. One wanted only freeways, the other wanted only alternative transit options. A $ 1.86 billion (equivalent to $ 3.28 billion in 2023) deal

7040-590: The huge amounts of money being spent on expanding the freeways at the interchange would only benefit commuters from the mainly White suburbs. Urban minorities, who generally did not have cars, would receive no benefit from the expenditure. Further, state aid to the public transit that these groups relied on had been decreasing. The results of these decreases included the Milwaukee County Transit System eliminating 25 bus routes and making reductions to other routes. The suit also argued that

7150-415: The interchange made enforcement difficult, and sensors installed on one bridge recorded 1,600 overweight vehicles crossing the bridge every week. In December, WisDOT began bidding for a contract to replace the bridges. The only bid was submitted by Milwaukee Constructors LLC, a joint venture of three companies. Working with the contractor , the department developed plans to construct new bridges next to

7260-504: The interchange would begin in 2014. However, a lawsuit was filed in August 2012 attempting to rein in the capacity expansion component of the plan on the grounds that it would have a discriminatory effect. The plaintiffs, representing inner-city minorities, alleged that the money being spent on the interchange would only benefit people with cars, namely those who lived in the generally White suburbs, while negatively impacting inner-city minorities. A ruling in May 2013 required WisDOT to conduct

7370-404: The interchange's capacity while public transit remained unsupported. Both studies were expected to encompass the entire region. Once the studies were completed, the state would be free to choose whatever course of action it wanted, including continuing with the plan to expand the interchange and allow public transit to decline. However, the decision makers would be required to consider the results of

7480-418: The interchange, but would not fix safety or congestion problems, as it would retain the same design. The second option was to make spot improvements to the interchange. This would include repair or replacement of structures and pavement where necessary and reconfiguration of some service roads to improve access and safety. This was eliminated because it did not fix traffic congestion and did not fully solve all of

7590-449: The interchange. One option was to rebuild the interchange in place, keeping the design the same at a cost of $ 960 million (equivalent to $ 1.33 billion in 2023). This would fix the deteriorating state of the infrastructure but would not do anything about the left-hand exits or traffic congestion. A second option was to do a full rebuild of the interchange, replacing outdated features to improve safety and widening it to six lanes, with

7700-427: The interchange; one design had six, and the other had eight. The six-lane variant was eliminated because it was not expected to adequately handle future traffic volumes, as predicted by WisDOT. The eight-lane variant would theoretically solve all of the problems, and was favored by the department, but it faced opposition by the public because of high costs and environmental impacts. Following public hearings , this design

7810-477: The left and right sides of the roadways, and drivers exited depending which side their destination road was on. Owing to the dangers of this design and the deterioration of the interchange, a reconstruction was considered in the early 2000s. Plans set reconstruction in 2015, but it was advanced by Governor Jim Doyle to 2012, then delayed due to lack of available funding. Work finally began in 2014 with an expected completion in 2018. However, further budget issues delayed

7920-517: The left exited to the left and drivers going to a roadway on the right exited to the right. The maximum capacity was 115,000 vehicles per day. By 2003, the freeways in Milwaukee and the greater southeastern Wisconsin area were approaching the end of their useful life. Following a study, the Southeast Wisconsin Regional Planning Committee presented several plans, with the recommended being to expand

8030-558: The new routes would have to be analyzed to determine if it would be viable for the county to continue operating them. The $ 1.7 billion dollar cost of rebuilding the interchange used two years worth of the state's budget for highway repairs and 15 years worth of public transit aid. It also resulted in a $ 250 million cut from the University of Wisconsin System and a decrease in aid for local road repairs. The choice to expand

8140-410: The north leg has caused concern for city officials as it interfered with plans for work on North Avenue, requiring further postponement of improvements to the deteriorating road. In February 2017, the city council sent a letter to the state legislature requesting that the completion not be delayed. The traffic issues lead to the city rejecting an application from Chick-fil-A in the spring of 2023 to open

8250-449: The northwest quadrant of the interchange. The control cities at the interchange are Downtown Milwaukee to the east, Chicago to the south, Madison to the west and Fond du Lac to the north. Originally completed in 1963, the interchange was a major component in the freeway system being developed in Milwaukee and southeastern Wisconsin and formed an important link with the Interstate Highway System . The design included exits on both

