I-80 fully reopens through New Jersey after sinkhole repairs
Interstate 80 has fully reopened through New Jersey after months of repairs and delays due to sinkholes.
The sinkhole problem began in December 2024, at first leading to a brief fix before more holes opened and authorities shut down I-80 eastbound entirely in February.
'I am thrilled to see all lanes of I-80 open safely this weekend so we can ensure that New Jerseyans can get to where they need to go efficiently and safely,' Gov. Phil Murphy said Thursday in a statement.
I-80 eastbound reopened in full on Saturday. The westbound lanes reopened June 14.
The extensive delays, beginning in February, created a nightmare route for anyone traveling through Wharton and for residents of the town about 30 miles west of Central Park.
When the project began, officials said the delays would continue indefinitely. But in April, a timeline was set to complete the construction by mid-June.
'I want to thank the thousands of New Jerseyans who have been impacted by these sinkholes for their patience as we worked to secure this roadway,' Murphy said in his statement.
The sinkholes were caused by an abandoned mine under the road — one of 600 such mines throughout New Jersey. When the first sinkhole opened in December, crews tried to patch up the single gap and reopen the highway, only to find more and larger holes opening two months later, forcing the larger operation.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Fox News
an hour ago
- Fox News
Fuel-Saving Maestro Scott Dixon Can't Save Enough To Beat Alex Palou
ELKHART LAKE, Wis. — Scott Dixon knows he doesn't have a shot at a seventh INDYCAR title this year. So going for race victory No. 59 is the strategy every week. Even if it means a roll of the dice. Putting Dixon in a position to save fuel to potentially win a race doesn't always equate to a roll of the dice. But Sunday, at Road America, to try to go the final 18 laps on fuel was just a little bit too much at a 4.014-mile track where the fuel run was approximately 13 to 15 laps. Dixon had to pit with two laps remaining, relinquishing the lead to Alex Palou, who won for the sixth time in nine races this year. Now 155 points behind Palou, Dixon expects the strategy to focus on victory lane even more than usual. "We have nothing to lose," Dixon said. "We're just going for some race wins. You're pretty much out of the championship. Nothing to lose. Throw some Hail Marys." Palou has seen Dixon throw some Hail Marys and make them work. So he, at first, was frustrated and confused. He wouldn't be able to beat Dixon straight up because Dixon had on the softer tires and would have been able to hold him off if the caution came out and they had a restart. "When I was following Scott, I could see that he was not saving as much as I was," Palou said. "I was like, 'This guy is crazy. How is he going to do it?' But I didn't know. I don't have a lot of information. "If it was another driver, I would have probably just focused on myself. But I know that Scott can make crazy stuff happen." Palou's strategist, Barry Wanser, had his engineers triple check their numbers to make sure that Dixon couldn't make it on fuel, as they continued to tell Palou to save over the final 10 laps. "I'm like, 'Are we missing something here? Because Dixon is running numbers — lap times. He's not going to be able to get it based on the number we gave him,'" Wanser said. "They double-checked everything, triple-checked. But we were pretty confident we were going to be fine." Once Dixon had to pit, Palou's biggest concern turned to Felix Rosenqvist, who had fresher tires. But Rosenqvist couldn't catch Palou and settled for second, with Santino Ferrucci third, Kyle Kirkwood fourth and Marcus Armstrong fifth. Kirkwood, the only driver other than Palou to win this year, moved to second in the standings, 93 points behind Palou. While it seems everything has worked this year for Palou, it has not for his teammate Dixon, who had to start in Row 13 after a penalty during qualifying for impeding Devlin DeFrancesco. So even with the fast car, he had to try an alternative strategy. "It's been one of those years, man. Anything we do is just kind of crappy," Dixon said. "We'll keep at it, keep knocking on the door. The car has got good speed and hopefully we'll get some winning ways going." It does appear that Dixon's ability to save fuel has been neutralized by the hybrid, which adds about 100 pounds of rear weight. Dixon feels he would have made it without the hybrid, which was introduced during last season (of course, that potentially would have altered the strategy of others). "Fuel mileage is way worse with the hybrid, which makes no sense of why we even have it," Dixon said. "It's the same for everybody. Everybody's got to carry this lump of weight around." And many were hoping for that late caution that never came. Palou could have used it, too, to be more on the attack rather than saving fuel himself. Just not needing to save as much as Dixon. "You're throwing some pretty wild strategies there just to try and make something happen, but it looked like [ours was] actually the conservative one. The one a lot of the others took was just the right one to take," Dixon said. "We had to bank on at least another lap or two [of caution]. The unfortunate part is the car was super fast. Like even with all our speed today, we were just having to save fuel every lap. So it was kind of frustrating." If he is rolling the dice, why not just stay on track and let it run out of fuel and see if a miracle could happen? "You've got pretty good senses," Dixon said. "You know whether you're going to make it or not. You don't want to be that person hanging out on the track for a lap or two." Bob Pockrass covers NASCAR and INDYCAR for FOX Sports. He has spent decades covering motorsports, including over 30 Daytona 500s, with stints at ESPN, Sporting News, NASCAR Scene magazine and The (Daytona Beach) News-Journal. Follow him on Twitter @bobpockrass.
