Knoxville's Junction Functions

by Hugh B. Carpenter, Dir. of Operations; Tennessee Dept. of Trans., Nashville, Tenn.,
Billy D. Evans, Constr. Engr.; Tennessee Dept. of Trans., Knoxville, Tenn.,
Terry S. Grubb, Traffic Engr.; Tennessee Dept. of Trans., Knoxville, Tenn.,
Robert A. Foy, (M.ASCE), Sr. Vice Pres. & Chf. Engr.; Wilbur Smith and Assocs., Columbia, S.C.,

Serial Information: Civil Engineering—ASCE, 1982, Vol. 52, Issue 8, Pg. 47-49

Document Type: Feature article


The urban highway system in Knoxville was originally built as a local expressway in the early 1950's. It was designed to significantly lower standards than Interstate and the predicted future traffic was much less. When the downtown expressway system was incorporated into the Interstate 40 and 75 routes, a virtual automatic malfunction was created. In the fall of 1979, the Tennessee Dept. of Transportation, in cooperation with the Federal Highway Administration, began a $178 million Phase I construction program along the urban corridors of Interstates 40, 75, 640, and 275. This construction, which included replacement, widening, and addition of bridges, involved 28 separate construction contracts which were completed in April 1982. One of the most significant influences on design features was the need to accommodate massive volumes of traffic during construction.

Subject Headings: Highways and roads | Infrastructure construction | Highway and road design | Traffic management | Occupational safety | Automation | Business districts | North America | Tennessee | United States | Knoxville

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