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Ishtaria1980 wrote: ↑Sat Jan 28, 2023 13:10
Because it doesn't need to be extended any further. Why does the M54 finish where it does and not continue to Shrewsbury? Both examples serve their purpose and continue as D2.
The difference here is that the dual carriageway A5 from the M54 to Shrewsbury was built afterwards (and that really could/should have been an extension of the M54 - there are no other junctions along this stretch. In this case, the A63 was already there, so they plugged the M62 into it, had their dual carriageway to Hull, said "That'll do!" and went down the pub for some fish and chips.
It does look odd looking on a map today seeing the road end short of Hull, and I suspect if the current A63 hadn't been there then the M62 would have gone much further towards Hull, probably ending at the Humber Bridge?
Ishtaria1980 wrote: ↑Sat Jan 28, 2023 13:10
Because it doesn't need to be extended any further. Why does the M54 finish where it does and not continue to Shrewsbury? Both examples serve their purpose and continue as D2.
The difference here is that the dual carriageway A5 from the M54 to Shrewsbury was built afterwards (and that really could/should have been an extension of the M54 - there are no other junctions along this stretch…
Herned wrote: ↑Sat Jan 28, 2023 15:07
There doesnt seem to be any obvious logic to the eastern end. Most other motorway termini, where they don't end on other motorways, are either at an urban area or at major junction (M2, M4, M5). Or there are routes built as bypasses which end after the urban area (M2, M27, A1(M), M11).
That I think is the real question. The number, and colour on the map, are irrelevant. The question is why J38 is the right place for a lane drop from D3M to D2. Why not J37, when we're losing the traffic to the east coast up the A614? Or why not continue as D3M to the Humber Bridge, if most of the traffic is going to either the bridge or Hull? Is there really a whole lane's worth of traffic leaving to go to North Cave? There's no primary route leaving, so where is everyone going?
I suspect that the answer is that quite a bit of traffic is leaving here - to go to Beverley. It's the biggest town in the area after Hull, by a long way. And the B1230 goes straight there. It's a B road, of course, and goes through several built up areas. A quick glance at the map would suggest going either via the A614 and A1079 past Market Weighton or continuing to the A164. But having just asked Google for directions from Thorne to Beverley, it tells me to take the B1230, which is several miles shorter and 10 minutes quicker than either of the other routes.
I'd have thought that, originally, if the motorway wasn't going to continue to Hull, that J37 would have been where the motorway terminated with the road continuing as a two-lane dual carriageway as the Humber Bridge and the Clive Sullivan Way weren't open.
Regarding your point about it ending at 38, I would imagine that people travelling to Beverley and Hornsea would turn off at the terminus of the motorway but whether many do this is a different question as you'd probably only see any difference between J38 and where the A1034 joins as it is here where a lot of freight traffic, which had bypassed York and driven along the A1079, joins to make its way to Hull.
I'd have thought that, originally, if the motorway wasn't going to continue to Hull, that J37 would have been where the motorway terminated with the road continuing as a two-lane dual carriageway as the Humber Bridge and the Clive Sullivan Way weren't open.
Regarding your point about it ending at 38, I would imagine that people travelling to Beverley and Hornsea would turn off at the terminus of the motorway but whether many do this is a different question as you'd probably only see any difference between J38 and where the A1034 joins as it is here where a lot of freight traffic, which had bypassed York and driven along the A1079, joins to make its way to Hull.
Work began on the Southern Approach road to the Humber Bridge site in 1972 and was completed in 1976
The M62 from Goole to J38 and the Northern approach road opened in May 1976 and the Southern Road from the M180 in Sept 1976
The new A63 was built from Hesslewood to Hull docks along the line of the Dock Railway.
The towers alone needed huge amounts of concrete and the cables alone weighed over 5500 tons each, the deck sections amounted to over 17,000 tons. Before you can even start to build a bridge that large you need good roads in place to move men and materials to the job site.
