All posts in Transportation

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Byford Goes Bye-Bye

Andy Byford resigns as head of NYC’s subways
Andy Byford, president of MTA New York City Transit, has quit. The British transportation expert was hired to turn around the city’s ailing subway system in January of 2018 after pulling off a similar feat at the Toronto Transit Commission. Now it seems that clashes between Byford and Governor Andrew Cuomo have reportedly led to the former’s departure. The system did improve markedly under Byford’s tenure. On January 20, the Metropolitan Transportation Authority (MTA) released the latest update on its Subway Action Plan, demonstrating improvements in station and track cleanliness, a 10,000-delay-a-month reduction for the fourth month in a row, and an on-time performance rate of 72.6 percent, the highest in four years. Still, despite all of the tangible benefits of his work, this isn’t even the first time Byford has resigned from the MTA; he briefly quit and then rejoined the agency last October. The friction between Byford and the Governor had reached an all-time high and Byford claims that he was being forced to organize conferences at transportation conferences at the Governor’s behest, rather than doing his job. That came after Governor Cuomo swooped in last January to preempt Byford’s 15-month plan to shut down L Train service between Manhattan and Brooklyn for repairs to the Canarsie Tunnel with his own preferred alternative. According to the New York Times, Byford and Cuomo didn’t speak for four months after that, though relations had seemingly thawed since then. Byford’s announcement that he was leaving came during an MTA board meeting earlier today, and even his staff reportedly only learned it was happening through Politico. Immediately afterward, New York City Council Speaker Corey Johnson took to Twitter to try to woo Byford back, trying to kickstart the “#BringAndyBack” hashtag and calling his departure a crisis. So, farewell to the transportation official that railfans were so enamored with that they nicknamed him the “Rail Daddy.” He’ll live on as long as the MTA continues to run in-station ads for its new OMNY contactless fare system; Byford lent his dulcet voice to an audio announcement about the upgrade that has been running since January 7.
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Moving Forward

NYC launches new website outlining timeline and process for the BQX streetcar
After much uncertainty and relative quiet, an updated timeline has been announced for the Brooklyn-Queens Connector (BQX streetcar) that would connect 11 miles of Brooklyn and Queens. The City’s Economic Development Corporation and the Department of Transportation have launched a new website detailing the proposed streetcar, along with previously released and new reports, which would run from Red Hook to Astoria and connect 13 subway lines and 30 bus routes. The BQX team proposes having at least five community board presentations and a minimum of five workshops this winter, and intend to collect public opinion on the $2.7 billion project via the new website and engage in on-the-ground outreach. There will be public hearings and the collection of comments in May and June, followed by a draft environmental impact statement in the spring of next year, with the final version to be released in fall of 2021 following public comment. Alternative options to the light rail line will reportedly be considered (the website gives the example of a dedicated bus lane). Currently, the city aims to open the line in 2029. If all goes according to plan, the city will then seek federal funding (as much as $1 billion according to previous reports) and undertake a land-use review, get the necessary approvals, and select designers, contractors, and companies to run the BQX. Funding has been a major hurdle for the streetcar. The federal government has certainly not been generous with infrastructure projects as of late, especially in areas the current administration sees as opposed to it. While it was suggested that Amazon (which was going to receive nearly $3 billion in subsidies, tax breaks, and incentives) might have footed part of the bill when they had planned to build their HQ2 in Long Island City, that option is obviously off the table. Many City Council members have questioned the price tag relative to the streetcar's projected ridership and the desperate need for upgrades to transit options elsewhere. Mayor Bill de Blasio continues to advocate for the project, however.
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High-Speed Pushback

