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I agree with Yakra here. No need to make up an exit number if the exit doesn't have one.
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Other Discussion / Re: Waypoint splitting at interchanges
« Last post by rickmastfan67 on Yesterday at 11:02:47 pm »
FL826 itself for the most part looks pretty straightforward.
• The segment from I-95(12A) to 2ndAve looked like it was pretty difficult to handle. Without looking over it in too gory detail I'm pretty OK with how this was done.

Don't get me started on that one. lol.  Too many posted routes in that little clusterfuck.

I was and forgot to mention specifying the interchange with the Turnpike. and just realized I meant FL836 (wrong #) and for that matter the turnpike itself at exit.  26 and 26A waypoints on the turnpike and FlTpk(26) & FlTpk(26A) on FL836.  The flyovers from the south oppose the loop ramps from the north.  It doesn't help that NW 12th street interchange (27) with the turnpike is really close to the 26A waypoint (Which is actually Exit 26).

Ok, for the 'FLTpk(26)' & 'FLTpk(26A)' points on FL-836.  There's a simple reason for that.  The route used to end on the 'ramps' to "FLTpk(26A)".  Then, back in 2007, they built the new 'extension', "FLTpk(26)", which was also only 'SunPass' for the start.  So, both points are there to allow people who clinched the original route, or couldn't use the new 'SunPass' alignment (till it became all electronic).
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Other Discussion / Re: New Travels and Stats Discussion
« Last post by oscar on Yesterday at 08:40:50 pm »
I just got back from a few weeks on the road, taking a sidewinding southern route out to Colorado then a more direct northern route on the return. Part of the plan was to clinch several US routes, plus the long TX 114 across Texas. I was able to clinch US 601 and TX 114, plus re-clinch US 33 after its recent relocation in Goshen IN, and re-clinch in advance US 29 in Lawrenceville GA once its pending relocation is implemented (not yet). I wasn't quite able to finish off US 501, US 80, and US 138 due to mid-route construction closures, so I'll have to go back and finish off the missing route segments once those projects are completed.

Between the outbound and return trips, I spent several days soaking at a favorite hot springs resort in southern Colorado, a mountain location with limited cellphone or Internet access. I did some light travel around Colorado before returning home, including becoming the only user so far to clinch CO 65, CO 92, and CO 330 east of Grand Junction, and CO 17 and CO 136 south of Alamosa.
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In-progress Highway Systems & Work / Re: usanyp: New York Parkways
« Last post by Duke87 on Yesterday at 07:23:52 pm »
So do I assume correctly that:
- the proposed routing would name the point at the Caton Ave Overpass "OcePkwy"
- Ocean Parkway in usanyp would be extended to have its northern terminus at the same coordinates
- the point name for said northern terminus would be "NY27"
?

If so then... yeah that's a reasonable enough solution.

It still leaves the northernmost 3 blocks of Ocean Parkway (which are part of the named road "Ocean Parkway" but not part of reference route 908H) unmapped, but... that's short enough that I'm not terribly bothered letting it get lost in the noise in the area.
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Other Discussion / Re: Waypoint splitting at interchanges
« Last post by SSOWorld on Yesterday at 06:21:00 pm »

Quote
and FL826
US41 @ FL826 looks like a normal interchange to me.

FL826 itself for the most part looks pretty straightforward.
FL916 ant I-75 both connect to a different highway that we are also mapping, so this looks legit.
• The segment from I-95(12A) to 2ndAve looked like it was pretty difficult to handle. Without looking over it in too gory detail I'm pretty OK with how this was done.

Quote
They both have ramps that split before they intersect a route.
I'm not really certain what you're getting at here. This is, by definition, what ramps do...  ???
I-69@US41, US41@I-69, & US41@FL826, I see ordinary ramps splitting from the mainline.
Southbound FL826@US41, I see I see a ramp that leaves the mainline and then splits in two, but this is very straightforward geometry easily handled by "one point per interchange".
I was and forgot to mention specifying the interchange with the Turnpike. and just realized I meant FL836 (wrong #) and for that matter the turnpike itself at exit.  26 and 26A waypoints on the turnpike and FlTpk(26) & FlTpk(26A) on FL836.  The flyovers from the south oppose the loop ramps from the north.  It doesn't help that NW 12th street interchange (27) with the turnpike is really close to the 26A waypoint (Which is actually Exit 26).
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Other Discussion / Re: Waypoint splitting at interchanges
« Last post by yakra on Yesterday at 02:41:14 pm »
A good example of open-to-interpretation wibble-wobble.