Yahoo
an hour ago
- Yahoo
The Mustang GTD Is Revving Up To Be Ford's Crown Jewel
The Mustang has been a popular car for Ford since its first generation. With such an impressive legacy, there are high expectations for the upcoming Mustang GTD. However, based on what Ford has revealed about the supercar thus far, the automaker aims for the vehicle to be a crowning achievement. Their latest tease shows off the GTD's advanced Multimatic Adaptive Spool Valve rear shock absorbers like they are prize jewels. Ford's letting everyone know they are about to unleash something special. A press release from Ford highlights the state-of-the-art semi-active suspension of the Mustang GTD. Notable is how the car's in-cabin suspension window, which is also visible from outside the GTD, shows off its rear suspension like it's "jewelry." According to Ford, this cutting-edge semi-active suspension system is at all four corners of the vehicle. This system features a race-proven tubular subframe with a pushrod-actuated rear end. Ford states that the engineering company Multimatic created the GTD's Adaptive Spool Valve dampers. This creation aimed to "bring race car technology to the road" so that GTD drivers could have enhanced "agility and confidence" in challenging track driving circumstances. According to Ford, these Adaptive Spool Valve dampers can go from their softest to firmest setting in 15 milliseconds. Jim Owens, the marketing manager for the Mustang GTD, said of the rear suspension's aesthetic appeal, "The rear suspension is designed for purpose, but it's also just a beautiful thing to look at." Owens added that the window framing the GTD's suspension system is necessary, allowing anyone who sees the car to admire the rear suspension's beauty and performance. "It would have been a shame for us to hide it away, never to be seen. With the suspension window, owners can admire the blue and gold accents on the dampers without removing the tech panel, and the passenger can literally watch the suspension in action." Ford's decision to display the GTD's rear suspension system is a novel idea. The automaker equates the display window to a Skeleton dial, allowing people to observe and admire the inner workings of a "finely crafted precision timepiece." Owens added that the display window and what it reveals about the GTD's inner workings are "just plain cool." It's also a stylistic touch, which he believes GTD "owners will appreciate." Ford states that the GTD's picturesque display window measures about 24 inches wide and 10 inches tall and has a scratch-resistant coating on both sides. The automaker also specifies that they made the window out of polycarbonate. More than simply adding an aesthetic flourish to the latest edition of an iconic vehicle, the GTD's suspension system breaks new ground for a Mustang. According to the Mustang GTD's Chief Program Engineer, Greg Goodall, "We've never done a suspension like this on a Mustang." Goodall added that with Ford setting high expectations for the Mustang GTD's debut in Europe in the coming weeks, the vehicle's suspension needed to do things it has never done before: "To meet the aggressive lap time targets we set, we looked to motorsports for that inspiration to do something advanced. This cutting-edge suspension and advanced dampers are key to turning a Mustang into a Mustang GTD." The Mustang GTD will compete in June at the iconic 24 Hours of Le Mans. Later this year, it will attempt an officially timed sub-seven-minute lap at Germany's iconic Nurburgring Nordschleife track. Racing technology played a significant role in shaping the GTD's innovative suspension setup. Instead of mounting the shocks and springs above and in line with the rear wheels, the GTD's inboard rear suspension tucks them low and between the wheels, just like you'd see on a purpose-built race car. Multimatic's proprietary Adaptive Spool Valve dampers take things even further, bringing serious motorsport engineering to the street. These dampers can shift from their softest to firmest setting in just 15 milliseconds — about six times faster than the blink of an eye. Each one features a dual-spring design. In Track mode, the system can hydraulically compress one of those springs, lowering the car by approximately 40 millimeters and doubling the spring rate to enhance its track-ready performance. That stiffer spring rate isn't just for show: it enhances both mechanical and aerodynamic grip. And when the GTD's active aero kicks in and starts pressing the car down at speed, those firmer springs fight aerodynamic squat, keeping the tires planted and maximizing grip through every corner, brake zone, and straight-line launch. [embed] The Mustang GTD isn't just a high-performance Mustang. It's a whole new chapter in the Mustang story. Ford went all in, blending serious race tech with jaw-dropping design to create something that feels fresh, bold, and totally exhilarating. That suspension window isn't just a cool detail; it's a full-on celebration of what makes this car so special. From the lightning-fast dampers to the aggressive aero and track-ready stance, every piece of the GTD screams performance. Whether it's tearing through the Nürburgring or stealing the spotlight at a car meet, this is more than just a Mustang. It's Ford showing off what they can really do, and we're absolutely here for it.
Yahoo
an hour ago
- Yahoo
US semiconductor maker Wolfspeed to file for bankruptcy
Wolfspeed, a North Carolina manufacturer of semiconductors for electric vehicles, said it had struck a deal with creditors to reduce its Sign in to access your portfolio