Maryland towns band together to fight high-speed rail route
As plans move forward for a high-speed magnetic levitation (maglev) train line between Baltimore and Washington, D.C., an increasing number of small towns are banding together to fight the railway, which spans 40 miles and would provide service between two major business districts in 15 minutes. The towns are scattered across Anne Arundel and Prince George’s counties in the direct path of maglev project construction. The Baltimore–D.C. segment is the first step in a proposal to eventually provide high-speed rail service between Washington and New York. Pushback has increased as the 20-year planning phase of the project has moved to its next steps: An environmental impact statement draft is expected in early 2020, according to The Washington Post. Although the train will run 75 percent underground at depths of 80- to-200 feet, residents between the two cities would bear the brunt of the construction, in close proximity to their homes without much payoff in return—the train, which stops only in Washington, Baltimore, and at the Baltimore-Washington International Airport, would be of little use to those living in these small communities. Residents of Greenbelt, Maryland, have been some of the most vocal opponents of the project and formally denounced the proposal for the high-speed train two years ago. Now, the city of 23,000 is requesting legal counsel to aid its effort to halt the maglev route, sparking a debate over NIMBY mentality and the grassroots efforts to protect communities. Amanda Kolson Hurley, a journalist on urbanism who profiled Greenbelt’s history in her book, Radical Suburbs: Experimental Living on the Fringes of the American City, offered insight via Twitter: “We really screwed up by not building more subway & light-rail lines already. Greenbelt residents are not wrong to say they will bear the inconvenience while the main benefits go to DC and Baltimore… Greenbelt got carved up by the BW Parkway & Beltway, so there’s a history of being imposed on by big transpo projects.” Support for the high-speed rail project, however, comes from its potential to ease regional traffic congestion and create thousands of jobs. The railway is backed by Maryland's Governor Larry Hogan, and impact studies were aided by a $28 million federal grant. Pending the release of the environmental impact report and final approval, construction could begin as soon as next year.
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No More Limits

MTA announces $51.5 billion capital plan with commitment to accessibility
The New York Metropolitan Transportation Authority (MTA) is set to begin exercising its $51.5 billion capital plan this year—the largest budget approved in agency history. In a press release this week, the MTA announced it's now looking for qualified design-build firms to work on accessibility projects across 23 subway stations in the city. "Accessibility is a top priority fo the MTA," said MTA Chairman and CEO Patrick J. Foye in the statement, "and we are committed to completing these accessibility projects as quickly as possible." Equitable travel—via public transit in particular—has long been a big issue throughout the five boroughs. According to a February analysis by The New York Times, there are over half a million residents who have limited mobility, two-thirds of which don't live near an accessible subway station. What's more, only 25 percent of New York's 472 stations have elevators. The accessibility push is part of the MTA's historic 2020-2024 Capital Plan in which it will invest billions of dollars into New York City public transit, as well as regional subways, buses, commuter rail systems, bridges, and tunnels. Up to $40 billion will be set aside strictly for improving New York's subway and bus systems with $5.2 billion of that allocated for accessibility projects. A total of 70 subway stations have been identified for work overall in the MTA's capital plan. The MTA promises to install two-to-three new elevators at each of the 23 stations listed in the RFQ and make other improvements aligned with the Americans with Disabilities Act (ADA). For example, it will reconstruct platform edges or ADA boarding areas in the hopes of making passengers feel safer. Utility, station communication, and lighting upgrades may occur as well depending on existing conditions at the station. The news comes less than a year later after the MTA announced Foye, longtime head of the Port Authority of New York and New Jersey, as its new leader. This past December, the agency moved 430 employees to its new Construction and Development department in an effort to consolidate all construction personnel. The change, along with other organizational moves, was mandated by the New York State government earlier last year in order to increase efficiency within the agency and speed up project delivery timelines.
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Virgin Tracks