Re Evansville, there is more than one interchange there.
And there's less than two. ;)

If we consider Veterans Pkwy and I-69 to be the same road here, westbound there are separate ramps go to US 41 and to Kentucky Ave.
I neither agree nor disagree with mapcat's interpretation here... One thing I'm paying attention to is how Kentucky becomes one-way southbound, turning into onramps for US41 & I-69. The northbound ramp feeds directly into the thick of the cloverleaf loops. Travelers following historic US41 onto Kentucky must take the loop ramp in the NE quadrant, then exit again from the C/D road. This could work in favor of a one-interchange argument. Wibble! Wobble!

This reminds me a bit, on a less complicated scale, of the big I-96/275/696/MI5 mixer. No real way to do that one perfect, either.

The short segment between Kentucky Ave and US 41 is something we're calling I-69 for the time being because it was once part of I-164, all of which was added to I-69's mileage a few years ago.
Prior discussion is here, for those interested.
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Updates to Highway Data / Re: NY: NY 85 Southern Endpoint
« Last post by yakra on Yesterday at 02:07:59 pm »
It seems that the MedRd point at the southern terminus should instead be CR 353(Delaware Turnpike) or CR 351.
I'll go with CR351.

NY85 itself seems to go on a wee bit longer:
END sign
TDV and shapefiles agree, with shapefile coords from putting an endpoint here.
END CR353 is posted at the other side of the bridge. (What, is the bridge itself a short gap between the two routes?) I'm willing to call that an imprecision in field signage, and call the end CR353, as does the Traffic Data Report.
This is annoying, though. >:(
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Is there a reason the [AB 742] file doesn't end here, at the END sign?
This is where the shapefiles had it ending, all the way back to the 10.0 revision, dated 2013-04-26. A bit before the May 2015 GMSV date.
I did a fair bit of GMSVing around this route and area when drafting it, and somehow missed this sign.

Other stuff that may be noteworthy:
That's an old-style END sign, FWIW. See discussion of AB772 upthread.
The control section map / progress chart shows a short Graded / Gravelled segment at the west end. The 0.00 km mark is clearly shown at the W end of that, and the total length of 9.76 km neatly matches the distance to the far side of the AB1 interchange.
julmac, do you have the inside scoop on this route?

Ultimately though, it should probably be truncated. There's an actual junction, the pavement ends, and there's an END sign. Another case of "Think of the traveler who..."
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Other Discussion / Re: Waypoint splitting at interchanges
« Last post by mapcat on Yesterday at 12:49:58 pm »
Re Evansville, there is more than one interchange there. If we consider Veterans Pkwy and I-69 to be the same road here, westbound there are separate ramps go to US 41 and to Kentucky Ave.

The short segment between Kentucky Ave and US 41 is something we're calling I-69 for the time being because it was once part of I-164, all of which was added to I-69's mileage a few years ago.
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Other Discussion / Re: Waypoint splitting at interchanges
« Last post by yakra on Yesterday at 12:48:42 pm »
Quote
I am confused here.  What is the protocol for interchanges and waypoint placement?
The manual on point placement is at http://cmap.m-plex.com/tools/manual_points.php
Some of the rules of thumb include:
  • Usually position the waypoint at the point where the centerlines of the two highways cross. Often the same coordinates can be used for both highways.
  • These centerlines are defined by through lanes, not by turning lanes at intersections nor the equivalent in interchange ramps.

Generally, the rule is "one point per interchange".
Of course, what exactly is "one interchange" and what's "more than one interchange" can get wibbly-wobbly at times, and is subject to interpretation.
Re splitting waypoints/interchanges, the manual says:
  • Double half interchanges: Usually use one central point and treat both halves as a single, full interchange. Exceptions: a clear gap of at least 0.5 mi/0.8 km separates the two halves, or each half connects to a different highway that we are also mapping.
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Examples include US-41 at I-69 off Evansville, IN
The US41 file looks fine. One point, in the center of the interchange.
Were you referring to IN I-69Whe itself, with its KenAve endpoint beyond the Exit 0 interchange?  That was the subject of sone discussion a while back; I guess it was decided to leave it in... :-\

Quote
and FL826
US41 @ FL826 looks like a normal interchange to me.

FL826 itself for the most part looks pretty straightforward.
FL916 ant I-75 both connect to a different highway that we are also mapping, so this looks legit.
• The segment from I-95(12A) to 2ndAve looked like it was pretty difficult to handle. Without looking over it in too gory detail I'm pretty OK with how this was done.

Quote
They both have ramps that split before they intersect a route.
I'm not really certain what you're getting at here. This is, by definition, what ramps do...  ???
I-69@US41, US41@I-69, & US41@FL826, I see ordinary ramps splitting from the mainline.
Southbound FL826@US41, I see I see a ramp that leaves the mainline and then splits in two, but this is very straightforward geometry easily handled by "one point per interchange".
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