As for the A1034/1079 its a pretty obvious short cut for traffic heading between the A19, Teesside, York and Hull and of course being an all purpose road the realigned A63 is usable by traffic that could not use the motorway. Motorways are great but not always the best solution especially in agricultural areas and they grow lots of stuff including grain in South Yorkshire and Lincolnshire. That means lots of agricultural machinery, especially at harvest time, combine harvesters are not small.
That popped up on my Google feed yesterday too. I didn't post it because it isn't a new article. It appears to duplicate one published elsewhere some time ago, and it has been discussed on SABRE before.
Duncan macknight wrote: ↑Thu Jan 18, 2024 09:47
On the subject of the M62, can anyone tell me the reason for the random 1/4 mile of concrete pavement at the final junction heading east?
Best guess is more of it was concrete and that last bit hasn't been replaced?
Bryn Terminally cynical, unimpressed, and nearly Middle Age already. She said life was like a motorway; dull, grey, and long.
Rillington wrote: ↑Sat Jan 28, 2023 08:27
I have always wondered why the M62 stops in the middle of nowhere rather than continuing to the Humber Bridge, or further east into Hull.
Because NH/HE/HA/Central Government have always had limited funds and the M62 goes from AADTs of 90,000* west of the A1 junction, to approximately 63,000 east of the A1, and then continues to reduce down to 40-odd thousand immediately west of the North Cave terminus and then less than 40,000 east of that junction. Financially it simply doesn't add up.
NB, at Ferensway the A63 goes back up to 56,000 and, not coincidentally, this is where the junction is being GSJ-ed by NH.
Rillington wrote: ↑Sat Jan 28, 2023 08:27
I have always wondered why the M62 stops in the middle of nowhere rather than continuing to the Humber Bridge, or further east into Hull.
Because NH/HE/HA/Central Government have always had limited funds and the M62 goes from AADTs of 90,000* west of the A1 junction, to approximately 63,000 east of the A1, and then continues to reduce down to 40-odd thousand immediately west of the North Cave terminus and then less than 40,000 east of that junction. Financially it simply doesn't add up.
NB, at Ferensway the A63 goes back up to 56,000 and, not coincidentally, this is where the junction is being GSJ-ed by NH.
That popped up on my Google feed yesterday too. I didn't post it because it isn't a new article. It appears to duplicate one published elsewhere some time ago, and it has been discussed on SABRE before.
It looks as though, in the absence of decent new stories to put in the paper, legendary local journalist Phil Space has been busy on Google.
As with a lot of motorways that were built in the 60s and 70s, having motorways connect directly to destinations or other motorways wasn't seen as a concern. By 1974 the section of the A63 between Welton and South Cave had already been bypassed and dualled, while the map showing the proposed M62 ending at the existing A63 just past Howden. I'm guessing it was decided that even with upgrades the existing road was unsuitable for dumping motorway traffic through so the section was bypassed with the M62 meeting the A63 at the current terminus where there was no issues with dualling the existing section on-line. Of course I could be completely wrong here but it seems no different to other motorways that end in seemingly random places, it doesn't make much sense now but it did when it was built.
Osthagen wrote: ↑Sun Jan 29, 2023 18:35
Exactly my point
As I recall the Selby bypass was not opened until 2004, when the Humber Bridge was first built you may recall you had to go over the level crossing on the ECML then the toll bridge where they charged 7 pence ! https://www.google.com/maps/@53.7853744 ... &entry=ttu
Note the toll house is still there. This made for lengthy delays.
Now this was the period when Wetherby roundabout was still a major pain in the backside on the A1 especially on bank holiday weekends or there was racing at Wetherby so I found my way along the B1222 , crossing the Ouse at Cawood and picking up the A19 at Escrick on my way back to Teesside. It was usually faster to bash through York rather than use the ring road. This is not a suitable route for HGV's as its a narrow, weak bridge with a 10 ton weight limit. https://www.google.com/maps/@53.8333569 ... &entry=ttu