8360-423: The old ones. Traffic would continue to use the old bridges until the new ones were completed. Following completion, traffic would be shifted to the new bridges. The project was estimated to cost $ 15.3 million (equivalent to $ 21.1 million in 2023). In March 2010, severe cracking was discovered on one of the deficient bridges. Several existing cracks had become longer and a new two-foot-long (0.61 m) crack

8470-594: The opposite direction of travel and saves one signal phase of traffic lights each. The first DDIs were constructed in the French communities of Versailles ( A13 at D182), Le Perreux-sur-Marne ( A4 at N486) and Seclin ( A1 at D549), in the 1970s. Despite the fact that such interchanges already existed, the idea for the DDI was "reinvented" around 2000, inspired by the freeway-to-freeway interchange between Interstate 95 and I-695 north of Baltimore . The first DDI in

8580-513: The passing lane, so the semi-directional T interchange (see below) is preferred. The interchange of Highway 416 and Highway 417 in Ontario, constructed in the early 1990s, is one of the few directional T interchanges, as most transportation departments had switched to the semi-directional T design. As with a directional T interchange, a semi-directional T interchange uses flyover (overpass) or underpass ramps in all directions at

8690-470: The phase focused primarily on adding new lanes to the approaches to the core. In February 2015, Ryan Calkins, a construction worker for Michels Corp., was killed in an accident at the worksite. It was reported that he was trapped by heavy machinery . His death was the first on any of the major projects in the Milwaukee area. Bidding for the second phase of the core occurred in September 2015. The winning bid

8800-543: The portmanteau, cloverstack ) is a hybrid of other interchange designs. It uses loop ramps to serve slower or less-occupied traffic flow , and flyover ramps to serve faster and heavier traffic flows. If local and express ways serving the same directions and each roadway is connected righthand to the interchange, extra ramps are installed. The combination interchange design is commonly used to upgrade cloverleaf interchanges to increase their capacity and eliminate weaving. Some turbine-stack hybrids: The turbine interchange

8910-467: The problem of weaving, and due to the semi-directional flyover ramps and directional ramps, they are generally safe and efficient at handling high traffic volumes in all directions. A standard stack interchange includes roads on four levels, also known as a 4-level stack, including the two perpendicular highways, and one more additional level for each pair of left-turn ramps. These ramps can be stacked (cross) in various configurations above, below, or between

9020-407: The problems. The "modernization" alternatives involved completely rebuilding and reconfiguring the interchange to new standards. Two similar versions of a modernization design were proposed. These designs featured all exits on the right, full shoulders on all mainlines and ramps, two lanes on some ramps, and smoother curves to allow greater speed. The primary difference was the number of lanes through

9130-421: The problems. The second was to improve public mass transit in the region. It included doubling the revenue miles of existing transit systems and establishing new transit systems. This would reduce traffic in the interchange, reducing congestion and extending the structure's life, but it was eliminated because it would not fix safety problems, nor address WisDOT's traffic volumes projections. The third alternative

9240-463: The project would be paid for, with each group trying to block funding for the other's concessions. The compromise eventually fell apart and each group began to work individually to push their own agenda. Interchange (road) Note: The descriptions of interchanges apply to countries where vehicles drive on the right side of the road. For left-side driving, the layout of junctions is mirrored. Both North American (NA) and British (UK) terminology

9350-471: The project. Two terabytes of data were generated from surveying the site. Computer-generated models of the new interchange design could then be created. The models were uploaded to GPS rovers at the site which used them to search for any conflicts with utilities. Data collected by the rovers was then entered into the modeling software so conflicts could be resolved. Finished models were shared with contractors so they would not have to make their own. Model data

9460-411: The reduced impacts alternative, which was chosen. This design was a complete rebuild of the interchange, but with less land use and environmental impacts than other options. The estimated cost was $ 1.71 billion (equivalent to $ 2.24 billion in 2023). Preliminary changes on surrounding roads would begin in 2013 to prepare them for expected increased traffic during the interchange work. The work on

9570-527: The region. The American Transmission Company began relocating overhead power lines in June 2013 in order to accommodate the new interchange design. Eight 138,000-volt wires over an 11-mile (18 km) stretch were relocated. By March 2014, work was under way on surface streets in the area. This included the widening of Wisconsin Highway ;100 (WIS 100) and Watertown Plank Road. The contract for

