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Old May 21st, 2006, 11:54 PM   #41
matherto
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Quote:
Originally Posted by Modo
"Strada Statale Gardesana Occidentale" - Garda Lake - Italy













Old Photos

I remember this, Me and my family drove along it in 2001, we stayed near Salo, and drove all the way around Lake Garda, wonderful place
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Old May 24th, 2006, 11:00 AM   #42
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Italy is a wonderful place to live
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Old August 21st, 2006, 12:48 PM   #43
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Quote:
Originally Posted by [email protected]
Reunion Island:


To complete this message, the "Route du littoral":
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Old August 23rd, 2006, 09:39 AM   #44
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Quote:
Originally Posted by dizflip
CEBU CITY, PHILIPPINES



Mactan Bridge
Any more photos of this?
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Old September 1st, 2006, 03:16 PM   #45
acy
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Croatia rijeka



Quote:
Originally Posted by [URL=http://imageshack.us
[/URL]

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Old September 1st, 2006, 05:23 PM   #46
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oh man I'd love to take a motorbike out on some of these roads~
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Old September 2nd, 2006, 06:52 PM   #47
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Coastal highways are pretty in general.
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Old September 2nd, 2006, 11:11 PM   #48
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Die E4-autobahnstrasse in der Nähe von Jönköping Schweden. Der See von links heisst "Vättern" Der See ist der zweite grösste Schwedens.


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Old September 2nd, 2006, 11:23 PM   #49
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^English please!.... this is an international forum.
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Old September 7th, 2006, 08:20 PM   #50
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all beautiful
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Old September 10th, 2006, 05:20 PM   #51
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very scenic roads. thanx.
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Old April 13th, 2007, 08:41 PM   #52
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A Melting Arctic Highway

Time running out for highway that melts
Last Updated: Friday, April 13, 2007 | 8:27 AM CT
CBC News

With longer days and warmer temperatures coming, time is running out for the annual ice road at Wollaston Lake, Sask.

It's a vital supply line in the northern First Nations community, which is about 600 kilometres northeast of Prince Albert.

And it's usually cold enough for several months a year to make a road thick enough to support heavy supply trucks.

The Highways Department officially closed the road on March 31, but according to the area's economic development director, Anne Robillard, people are still driving their pickup trucks across it.

People generally know when to stop using the road, but there are exceptions, she said.

"Two winters ago, at this time of the year, a half-ton truck went through the ice," Robillard said. "It was a shallow area, so they were able to get it out of the water before the ice broke up."

Glenda Mercredi, who runs the band store in Wollaston Lake, says knowing when to stop driving over the ice road is not an exact science, but it's something people pay close attention to.

"They measure the ice and they'll let people know if it's getting too thin. And they'll advise people to start parking their vehicles on the other side," she said.

As the ice thins, residents are gathering supplies. A barge is slated to restock the community, but not until late spring.

Meanwhile, the Saskatchewan government is planning an all-weather road across Wollaston Lake.

The project is proposed for an area between Highway 905 and the community of Wollaston Lake and the Hatchet Lake Denesuline First Nation.

The federal government said Thursday there will be a comprehensive study on the environmental impact of the proposed road.

The road would reduce transportation costs and isolation, improve emergency response and access to health and education services, and potentially reduce costs for essential goods, a federal news release said Thursday.
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Old April 14th, 2007, 04:03 PM   #53
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Old news. This happens every spring back home when the warm weather hits. Talks have been going on for years to build more all weather roads, and some have been built. But there are still a few to go.
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Old April 15th, 2007, 07:52 PM   #54
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Inching Up an Ice Highway in a 70-Ton Truck
Remote Sites in Subarctic Canada Depend on Rigs Plying Hazardous, Heavily Traveled Winter Road

By Doug Struck
Washington Post Foreign Service
Tuesday, February 27, 2007; A10



ON THE ICE ROAD, Northwest Territories -- Elden Pashovitz eased his big truck and 28 tons of aviation fuel onto the ice of Tibbitt Lake and set out in low gear for his destination, dozens of ponds and lakes away.

Ahead, the scene was bleak, white and flat. The temperature was minus 10. The ice crackled under the 30 tires of his tandem rig.

Pashovitz moved his vehicle to its place in a caravan of heavy trucks, one of many processions now crawling across frozen tundra and iced-over lakes in the grip of the Canadian winter. Their mission is to deliver a year's worth of supplies to remote sites -- mines and drilling rigs and small native villages -- that depend on the ice road for all their needs.

The trucks ply the wilderness along a tenuous artery. Maintenance crews work in the bitter cold to flood the road, continually thickening it. The drivers watch for buckling ice rising as pressure ridges on the road. And the heavy trucks bend the ice sheet, creating waves underwater that can blast through the surface in a "blowout," making treacherous holes.