Virgin to build another high-speed rail line from SoCal to Las Vegas
The United States has largely tailed other global leaders in the development of high-speed train infrastructure. State and municipal governments throughout China and the European Union have long-invested more in public transportation systems over the automobile, but one recent development in the U.S. may potentially bring America to the fore. A 170-mile-long, high-speed train from Las Vegas and Southern California is slated to start construction next year. Developed by Virgin Trains USA, the $4.8 billion rail line will be placed in between the Interstate 15 highway lanes, from Victorville, California, to Las Vegas Boulevard between Blue Diamond and Warm Springs roads in Las Vegas, Nevada. According to Tina Quigley, vice president of business strategy for the company, the build-out will begin on the western end in California. She told the told Las Vegas Review-Journal that contractors will likely begin work "in about five different areas when construction starts" and that "those five areas will probably be in California.” A section of the track stretching 35 miles will run through Southern Nevada and is expected to begin construction in 2021. Virgin is basing much of its design strategy for the project on a previous, 70-mile system completed by the company in South Florida between Miami and West Palm Beach. When complete, the train is expected to dramatically influence the economy of Victorville, a town with a population of fewer than 20,000 people, as well as the development of other high-speed rail projects throughout the United States. The price for train fare has not yet been determined, but it will have to remain competitive with plane fare and the cost of driving to remain a viable option for interstate travel. Though the project cannot begin until it receives a "record of decision" by the Federal Railroad Administration, Virgin has already begun securing equipment and materials, according to Nevada's Department of Business Director Terry Reynolds. The company received an additional boost last month when the state of California approved a $3.25 billion bond request to support the project. If all goes according to plan, construction on the route will break ground in the second half of 2020 and be completed in 2023.
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Accelerating the modern world

A thrilling journey through the history of the car is on show in London

The automobile—a long-time fetish object of architects, the car is arguably the object that defines the 20th Century and one that has perhaps sent us crashing us into the 21st. The development of the car was once fuelled by optimism, able to set people free to go where they wanted, when they wanted. Today, however, its image has been tainted by its contribution to the climate crisis. The car is both personal and global, shaping lives, cities and nations, and it is the subject of the Victoria and Albert Museum’s (V&A) latest exhibition: Cars: Accelerating the Modern World.

There’s no Lamborghini Countach, no Citroen DS or Aston Martin DB5 here, this isn’t that kind of show. Cars is a critique of the automobile and its impact. Expect instead to find posters about workers rights relating to Fordist assembly lines, maps tracking global oil production, the world’s first commercial car designed using wind tunnel testing (the Tatra 77), and Graham, the viral, life-sized latex figurine born from the Transport Accident Commission of Australia that shows how humans could evolve to survive a car crash.

Tucking the exhibition into the new AL_A-designed Sainsbury Gallery at the V&A in London, curators Brendan Cormier and Lizzie Bisley have, through a welcome variety of mediums, given audiences a thrilling ride through the history of the car that’s full of unexpected turns.

With regards to architecture, we’re given Prussian-American architect Albert Khan’s plans for the Henry Ford’s Highland Park plant, the place where assembly lines were first used for industrial production. Next to it is a model of Italian architect Giacomo Mattè-Trucco’s Fiat Lingotto factory in Turin, complete with rooftop test track. But nearby is something more sinister—a letter from a Highland Park factory worker’s wife to Mr Ford. “The chain system you have is a slave driver! My God!” it reads, detailing the perils of the factory conditions.

It comes as no surprise to learn that Ford was a control freak. In 1926 he purchased land in Amazon Rainforest to produce his own rubber. Brazilian workers were banned from smoking, drinking alcohol and playing football, while American customs such as square-dancing in community halls and working in the sun, as well as hamburgers in the canteen, were introduced. The workers revolted and “Fordlandia”, as it was known, was abandoned in 1945.

Factory revolts and angry letters to bosses may be fewer and far between now, particularly as machines usurp humans in factory line production. A lengthy and eerily slow panning projection of the inside of the BMW Group Plant in Munich duly demonstrates this. Here machines do the heavy lifting while humans keep watch.

Cars also delves into the wider spatial implications of the automobile. Le Corbusier, who was as obsessed with the car as any architect (maybe more), designed the Maison Citröhan (1922)—named in the car manufacturer’s honor—to be as efficient as the car. Tire manufacturer Michelin, meanwhile, carried out an exhaustive photographic study of dangerous roads in America in the 1930s, highlighting the need for urgent improvement, and an array of photos from this shows just how poor America's roads once were. Missing, however, is Frank Lloyd Wright’s conception of the garage. The car’s impact on suburbs, roadside architecture (notably the work of Denise Scott-Brown), along with highways and freeways and drive-in cinemas is also amiss, but these do all feature in the exhibition’s accompanying book, which has been beautifully produced.