9680-455: The rightmost lane. After demerging from right-turning traffic, they complete their left turn by crossing both highways on a flyover ramp or underpass. The penultimate step is a merge with the right-turn on-ramp traffic from the opposite quadrant of the interchange. Finally, an on-ramp merges both streams of incoming traffic into the left-bound highway. As there is only one off-ramp and one on-ramp (in that respective order), stacks do not suffer from

9790-421: The road is extended. US 70 and US 17 west of New Bern, North Carolina is an example. A stack interchange is a four-way interchange whereby a semi-directional left turn and a directional right turn are both available. Usually, access to both turns is provided simultaneously by a single off-ramp. Assuming right-handed driving, to cross over incoming traffic and go left, vehicles first exit onto an off-ramp from

9900-492: The settlement, the Milwaukee County Transit Committee began planning Route 279, a new express bus route that would run from central Milwaukee to Menomonee Falls . The new route would cost $ 245,000 in 2014 and $ 668,000 in 2015 (equivalent to $ 310,620 and $ 839,601 in 2023) and would be the first new route funded with the settlement money. After the four years of state funding, ridership on all

10010-461: The state would not have enough money to do the Zoo Interchange until the I-94 reconstruction was completed. The estimated start date was moved to 2016. An inspection in August 2009 found three bridges in the interchange to be structurally deficient . Weight restrictions were posted for the bridges and state troopers and sheriffs deputies were assigned to enforce them. However, the volume of traffic in

10120-406: The state's 2009–2011 budget did not include enough money for the project. Only $ 20 million (equivalent to $ 27.6 million in 2023) was allocated while preparatory tasks including acquiring land, relocating utilities, and designing the first phase were estimated to cost $ 195 million (equivalent to $ 269 million in 2023). Governor Doyle backed off of his original plan, acknowledging that

10230-534: The steel before the work was scheduled to begin. Six 31-hour windows were scheduled for installing beams, and deliveries of beams were coordinated to occur during off-peak traffic times. The use of chainfalls to guide the beams into place and bigger cranes than expected reduced the time needed to install beams to 12–15 hours per window. The project marked the first use of 3D modeling software by WisDOT. The department obtained laser mapping units, new desktop, laptop, and tablet computers, and GPS rovers in preparation of

10340-438: The studies first. The defendant agencies challenged that the studies should only be required in the immediate area of the interchange. This argument was rejected by the court; they believed that the project could have effects on the entire region, not just the areas around the interchange, and the state needed to take these into consideration as well. As the ruling was interim, the case continued to court facilitated mediation before

10450-552: The suit was settled. In May 2014, the two sides reached an agreement in mediation. Under the agreement, WisDOT would pay $ 13.5 million (equivalent to $ 17.1 million in 2023) over four years for transit services in the Milwaukee area. This would be allocated as $ 11.5 million (equivalent to $ 14.6 million in 2023) to develop and operate new bus routes, with a focus on routes designed to connect Milwaukee to its suburbs, and $ 2 million (equivalent to $ 2.54 million in 2023) to make enhancements to transit services. Following

10560-416: The system over the next 30 years. A key feature of the plan was to widen mainline freeways to include more lanes. It was claimed this would reduce the congestion problem. The plan also included numerous changes for interchanges, including the Zoo Interchange. The directional interchange style had become deprecated due to safety concerns and a lack of efficiency caused by vehicles that had to move across

10670-657: The term single-point diamond interchange is considered the correct phrasing. Single-point interchanges were first built in the early 1970s along U.S. Route 19 in the Tampa Bay area of Florida , including the SR 694 interchange in St. Petersburg and SR 60 in Clearwater . Deprecated Deprecation is the discouragement of use of something human-made, such as a term , feature, design , or practice. Typically something

10780-502: The two interchanging highways. This makes them distinct from turbine interchanges, where pairs of left-turn ramps are separated but at the same level. There are some stacks that could be considered 5-level; however, these remain four-way interchanges, since the fifth level actually consists of dedicated ramps for HOV /bus lanes or frontage roads running through the interchange. The stack interchange between I-10 and I-405 in Los Angeles