But there's no turning back.

"Once you're on the ice, you're committed," said Pashovitz, 35. "You've got to keep going. If you stop, little by little the weight of your truck would sink into the ice."

There are many winter roads through Canada, and some in Finland, Russia and Alaska, short-lived lifelines to places that otherwise can be reached only by plane. But at about 360 miles, this road is the longest in the world that runs almost entirely over water -- 85 percent of it is on ice. It also carries the heaviest traffic.

On a typical day, the cold winter sun struggles to the horizon to reveal an unending line of fuel tankers, flatbed trucks and tractor-trailers, all huffing exhaust into the cobalt sky.

This ice road was first built in the winter of 1983 to service the Lupin Gold Mine, 250 miles north of Yellowknife. The gold mine is now closed, but four diamond mines have been opened along the route, each requiring huge construction equipment, vast quantities of fuel and supplies, and thousands of bags of cement for mines and dikes.

"The economic lifeblood of the Northwest Territories depends on these roads," said Erik Madsen, director of winter road operations for Diavik Diamond Mines, which shares with Billiton BHP most of the cost of getting the road built each year.

This year, the companies hope to send a record 10,500 truckloads out from Yellowknife on this road. The trucks leave in groups of four, every 20 minutes, night and day.

But that is only a hope. Last winter, one of the warmest on record, the road opened late and melted early, stranding tons of needed supplies. Mining companies spent $100 million trying to airlift the cargo. Diavik cut a 500-ton excavating shovel into pieces and rented the world's largest helicopter from Russia to lift the pieces to its mine site.

"We can't afford another season like the last one," Madsen said.

So far, this winter has allayed fears that global warming will make last year's weather the norm. The winter road opened early, on Jan. 28, after a sustained cold snap, and has strengthened with steady arctic temperatures. Road controllers use ground radar and boreholes to monitor the thickness of the ice, gradually letting heavier trucks onto the road as the ice grows to 40 inches, at which point it can support a 70-ton vehicle.

But the road's hard appearance is deceptive: Ice bends, cracks, becomes brittle, flows and shrinks in unexpected ways.

"Ice is really kind of funny stuff. We really don't know" anything about it, said John Zigarlick. That's quite an admission from the man who built the first road as president of the Lupin mine, retired, then started Nuna Logistics, a company that does arctic drilling and construction, and rebuilds this road every year for the diamond mines.

Zigarlick's 140 employees here carve an eight-lane-wide path on the ice, build express bypasses for the returning empty trucks, and mend cracks and holes with water.

"We've gotten better at it," said Zigarlick, 69, who leaves his yacht parked in Vancouver to prowl the ice road. "But I think we're starting to push the limits of what this road will take."

The radios in his pickup yap away: the truckers on one VHF channel, nudging each other along and chatting to keep awake; the road crews on another, including the squad of retired Royal Canadian Mounted Police officers who spend their winters patrolling the ice road to keep the truckers' speed down.

The radio barks out news of an accident on portage 27.

"I hope there's no fuel spill," Zigarlick said with a sigh. "If you spill fuel, you have to dig up the ground, and it will take six weeks of explaining."

Zigarlick said no truck driver on the road has ever been lost to the ice, though the dangers are there. Several trucks have sunk, but their drivers scrambled out. In 2000, a snowplow operator died of a heart attack after his machine plunged into the frigid water. In 2004, the son of one of Yellowknife's major trucking company families drowned while clearing another short ice road near this one.

The drivers, however, say the biggest problem is tedium, as their loaded vehicles crawl along at mandatory speed limits of 6 and 15 mph to keep from damaging the ice.

"It's a different way of driving," Pashovitz said. "It's slow and long. You have to keep occupied." The radio chatter gets annoying. He has satellite radio and a CD player; others watch movies on mini-DVD players. Pashovitz swears he has seen drivers reading, and one serenaded his pals with a fiddle on the long straightaways.

The radio chirps with drivers reporting a rare sighting of a timber wolf. Caribou cross the road sometimes. Red fox dart tentatively amid the snowdrifts, searching for jack rabbits or ptarmigan. Ravens will fly idly beside the trucks or perch on the big rearview mirrors as the vehicles move, demanding a bite of a trucker's sandwich.

Pashovitz and his father run an organic grain farm in central Saskatchewan. There is not much to do in the long winter, so he has been coming north every year for 10 years. He works seven days a week for about 10 weeks, sleeping in a bed behind his seat in the roomy cab, with the engine running. He stops at the camps set up along the road to shower and eat, watch some television or call home.

Many of those plying the road are like Pashovitz: farmers or construction workers looking for winter work, or retired hands seeking the novelty and beauty of working in a subarctic winter. And the money: Pashovitz said he can earn $800 for the two-day trip to the BHP mine, more if he goes farther up the road. In a season, he can earn enough to help ease the squeeze on his family farm.

