The snow removal task forces were out last night cleaning up the piles of snow downtown. It was like a military operation.
Semi truck got stuck. The driver grabbed a spade, went to the back for 5 minutes, and he wasn’t stuck anymore.
The sidewalks and areas between sidewalks and street were cleaned to the bone.
True North Square construction site. Lots of rebar.
Elderly Oriental Gent busking in the skywalk.
At 11 foot 8 inches, the Norfolk Southern–Gregson Street Overpass, located in Durham, North Carolina, United States, is a bit too short. The federal government recommends that bridges on public roads should have a clearance of at least 14 feet. But when this railroad trestle was built in the 1940s, there were no standards for minimum clearance. As a result, trucks would frequently hit the bridge and get its roof scrapped off.
Durham resident Jürgen Henn has been witnessing these crashes for years from across the street where he worked. Wishing to share these hilarious mishaps with the rest of the world, Henn set up a video camera in April 2008 and began recording them for his ever popular website 11foot8.com. By the end of 2015, more than one hundred trucks had their tops violently ripped off. These scalping videos, which are also available on his Youtube channel, have racked up millions of views bringing this particular bridge —nicknamed ‘the can opener’— a fair amount of international fame.
As Jürgen Henn explains in his website, the bridge cannot be raised because doing so would require the tracks to be raised for several miles to adjust the incline. North Carolina Railroad doesn’t want to pay for the enormous expense it would entail. The bridge cannot be lowered either because there is a major sewer line running only four feet under the street.
Instead, the city authorities installed an alert system that detects when an over-height truck tries to pass under and flashes yellow warning lights several feet ahead of the bridge. But many drivers either do not pay attention or fail to heed the warning, and crash into the bridge. The railroad department, who owns the bridge, installed a heavy steel crash beam in front of the bridge that takes most of the impact, protecting the actual structure of the train trestle. This crash beam is hit so often that it had to be replaced at least once.
As far as both parties are concerned —the city of Durham and North Carolina Railroad— adequate steps have been taken to solve the problem. The railroad authorities’ concern is with the bridge and the rails above, not the trucks. Hence, the beam. The city, on the other hand, has posted prominent “low clearance” signs from 3 blocks away leading up to the trestle, over and above the automatic warning system that is triggered by vehicles that are too tall.
Apparently, these measures are not enough to prevent accidents. On average there is one crash every month.
When Henn interviewed a few drivers as they deflated their tires to lower their vehicles enough to free them, some told him that they didn’t know their trucks’ heights, while others insisted they didn’t see the signs.
Durham officials are now trying out a new tactic. A few months ago, they installed a traffic signal at the intersection before the bridge, and hooked up the height sensor to it. When an over-height truck approaches the intersection, the light turns red, and stays red for a long time. The light eventually turns green, but the city hopes that the long delay will give the drivers enough time to realize their truck will not fit under the bridge. Unfortunately for the drivers, and to the delight of the rest, the bridge continues to shave the tops of over-height vehicles.
10 pedestrians struck Thursday morning in Toronto. By evening, 8 more were hit
18 pedestrian accidents in a day is almost three times the daily average, police say.
An average of seven pedestrians are struck on Toronto’s streets every day.
Fri., Oct. 21, 2016
Hours after 10 pedestrians were struck on Toronto’s streets on Thursday morning, the pedestrian accident rate had soared as eight more were struck by the evening.
Const. Clint Stibbe, spokesperson for Traffic Services of the Toronto Police Service, was unable to say whether 18 is the number for the most pedestrians struck in a day, but it was well above expectations.
“Almost three times higher,” said Stibbe.
One of the pedestrians was a 63-year-old woman, who died in hospital after she was struck in Leaside.
Another, a 15-year-old boy, remains in hospital with life-threatening injuries.
Stibbe does not have a definitive statistic about how many of the pedestrians were seriously hurt, but confirms that “all of them were injured.”
Collisions involving pedestrians spike between mid-September and mid-December, Stibbe said. The incidence dies down when the holidays start and people go on vacation.
“November will be the worst month,” says Stibbe.
Kim McKinnon, a spokesperson for the city’s paramedics, said they tend to see an increase in pedestrians being struck in the fall, when days start to get shorter.
“Obviously, there is something about (the day), the weather and the status of the roads and people rushing that is causing these accidents,” she said.
In September, Toronto police said that 542 pedestrians and 541 cyclists had been hit by cars since June 1. The total of 1,083 collisions means about 9.5 crashes occur every day, or one every 2.5 hours. This has increased since last year, when 999 pedestrians and cyclists were hit during the same period.
Pedestrian fatalities have increased by 34 per cent since 2005, according to the City of Toronto. One pedestrian is killed or seriously injured in Toronto every two days. Pedestrian fatalities account for about 50 per cent of total yearly traffic fatalities in the city, and 35 pedestrians have been killed in 2016 so far, Toronto Police said in a statement released Friday afternoon.
Road deaths in Toronto are increasing in general, peaking at 65 in 2015, which is an 11-year high. Stibbe says that if two more people are killed in traffic accidents this year, the number will be the most traffic-related fatalities since 2004.
In an effort to bring the incidents down, City Hall is starting up a Road Safety Plan, which will begin in January and will run until 2021.
The plan will involve creating pedestrian safety corridors in places where serious collisions frequently occur. It also proposes lowering speed limits in 54 locations, many of them on downtown arteries such as Yonge St., Bay St., Bathurst St., Queen St., Dundas St. and Bloor St.
In 28 locations, the speeds will be reduced from 50 km/h to 40 km/h, and in 24 others the limit will go from 60 km/h to 50 km/h. In two locations outside of the downtown core, limits will fall from 70 km/h to 60 km/h in an effort to increase the likelihood of pedestrians surviving a collision, the rate of survival decreasing as speed limits increase.
