Freeway
From Free net encyclopedia
←Older revision | Newer revision→
- For other uses, see Freeway (disambiguation).
Image:Los Angeles Freeway Interchange.jpg A freeway (also superhighway, expressway or motorway as further explained below) is a multi-lane highway (road) designed for high-speed travel by large numbers of vehicles. Freeways have no traffic lights, stop signs, or other regulations requiring vehicles to stop for cross-traffic.
Contents |
In general
Design features
Freeways have high speed limits (usually 65-80 mph (100-130 km/h) in rural areas and 50-65 mph (80-100 km/h) in urban areas) and multiple lanes for travel in each direction. The number of lanes may vary from four or six in rural areas to as high as sixteen or eighteen in certain global cities.
A median (originally "medial strip"<ref>Victor H. Bernstein, "Safer Motor Roads: New Construction Principles Introduced On Modern Highways To Cut Accidents," New York Times, 1 December 1935, 21.</ref>) or central reservation separates lanes with opposing traffic flow. Separation may be achieved through distance or through the use of high crash barriers like cable barriers and Jersey barriers.<ref>Anonymous, "Median barriers prove their worth," Public Works 123, no. 3 (March 1992): 72-73.</ref>
Crossroads are bypassed by grade (height) separation using underpasses and overpasses. In addition to the sidewalks attached to roads that go over or under a freeway, specialized pedestrian bridges or underground tunnels may also be provided. These structures enable pedestrians and cyclists to cross the freeway without a long detour to the nearest crossroad.
The number of freeway entrances and exits is limited. They are designed with special on-ramps and off-ramps to minimize disruption of traffic flow as vehicles enter or exit. In some countries, the exits are numbered. Exit numbering may be by mile or kilometre or in a simple, sequential fashion.
In ideal cases, sophisticated interchanges with elaborate ramp systems can allow smooth, uninterrupted transitions between freeways. However, sometimes it is necessary to exit and navigate at-grade intersections to transfer from one freeway to another.
Because the high speeds reduce decision time, freeways usually have more and larger traffic signs than other roads. In major cities, especially on freeways six lanes in width or wider, guide signs are mounted on overpasses or overhead gantries so that drivers can see where each lane goes.
Some countries prefer to use a special icon for freeways, while others simply post "Freeway Entrance" and "Begin Freeway" signs.
A problem with freeways is that head-on collisions caused by wrong-way drivers are often severe. Special signage and lane markings are used to discourage drivers from going the wrong way.
Gallery of design features
Signage for entering the freeway
 American "begin freeway" sign |
 California on-ramp sign |
 Swiss on-ramp and "begin freeway" sign |
Signage for leaving the freeway
 American "freeway ends" warning sign |
 American numbered exit off-ramp sign |
 Swiss end of freeway/off-ramp sign |
Signage for Navigation
 American guide signs |
 American numbered exit guide sign |
 Quebec guide signs |
 China guide signs |
 Swiss guide signs |
 Chilean guide signs |
 Saudi Arabian guide signs |
|
 Guide sign in Buenos Aires, Argentina |
Grade separations
 American freeway overpass |
 American freeway underpass |
Measures to prevent wrong way drivers
 Used by some U.S. states at freeway ends and off-ramps |
Access restrictions
To minimize accidents, access to freeways is usually limited to vehicles capable of consistently maintaining a high speed, like automobiles, trucks, motorcycles, vans, and buses. Pedestrians, bicyclists, slow-moving vehicles, horses, horse-drawn vehicles, and anything else that might obstruct fast-moving vehicles are all prohibited; however some freeways allow non-motor vehicles (e.g., bicycles) (see non-motorized vehicle access on freeways for more info).
Ancillary facilities
In most parts of the world, there are public rest areas on freeways and expressways as well as other types of highways. In some U.S. states, public rest areas are located almost exclusively on freeways or expressways (since only those routes carry the high traffic necessary to justify the area's maintenance cost).
Nomenclature in English-speaking countries
Freeway is the term used in most of the United States and parts of Australia, mostly Victoria, South Australia and Western Australia. The United Kingdom, Republic of Ireland, New Zealand and other Commonwealth countries prefer motorway; most of Canada uses expressway, or freeway, but the provinces of Quebec and New Brunswick use Autoroute.