“In the end we ran out of space,” Cormier told AN. More important to the curators was to expose the rush for oil extraction the car created and the devastating effect this is having on the environment, which is understandable.

Throughout the exhibition, visitors are continually exposed to visions of a future which will never exist. One example: adverts and sci-fi films from 1950s, ’60s, and ’70s show many men in many cars, but none are stuck in traffic. By analyzing the automobile through the rear-view-mirror, Cars highlights how the car and modernity have failed to deliver on many promises. That hasn't stopped the industry, though. In the last room is 'Pop.Up Next', a concept from Italdesign which combines an electric car and a drone that is able to clip onto the pod-like vehicle—or rather, another attempt at a flying car, a never-realized fantasy of old which, like its predecessors, may be destined to forever belong in a museum. 

Cars: Accelerating the Modern World runs through 19 April 2020.

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Just Floating an Idea

Oakland councilwoman proposes converting cruise ships into homeless housing
During a presentation at a committee meeting on December 5, Oakland City Council president Rebecca Kaplan presented a doubtlessly provocative plan to partially resolve one of the California Bay Area's most significant political crises. One strategy for housing a thousand members of the region's homeless population, Kaplan suggested, would be to repurpose a disused cruise ship and keep it close to the harbor. “I think it’s worth working on," Kaplan opined, "to see if we can have an innovation to provide needed, urgent housing quickly and affordably.” As ludicrous as the idea may have sounded to Kaplan's audience members, it quickly gained traction with those in the industry. Two days after her presentation, an unidentified cruise ship company expressed interest in offering a number of ships for the cause. The opportunity might be attractive to a number of cruise ship companies in light of a looming emissions regulation imposed by the International Maritime Organization that is expected to take place next year. According to the new policy, a number of ships will not fail to qualify for engine upgrades and will therefore not be suitable as fully-functioning cruise ships. Unable to leave the docks, these ships could potentially serve a surprisingly altruistic purpose as they have in the past as emergency housing during Hurricane Dorian, Hurricane Katrina, and other natural disasters. Given the proven track record (though not for long-term housing), Kaplan expressed that she is "excited about the possibility to create more affordable housing quickly.” The Port of Oakland, however, has stated that the plan could not work on its dock in light of current restrictions. The ports are designed for cargo ships, Port of Oakland spokesman Michael Zampa explained, and cannot reasonably accommodate cruise ships without significant alterations. When putting into perspective that the current homeless population in Oakland is currently over 4,000 with little sign of decreasing, a plan such as Kaplan's might become a reality in the near future.
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New Urbanist Gingerbread for Transit Oriented Teens

Museum of Architecture’s 2019 Gingerbread City explores transportation
Every year, London's Museum of Architecture challenges architects to create a fantastic and futuristic city made entirely out of gingerbread, marshmallows, and other sweet treats. Now in its fourth year, Gingerbread City is a miniature candy land designed to consider the future of the urban environment and spark public dialogue about architecture and how we interact with the cities around us.  While the city itself is delightfully whimsical and theoretically edible, the ideas embodied within its sugar-coated walls represent real insights on technology and sustainability. With transportation as this year’s theme, over 100 designers contributed imaginative ways of rethinking mobility in cities while shining the holiday lights on how architects and planners approach both the urban and natural landscapes. In order to participate, architects, designers, and engineers selected and purchased a plot from a master plan of the tiered city developed by Tibbalds Planning and Urban Design. Plot options ranged in size from “tiny” to “large,” as well as plots for specific London landmarks, landscapes, and bridges.  Gingerbread City is a really important project for Tibbalds because of the way it makes everyone who visits think about cities and what they mean. It prompts questions about the many things that designers and place-makers have to deal with in creating interesting places that work for those that use them,” said Hilary Satchwell, director of Tibbalds, said in a recent press release. “Fast, fun, edible urbanism is a great way into some important discussions about the value of place.” Complete with lighting, an operational train, and tons of punny names such as “Waffle Iron Tower,” “Wafer Bridge,” and “Gingerbread Modern,” this year's Gingerbread City takes place at Somerset House, or “Sugarset House” as Hawkins\Brown titled their submission. Participants include returning architects such as Foster + Partners, SOM, PDP London, PLP Architecture, and Phase3. Many other firms have joined for the first time including Grimshaw, KPF, and HKS. The city is complete with various districts including a University District, Cultural Quarter, Sustainable Quarter, Gingerbread Waterfront, Castle Hill, and London Quarter Island. Building types include mixed-use, bridges, houses, a stadium, university, train station, urban farm, ferry terminal, and many other spaces that are critical to the contemporary city.  With more than 40,000 public visitors annually, this year’s exhibition will also include a series of gingerbread house making workshops for families as well as a shop. The Museum of Architecture is also celebrating the launch of a new grant-giving fund which will support projects that engage the public with architecture. According to Melissa Woolford, the museum's founder and director, “The Gingerbread exhibition supports our year-round work as an architectural charity and this year sees us able to set up a grant-giving fund so we can support more public-facing and entrepreneurial projects.”  Gingerbread City is currently on display at Somerset House and will be on view through January 5, 2020.
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MO-ving On Up