The Road Safety Plan aims to lower pedestrian deaths by 20 per cent over 10 years, but many are arguing that this goal is not good enough.
According to Dylan Reid, the co-founder of Walk Toronto, a 20-per-cent decrease in pedestrian deaths from 2015 would leave the number at 31, which is still higher than the 18 pedestrian deaths in 2011.
Other countries have had success with road safety crackdowns; Sweden created a road safety plan in 1997 and reduced traffic fatalities by 66 per cent between 1990 and 2011. The plan, called Vision Zero, has become national law there.
A road train or land train is a trucking vehicle of a type used in remote areas of Argentina, Australia, Mexico, the United States, and Canada to move freight efficiently. The term road train is most often used in Australia. In the United States, the terms triples, turnpike doubles, and Rocky Mountain doubles are commonly used for longer combination vehicles (LCVs). A road train has a relatively normal tractor unit, but instead of towing one trailer or semi-trailer, it pulls two or more of them.
Australia has the largest and heaviest road-legal vehicles in the world, with some configurations topping out at close to 200 tonnes (197 long tons; 220 short tons). The majority are between 80 and 120 t (79 and 118 long tons; 88 and 132 short tons).
Double (two-trailer) road train combinations are allowed in most areas of Australia, and within the environs (albeit limited) of Adelaide, South Australia and Perth, Western Australia. A double road train should not be confused with a B-double, which is allowed access to most of the country and in all major cities.
Here is one rolling through a flooded road
Triple (three-trailer) road trains operate in western New South Wales, western Queensland, South Australia, Western Australia and the Northern Territory, with the last three states also allowing AB-quads (B double with two additional trailers coupled behind). Darwin is the only capital city in the world where triples and quads are allowed to within 1 km (0.62 mi) of the central business district (CBD). Tasmania and Victoria do not allow the operation of road trains on any of their roads. Victoria had previously allowed double road trains to operate around Mildura for the vintage grape harvest.
Strict regulations regarding licensing, registration, weights, and experience apply to all operators of road trains throughout Australia.
Road trains are used for transporting all manner of materials: common examples are livestock, fuel, mineral ores, and general freight. Their cost-effective transport has played a significant part in the economic development of remote areas; some communities are totally reliant on regular service.
The multiple dog-trailers are unhooked, the dollys removed and then connected individually to multiple trucks at “assembly” yards when the road train gets close to populated areas.
When the flat-top trailers of a road train need to be transported empty, it is common practice to stack them. This is commonly referred to as “doubled-up” or “doubling-up”. See illustration. Sometimes, if many trailers are required to be moved at one time, they will be triple-stacked, or “tripled-up”.
Higher Mass Limits (HML) Schemes are now piloting in all jurisdictions in Australia, allowing trucks to carry additional weight.
Road trains arrives at Helen Springs Cattle Station, north of Tennant Creek NT.
The cattle are loaded onto the road train for their journey to Longreach QLD.
The Road Train then leaves on its long trip.
*There are 17 trucks with 3 trailers and 2 decks per trailer; that’s 102 decks of cattle.
*Approximately 28 cattle per deck; A total of 2,856 head of cattle.
*The cattle will weigh approximately 500kg each (1102.3 lbs.)
*The sale price for cattle at Longreach is approx. 165c/kg (75c/lb.)
*Each animal will therefore be sold at $825.
*Total revenue from this analysis is $2.356.200
*TYRES; Each truck has 2 front and 8 rear tyres, first trailer has 12 tyres and is dollied to the truck.
*2nd & 3rd trailers have 8 tyres at the front and 12 at the rear, that’s 20 tyres each.
*Each truck has 62 tyres, that’s a total of 1.054 on the road. A lot of tyres!!!
Australian cattle at stockyards in Rockhampton, Queensland.
Where else? Houston, Texas of course.
When constructed during the 1960s, the I-10 Katy from Houston, known as the Katy Freeway, was built with six to eight lanes wide barring side lanes, being modest by Houston standards because existing traffic demand to the farming area of West Houston was relatively low. As the population and economic activity increased in the area vehicular traffic increased, reaching an annual average daily traffic (AADT) of 238,000 vehicles just west of the West Loop in 2001.
In 2000 increased traffic levels and congestion led to plans being approved for widening of the freeway to 16 lanes with a capacity for 200,000 cars per day. An old railway running along the north side of the freeway was demolished in 2002 in preparation for construction which began in 2004. The interior two lanes in each direction between SH 6 and west I-610, the Katy Freeway Managed Lanes or Katy Tollway, were built as high-occupancy toll lanes and are managed by the Harris County Toll Road Authority. The section just west of SH 6 to the Fort Bend–Harris county line opened in late June 2006. Two intersections were rebuilt (Beltway 8 and I-610), toll booths were added, together with landscaping as part of Houston’s Highway Beautification Project. Most of the section between Beltway 8 and SH 6 had been laid by September 2006 and work was completed in October 2008.
Tolls on the managed lanes vary by vehicle occupancy, axle count and time of day. High occupancy vehicles may travel for free at certain times.
Interstate 10 (I-10) is the major east–west Interstate Highway in the Southern United States. In the U.S. state of Texas, it runs east from Anthony, at the border with New Mexico, through El Paso, San Antonio and Houston to the border with Louisiana in Orange, Texas. At just under 880 miles (1,420 km), the Texas segment of I-10, maintained by the Texas Department of Transportation, is the longest continuous untolled freeway in North America that is operated by a single authority, a title formerly held by Ontario Highway 401.