Some RIRO expressways have at-grade intersections. Some commentators consider them to be freeways because they have design speeds of 65 mph or higher. However, others argue that RIRO expressways lack complete-controlled access since existing private businesses are allowed to retain their entrances and thus should not be classified as true freeways.
Australia
In Australia freeways are named as either freeway or motorway, although in New South Wales some freeways are called expressways. Tollways are not explicitly named, that is, Toll is appended to the designation. Tolls are usually collected at toll booths or by electronic tolling technology (first used in Melbourne, Australia "E-Tag" on CityLink).
Ausway (Melway) describes a freeway as: Those roads having full access control and grade separated intersections, with the primary function of servicing high volume traffic movements.
Most freeways are between two and five lanes each way depending on the importance of the freeway. They are generally upgraded when traffic demand exceeds the infrastructure available. Roads with partial access control or no access control, of similar size and traffic volume, are given the name highway.
Canada
In Canada, there does not appear to be a national standard for nomenclature, although freeway appears to be winning out except in Ontario where expressway or highway is used, and in Quebec where they are called autoroutes (French for 'expressway').
In Ontario, while the definitions of freeway and expressway are consistent with that of the United States, highway is used far more often than freeway, especially inside the Greater Toronto Area. While this has caused some confusion because the province applies "highway" (The King's Highway) to principal roads in its network, whether freeway or non-freeway, it is usually resolved simply by using the 400-series number to distinguish the freeway. Nonetheless, outside of the GTA, the 400-series numbering does not entirely solve the problem as there are non 400-series freeways built to similar standards such as the Conestoga Parkway (which includes sections of Highways 7, 8 and 85, including a long 7/8 multiplex). The only freeway officially labelled as such is the Macdonald-Cartier Freeway but it is usually known as Highway 401 or "the 401". It is not unusual for Ontario residents to refer to a numbered freeway as The (Number) versus Number (Number) for non-freeway routes. Several roads labelled expressways in the municipal network are actually fully controlled-access freeways such as the Gardiner Expressway and Spadina Expressway (later renamed Allen Road).
Image:Autoroute Ville-Marie.jpg
Other provinces use varying rules in their official road designations.
Alberta and British Columbia have spent millions of dollars to convert highways into freeways. In Alberta, the main freeway is the Queen Elizabeth II Highway running between Edmonton and Calgary. The road is a freeway through the city of Calgary. Edmonton, however, has many interchanges in progress. On the Trans-Canada Highway west of Calgary, it is a freeway up until the town of Lake Louise. In British Columbia, the main freeways are BC provincial highways 1, 5, 19, 91, 91A (Future freeway due to new interchange under construction), 97C, and 99.
The typical speed limit in Alberta, Saskatchewan, New Brunswick and Nova Scotia is 110 km/h (70 mph). In Manitoba, Ontario, Quebec and Newfoundland and Labrador, the speed limit never exceeds 100 km/h (65 mph). British Columbia's standard speed limit is 100 km/h, although at least three of its freeways have speed limits of 110 km/h. Prince Edward Island and the territories do not have freeways.
United Kingdom
In the UK the term motorway has specific legal meanings (simply, a "special status" road). Although the term expressway and parkway are sometimes used, they amount to little more than street names, with motorway the only term officially recognised. UK motorways are engineered to some of the highest standards in the world, with almost all motorways having a full-width hard shoulder (breakdown lane), full grade-separated interchanges with long on/off ramps and a barriered central reservation (the term "median strip" is unknown in British English). All UK motorways have an "M" prefix (e.g. M1) or, where an "A" road has been upgraded to motorway status, an "M" suffix in brackets (e.g. A1(M)). Because the term motorway refers to the legal status of the road rather than the standards to which it is built, occasionally quirks are sometimes thrown up, such as the Walton Summit Motorway in Lancashire, England, which is a very short section linking a motorway roundabout with a standard non-motorway road. Although it has the "special status" of motorway, it has just one lane in each direction with no central reservation. This oddity is also the only motorway in the UK with no number. There are very many roads in the UK which have achieved or almost achieved motorway standard (mostly "A"-prefixed primary routes) but have not been designated motorways. Examples include the A27 in Hampshire, the A34 in Berkshire and many sections of the A1 throughout England and Scotland.