It also gives him some bragging rights, Pashovitz acknowledges. "Nobody back home has done anything like this."
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Old April 15th, 2007, 07:56 PM   #55
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Well if you like frozen roads, you guys are lucky, at almost the same latitude, we have 30 C or 86 F today.
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Old May 2nd, 2007, 06:29 PM   #56
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Trans-Himalayan Highway Threatens Nepal's Buddhist Legacy

Trans-Himalayan highway threatens Nepal's Buddhist legacy

Kathmandu, May 2 (IANS) A priceless treasure trove of Buddhist teachings, manuscripts, paintings and other historical artefacts lie under grave threat, ironically from the advent of development in remote northern Nepal.

Nepal's frontier Mustang district - once part of an ancient Tibetan kingdom - has been safeguarding thousands of caves, some of which are nearly 3,000 years old, full of paintings and manuscripts in ancient Tibetan scripts.

Archaeologist Sukra Sagar Shrestha, who specialises in high-altitude archaeology and has been associated with excavation and restoration projects in Mustang, estimates there are over 10,000 such caves, most of them undiscovered.

Some of the caves are multi-storeyed, with different layers used for residence, imparting religious education to monks and nuns, and burial sites. Written in at least four different Tibetan scripts, the manuscripts, once deciphered, are likely to provide a wealth of historical data about the ancient Tibetan kingdom, its relations with China, Nepal and India, and perhaps even about the Buddha himself.

Between 15th and 17th centuries, Mustang - a corruption of Lo Manthang, meaning the 'southern plains of aspiration' - was an independent, rich and powerful kingdom whose rulers dominated the trans-Himalayan trade between Tibet and India.

A walled city, it was enriched by a constant flow of scholars, painters and artisans, giving rise to a treasury of art, architecture, religious education and historical archives.

In the 18th century, when Nepal went to battle against Tibet, Lo Monthang allied itself with Nepal and was soon annexed by Nepal. But this saved its Buddhist cultural legacy from destruction, a fate suffered by Tibet after it was invaded by communist China.

The remoteness, near inaccessibility and freezing climate of Mustang combined to protect and preserve the ancient Buddhist heritage.

'The caves, where the temperature is never more than eight degrees Celsius, provides the best natural preservation for the relics,' said Shrestha. 'Add to it the sparse population. If you walk throughout the day, you'll hardly meet over four people.'

However, now the advent of an ambitious trans-Himalayan highway - planned for connecting India, Nepal and China as well as other Asian cities - is threatening the hidden treasures.

Besides the influx of outside population it will bring to the kingdom once closed to the outside world, the highway will also pass through an archaeologically rich area.

'During the course of the highway, the land is so soft in a part of northern Nepal that it has to make a detour,' said Shrestha. 'The detour is through an area where there are thousands of such caves.'

Nepal's director-general of archaeology Kosh Prasad Acharya is, therefore, appealing to the international community for help to preserve this unique heritage.

'Development can't be denied. So we have to look at the best compromise,' said Acharya. That, according to him, means launching a full-fledged mission to discover the caves and then to document the treasures.

'It is an expensive matter and we need help,' he added. 'We ask the international community to help in any way it can - by providing funds, expertise and information.'
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Old May 2nd, 2007, 11:33 PM   #57
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Intersting
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Old May 21st, 2007, 06:16 AM   #58
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Yellowstone Park Highways

I know this is the highway thread, but I took a a road trip through Yellowstone National Park, America's oldest National Park, this weekend. The highways were well-maintained and easy to navigate. Most roads have a 45 MPH speed limit, probably to avoid high-speed collisions with the wildlife who tend to congregate near and on the highways. This park is still just terrific, with amazing thermal areas that are truely spectacular and beautiful, and right off the highway. The park shows a lot of fire damage, but one gets a perspective of renewal at the same time. Old Faithful is still one of the main draws, and the Old Faithful Lodge is being refurbished. I didn't expect much, but this park meets and goes beyond expectations. Highly recommended! A good base city...Idaho Falls, Idaho.

Last edited by pwalker; May 23rd, 2007 at 03:47 AM.
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Old May 21st, 2007, 12:20 PM   #59
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Idaho Falls? A mormon-cop stopped me there for going 35 km/h faster than the speed limit
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Old May 21st, 2007, 01:32 PM   #60
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Quote:
Originally Posted by Alex Von Königsberg View Post
Idaho Falls? A mormon-cop stopped me there for going 35 km/h faster than the speed limit
Don't some states in that part of the U.S. have no speed limit on their interstates and other freeways?

Note to pwalker: Yellowstone is not only the U.S.'s oldest national park, but the world's! We have the second oldest: Royal National Park, on Sydney's southern outskirts.
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