10890-699: The verb "to deprecate " means "to express disapproval of (something)". It derives from the Latin deponent verb deprecari , meaning "to ward off (a disaster ) by prayer". An early documented usage of "deprecate" in this sense is in Usenet posts in 1984, referring to obsolete features in 4.2BSD and the C programming language . An expanded definition of "deprecate" was cited in the Jargon File in its 1991 revision, and similar definitions are found in commercial software documentation from 2014 and 2023. While

11000-410: Was $ 314 million (equivalent to $ 395 million in 2023), submitted by Walsh Construction, the company that had been beat in bidding for the first phase. A total of three bids were submitted. The contract included work until August 2018. The 2017–2019 state budget featured a decrease of $ 292 million (equivalent to $ 357 million in 2023) in the amount allocated for large highway projects in

11110-443: Was also used for automated machine guidance during construction. In December 2014, the Zoo Interchange became a test site for orange pavement markings . On December 2, white and yellow lines were replaced with orange lines at three places in the interchange. The testing was in response to reports of salt residue making lines in the work zone difficult to see in the winter. This was especially problematic where lanes shifted . Orange

11220-488: Was chosen because it would be easier to see and matched the color of construction signs and barrels. This was the first time orange markings were used in the United States, although they had already been used successfully in other countries. The project required approval from the Federal Highway Administration (FHWA), which originally granted an 18-month test period. This was later extended through

11330-540: Was considered a revolutionary design at the time of its construction. A cloverleaf offers uninterrupted connections between two roads but suffers from weaving issues. Along the mainline, a loop ramp introduces traffic prior to a second loop ramp providing access to the crossroad, between which ingress and egress traffic mixes. For this reason, the cloverleaf interchange has fallen out of favour in place of combination interchanges . Some may be half cloverleaf containing ghost ramps which can be upgraded to full cloverleafs if

11440-543: Was designed by Philadelphia engineering firm Rudolph and Delano based on a design seen in an Argentinian magazine. The first cloverleaf in Canada opened in 1938 at the junction of Highway 10 and what would become the Queen Elizabeth Way . The first cloverleaf outside of North America opened in Stockholm on October   15, 1935. Nicknamed Slussen , it was referred to as a "traffic carousel" and

11550-501: Was eliminated. Based on input from the public, WisDOT took components from several of the eliminated designs to develop a new option, called the reduced impacts alternative. This design was still intended to solve all of the problems, but would have a lower cost, less environmental impact, and require significantly less property and utility relocations. The design would have only four lanes on I-94, but included 18-foot (5.5 m) shoulders that would allow it to be increased to six lanes in

11660-464: Was found. The ramp that used the bridge was closed and traffic was detoured onto the city streets. The other bridges remained open. The closure was expected to affect 42,000 drivers per day and last for two months until the replacement bridge was completed. In February 2012, WisDOT announced the final design for the interchange. Due to public opposition to most of the options proposed, the department had taken components from several designs to develop

11770-452: Was proposed that would benefit both groups. It would give $ 460 million (equivalent to $ 811 million in 2023) to rebuild the Marquette Interchange and $ 610 million (equivalent to $ 1.08 billion in 2023) for the Zoo Interchange and other I-94 improvements. It would also give $ 250 million (equivalent to $ 441 million in 2023) for constructing HOV and bus lanes, $ 444 million (equivalent to $ 776 million in 2023) for

11880-473: Was the first project in Wisconsin to use drilled shafts . The use of this method instead of pilings allowed for easier traffic rerouting, reduced installation time, less utility conflicts, less noise and vibrations, and cost savings. The bridges were built with two side-by-side steel tub girders . This design allowed longer bridges to be built while using fewer lifts, as well as maintaining uniformity with

11990-409: Was to improve traffic management with HOV lanes , new driver messaging boards , increased patrols, and improved access to traffic information. This option was eliminated because it did not solve most of the problems. The build alternatives involved construction work on the interchange. The first was to replace all of the roadways and structures in the interchange. This would solve the deterioration of

12100-403: Was worn away during the winter. The department therefore decided to use latex paint in the summer and epoxy paint in the winter. Orange tape markings were also tested. A survey of drivers found that 75% liked the orange markings and 25% did not. It was reported that no decrease in worksite accidents was found as a result of the orange markings, but there also was not an increase. In August 2012,

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