United States
General definitions
In the United States of America, a freeway (or controlled-access road) is defined by American civil engineers as a divided highway with full control of access. This means two things. First, adjoining property owners do not have a legal right of access, meaning that they cannot connect their lands to the highway by constructing driveways. When an existing road is converted into a freeway, all existing driveways must be removed and access to adjacent private lands must be blocked with fences or walls. Second, traffic on the highway is "free-flowing," although many non-engineers misapprehend the "free" in "freeway" to mean that such a highway must be free of charge to use. All cross-traffic (and left-turning traffic) has been relegated to overpasses or underpasses, so that there are no traffic conflicts on the main line of the highway which must be regulated by a traffic light, stop signs, or other traffic control devices. Achieving such free flow requires the construction of many bridges, tunnels, and ramp systems. However, because freeway drivers do not have to react to unpredictable cross-traffic, they can generally drive at higher speeds than on expressways.
In contrast, an expressway (or limited-access road) is defined as a divided highway with partial control of access. Expressways may have driveways connecting to adjacent properties, although the trend over time has been to minimize driveways when possible. Expressways also may have at-grade intersections, though these tend to be spaced farther apart than on most arterial roads. In urban areas, expressway intersections are usually controlled by traffic lights, but in many rural areas, cross-traffic is governed only by stop signs, and there are no restrictions on through traffic. Vehicles crossing an expressway at rural intersections must race across four lanes with vehicles coming at them from both directions at 45 mph (70 km/h). Thus, expressways are more dangerous than freeways and cannot carry traffic as efficiently as a freeway.
This distinction was apparently developed first in California. To remedy massive confusion among transportation officials from different parts of the country, the American Association of State Highway and Transportation Officials published a book of Standard Definitions in 1959 which incorporated the California definitions.<ref>Christy Borth, Mankind on the Move: The Story of Highways (Washington, D.C.: The Automobile Safety Foundation, 1969), 8.</ref> In turn, the definitions were incorporated into AASHTO's official standards book, the Manual on Uniform Traffic Control Devices, which had already become the national standard book of the U.S. Department of Transportation under a 1956 federal statute.<ref>Section 1A.13, Manual on Uniform Traffic Control Devices, 2003 ed.[1] </ref> As an official government regulation, and as a reasonable exercise of the Department's authority, the Manual carries the force of law (see Administrative law). The same distinction has also been codified into the statutory law of six states: California,<ref>Cal. Streets & Highways Code, Section 257.</ref> Mississippi,<ref>Mississippi Code, Section 65-5-3, subdivisions (b) and (c).</ref> Missouri,<ref>Missouri Revised Statutes, Section 304.010.</ref> Nebraska,<ref>Nebraska Statutes, Sections 60-618.01 and 60-621.</ref> Ohio,<ref>Ohio Revised Code, Section 4511.01, subdivisions (YY) and (ZZ). </ref> and Wisconsin.<ref>Wisconsin Statutes, Sections 59.84(1)(b) and 346.57(1)(am).</ref>
Exceptions
However, the distinction between these two terms is not universal. In several states that built freeways very early on (including Connecticut, Illinois, Massachusetts, New Jersey, New York, Pennsylvania, and Rhode Island), the terms expressway and freeway have the same meaning, and usually expressway or just highway, an older usage, is preferred.
In the New York metro area, the term expressway officially refers to a limited-access highway which large trucks are permitted to drive on, while many other limited- or controlled-access roads are designated parkways, and are for passenger car use only.
In New Jersey and Pennsylvania, newer roads are often officially styled freeways, where older roads retain the title expressway. These are also states which have toll roads, and therefore the distinction is made between a tollway (or turnpike) and a freeway, the latter not costing toll. According to some residents of these states, an "expressway" is the general category, and then, depending on whether the expressway is toll or free, it may be either a tollway or a freeway.
In Florida, an expressway is defined as a limited-access toll road, while a freeway is any other limited- or controlled-access road which costs no money to travel on.
Frequently, in the Midwest and the South, neither "freeway" nor "expressway" is commonly used, and the preferred term is interstate, even in cases where the expressway might not have been designated an Interstate Highway.
In the rest of the country, freeway is the usual term; however, the distinction between freeways and expressways is not always as clear or well-understood as it is in California, which has many of both kinds of highway.
Nomenclature (worldwide)
- Rodovia, a Portuguese word, in Brazil
- Autocesta in Croatia
- Dálnice in the Czech republic
- Autosnelweg is used in the Dutch-speaking world.
- Autoroute (used in French-speaking Canada) is also used in France and other Francophone countries.
- Autobahn is used in the German-speaking world.
- Autopista is used in Spanish-speaking countries including Spain, Colombia , Mexico and Puerto Rico.
- Autostrada is used in Italy, Poland and Romania.
- Diaľnica in Slovakia
- Avtocesta in Slovenia
- In the Nordic countries, apparent variations on the British motorway are used:
- In China, Japan and Korea, expressway is used on roadsigns, as the English translation of the words in their respective languages. Formerly, freeway may also have been prevalent. The terms all literally mean "high-speed road":
- 高速公路 (gāosùgōnglù) in China. 公路 (gōnglù) is merely translated to highway.
- 고속도로 (gosokdoro) in Korea
- 高速道路 (kousokudouro) in Japan
Construction issues
Freeways have been constructed both between urban centres and within them, making common the style of sprawling suburban development found near most modern cities. As well as reducing travel times, the ease of driving on them reduces accident rates, though the speeds involved also tend to increase the severity and death rate of the collisions (or crashes) that do still happen.
Frontage roads
Image:I-80 Eastshore Fwy.jpg Because abutters do not have the right of access that they would have for an ordinary public road, the authority undertaking construction of a freeway is frequently required to provide alternate means of access to those landowners. This is frequently accomplished, in areas lacking a dense surface street network, by construction of two uncontrolled roads parallel to and on either side of the freeway, known as frontage roads. These often are designed with one-way traffic flow, but not always.
In Texas, where this pattern is perhaps at its zenith, such roads are frequently constructed in anticipation of a future freeway corridor, as many as ten years in advance, in order to influence development patterns on the adjoining land. Frontage roads are also often constructed in more densely-developed areas as a means to provide convenient direct access to and from the parallel freeway while minimizing the need for interchanges at every major cross street. However, some traffic studies have indicated that this particular type of access and the development that ensues generally causes significant traffic congestion and disrupts flows along major freeways. These studies prompted concern for TxDOT, which formally adopted a major shift in frontage road policy (2002) by stating that no new frontage roads will be built along any proposed limited-access freeways, thus ending a long-standing pattern of freeway-induced development in Texas. Access issues will continue to be assessed on a local basis, and frontage roads could still be constructed if warranted by traffic studies.
Collector lanes
Image:401atDVP.jpg The successor to frontage/service roads in urban freeways is the collector-express system; the lanes accessing (often closely-spaced) interchange ramps are known as collector/distributor roads. Newer suburban freeways are designed with interchanges spaced far apart such that neither service roads or collector lanes are needed.
History
The concept of limited-access automobile highways dates back to the New York City area Parkway system, which began to be constructed in 1907–1908. Designers elsewhere also researched these ideas, especially in Germany, where the Autobahn became the first national freeway system.
In England, the related concept of the motorway was first proposed by Sidney Webb in a 1910 book, The King's Highway, but was not formally embraced by the government until the passage of the Special Roads Act 1949.<ref>Geoffrey Hindley, A History of Roads (London: Peter Davies, 1971), 142.</ref> In 1926, Hilaire Belloc recognized the necessity of grade-separated roads for "rapid and heavy traffic," but thought they would be the exception rather than the rule:
- The creation of a great network of local highways suitable for rapid and heavy traffic is impossible. Even if the wealth of the community increases, the thing would be impossible, because it would mean the destruction of such a proportion of buildings as would dislocate all social life.<ref>Hilaire Belloc, The Highway and Its Vehicles (London: The Studio Limited, 1926), 39.</ref>
The term "freeway" first surfaced in the mid-1930s in proposals for the improvement of the New York City parkway network.<ref>E.L. Yordan, "The 'Freeway' System Expands: Broader Roads With Grade Crossings Eliminated Are Built And Latest Designs Envision Still Greater Speed And Safety," New York Times, 24 February 1935, p. 21.</ref> However, the first true freeway in the United States is generally considered to be the Pennsylvania Turnpike, which opened on October 1, 1940.<ref>Phil Patton, The Open Road: A Celebration of the American Highway (New York: Simon & Schuster, 1986), 77.</ref> The Turnpike was so advanced for its time that tourists even had picnics in the median (that is, after it was already open to traffic) and local entrepreneurs did a brisk business in souvenirs.<ref>Phil Patton, "A quick way from here to there was also a frolic," Smithsonian 21, no. 7 (October 1990): 96-108.</ref> It was designed so that straightaways could handle maximum speeds of 102 miles per hour, and curves could be taken as fast as 90.
Shortly thereafter, on December 30, 1940, California opened its first freeway, the Arroyo Seco Parkway (now called the Pasadena Freeway) which connected Pasadena with Los Angeles. And in 1944, Michigan opened its first freeway, the Davison Freeway, within Detroit. Meanwhile, traffic in Los Angeles continued to deteriorate and local officials began planning the huge freeway network for which the city is now famous.<ref>Hill, Gladwin. "Traffic Chaos Spurs Los Angeles To Plan 'Freeways' On Mass Scale: Coast Metropolis, Lacking Rapid Transit System Such as New York Possesses, Maps $300,000,000 Highway Set-Up." New York Times, 13 January 1947, p. 12.</ref>
Today, many freeways in the United States belong to the extensive Interstate highway system (most of which was completed between 1960 and 1990). Almost all interstates are freeways, but the earlier United States highway system and the highway systems of U.S. states also have many sections that are limited-access (though these systems are mostly composed of uncontrolled roads). Only a handful of sections of the Interstate system are not freeways, such as I-81 as it crosses the American span of the 2-lane Thousand Islands Bridge.
Controversy
Image:Traffic06.jpg Freeways have been heavily criticized by environmentalists and preservationists for the noise, pollution, and economic shifts they bring. Additionally, they have also been criticized by the driving public for the inefficiency with which they handle peak hour traffic.<ref>Sandy McCreery, "Don't just sit there, enjoy it!" New Statesman, 23 July 2001, 23. </ref><ref>Martha Smilgis, "Trapped behind the wheel; clever commuters learn to live in the slow lane," Time, 20 July 1987, p. 64-65.</ref><ref>Gerard Coulombe, "Doing The Turnpike Crawl," New York Times, 6 July 1986, sec. CN, p. 16.</ref>
Often, rural freeways open up vast areas to economic development, generally raising property values. But mature freeways in urban areas are quite often a source of lowered property values, contributing to the deleterious effects of urban blight. One major problem is that even with overpasses and underpasses, freeways tend to divide neighborhoods — especially impoverished ones where residents are less likely to own a car that could easily take them around the freeway,<ref>Jeffrey Spivak, "Today's road opening represents progress, pain," Kansas City Star, 27 July 1999, sec. A, p. 1.</ref>. For these reasons, almost no new urban freeways have been built in the U.S. since 1970. Some have even been demolished and reclaimed as boulevards, notably in San Francisco (Embarcadero Freeway) and Milwaukee (Park East Freeway). Growing anti-urban freeway sentiment has resulted in some significant policy changes, the most noteworthy being an FHWA case study<ref>Case Study: "Route 9 Reconstruction", Federal Highway Administration[2]</ref> involving the West Side Highway in Manhattan, a quintessential urban freeway in need of expansion and reconstruction. The outcome of the study basically charged that the current elevated highway be replaced with a new, at-grade boulevard with integrated pedestrian facilities. This case study is suggested as a precedent for areas where a typical, elevated urban freeway is not desirable and/or effective at handling impacted traffic.
Some argue that freeway expansion is self-defeating, in that expansion will just generate more traffic. That is, even if traffic congestion is initially shifted from local streets to a new or widened freeway, people will begin to run errands and commutes to more remote locations which took too long to reach in the past. Over time, the freeway and its environs will become congested again as both the average number and distance of trips increase. This is the debated induced demand hypothesis.<ref>Robert Cervero, "Road expansion, urban growth, and induced travel: a path analysis," Journal of the American Planning Association 69, no. 2 (Spring 2003): 145-164.</ref><ref>Hugo Martin, "Will More Freeways Bring More Traffic?" Los Angeles Times, 10 April 2002, sec. B, p. 1. </ref>
Pro-freeway advocates point out that properly designed and maintained freeways are aesthetically pleasing, convenient, and safe, at least in comparison to the uncontrolled roads they replace or supplement. Freeways expand recreation, employment and education opportunities for individuals<ref>Drusilla Van Hengel, Joseph DiMento, and Sherry Ryan, "Equal Access? Travel Behaviour Change in the Century Freeway Corridor, Los Angeles," Urban Studies 36, no. 1 (March 1999): 547.</ref> and open new markets to small businesses.<ref>Borth, 248 and 264.</ref> And for many, uncongested freeways are fun to drive.
At present, freeway expansion has largely stalled in the United States, due to a multitude of factors that converged in the 1970s: higher due process requirements prior to taking of private property, increasing land values, increasing costs for construction materials, local opposition to new freeways in urban cores, the passage of the National Environmental Policy Act (which imposed the requirement that each new project must have an environmental impact statement or report), and falling gas tax revenues as a result of the nature of the flat-cent tax (it is not automatically adjusted for inflation) and the tax revolt movement.<ref>Brian D. Taylor, "Public perceptions, fiscal realities, and freeway planning: the California case," Journal of the American Planning Association 61, no. 1 (Winter 1995): 43-59.</ref>
Recent developments
Outside the U.S., many countries continue to rapidly expand their freeway networks. Examples include: Australia, Canada, Chile, China, France, India, Israel, Mexico, Malaysia, Pakistan, the Philippines, Spain and Taiwan. Australia and France in particular have been innovative in using the newest tunneling technologies to bring freeways into high-density downtowns (Sydney and Melbourne) and historic rural areas (Versailles). China already has the world's second largest freeway network in terms of total kilometers and will probably overtake the U.S. well before the end of the 21st century.
In Australia, the city of Adelaide pioneered the concept of a dedicated reversible freeway. The M2 expressway runs toward the city in the morning and out of the city in the evening. Its ramps are designed so that they can double as on- or off-ramps, depending upon the time of day. Gates and electronic signage prevent motorists from driving in the wrong direction.
Meanwhile, major progress has been made in making existing U.S. freeways and expressways more efficient. Experiments include the addition of high-occupancy vehicle lanes (HOV lanes) to discourage driving solo, and building new roads with train tracks down the median (or overhead). California's Caltrans has been very innovative in squeezing HOVs into limited right-of-way (by elevating them), and in building special HOV-only ramps so that HOVs can switch freeways or exit the freeway without having to merge across regular traffic. Many states have added truck-only ramps or lanes on heavily congested routes, so that cars need not weave around slow-moving big rigs.
Intelligent transportation systems (ITS) are also increasingly used, with cameras to monitor and direct traffic, so that police, fire, ambulance, tow, or other assistance vehicles can be dispatched as soon as there is a problem, and to warn drivers via variable message signs, radio, television, and the web to avoid problem areas. Research has been underway for many years on how to partly automate cars by making smart roads with such things as buried magnets to guide sensor-equipped vehicles, with on-board GPS to determine location, direction, and destination. While these systems may eventually be used on surface streets as well, they are most practical in a freeway setting.
In the United States, a few short privatized tolled freeways have also been built by private companies with mixed success.
Freeways around the world
 Interstate 405 in Irvine, California, with an interchange in the foreground |
 The "Sound Tube", CityLink Freeway, Melbourne, Victoria, Australia. |
 Autopista Central, Santiago, Chile. |
 Autopista Los Libertadores, (International Freeway) Santiago, Chile |
 US-75 Central Expressway southbound in Dallas,Texas |
 Interstate 376 eastbound in downtown Pittsburgh |
 Two-lane German Autobahn without emergency lane |
|
 Autoroute Ville-Marie near downtown Montréal. |
 Interstate 94 entering the Lowry Hill Tunnel in Minneapolis. |
References
<references/>
See also
- Motorway, Autobahn, Autoroute, Expressway
- Controlled-access highway
- Divided highway
- Freeway revolts
- Hierarchy of roads
- Highway
- Limited-access highway
- List of major freeway systems
- List of roads and highways
- Non-motorized vehicle access on freeways
- Parkway
- Road safety
- Roadway air dispersion modeling
- Roadway noise
External links
- Georgia NaviGAtor — example of a freeway information system
- A new concept in motorway design — Rethink the highways
ca:Autopista da:Motorvej de:Autobahn es:Autovía fr:Autoroute ja:高速道路 ko:고속도로 it:Autostrada nl:Autosnelweg pl:Autostrada pt:Via expressa sv:MotorvägTemplate:Link FA zh:高速公路