Kansas City will be the first major U.S. city to offer free public transit
Kansas City, Missouri, may become the first major U.S. city to offer fare-free public transit. While the light rail system (opened in 2016) was already free, the City Council voted unanimously on Thursday to also make the bus routes open and accessible to all as well. The city’s new mayor, Quinton Lucas, said in a tweet, “We want this city to be as efficient as possible...we want to make it a city where a pedestrian has an opportunity to get to where they need to go.” The change has been a priority for the mayor whose “Zero Fare Transit” proposal has since been endorsed by the Kansas City Area Transportation Authority (KCATA) as a way of putting money back into the local economy.  Robbie Makinen, the head of the KCATA, estimated that 20 percent of bus riders already ride for free, as rides are offered to both veterans and high school students. For everyone else, fares are currently $1.50 per ride or $50 for a monthly pass. Makinen believes that making the entire system free would cost about $12 million a year, and the city council has approved $8 million for the project so far.  But the Kansas City metro area is large—seven counties and two states. The new system would only be applicable to buses originating and returning to Kansas City, Missouri, meaning residents could ride free in some areas but not in others.  U.S. cities offering free rides on certain lines or within certain areas are not new, but Kansas City would be the first to offer a universal system. Fourth District Councilman Eric Bunch, who co-sponsored the effort, said according to KCUR, “I don’t want to do it for any sort of national recognition, I want to do it because it’s the right thing to do, I believe that people have a right to move about this city.”
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Get On Your Bikes And Ride

CoMotion 2019 brought the future of urban mobility to the fore in L.A.
For anyone who has attempted to drive across Los Angeles during rush hour, the future of urban mobility might not seem bright. Yet the organizers of CoMotion L.A. 2019, a two-day conference held this past November 14 and 15, provided both a progressive and realizable vision for what may come to an audience of over 2,000 people. Held at ROW DTLA, a recently-opened 30-acre complex in the Arts District of Downtown Los Angeles, the third annual CoMotion L.A. brought together global leaders, including Los Angeles City Mayor Eric Garcetti, Moovit CEO and co-founder Nir Erez, Deputy Mayor for Mobility for the City of Lisbon, Miguel Gaspar, and President of the Los Angeles Cleantech Incubator, Matt Petersen, to discuss the newest forms of mobility and share their thoughts on a future that's less reliant on cars. The keynote conversation held on the first day, Reinventing Mobility, Transforming Place, elaborated on how the expansion of public mobility options might have a positive impact on real estate and civic space, and how we navigate through cities. Moderated by Frances Anderton, the host of KCRW’s Design and Architecture (DnA) show, the panel brought Grimshaw Architects' partner Andrew Byrne, chief marketing officer of REEF Technology Alan Cohen, and Chief Design Officer of the City of Los Angeles Christopher Hawthorne together to imagine how the static elements of Los Angeles’ infrastructure might be transformed into dynamic hubs of activity. Anderton and Hawthorne exchanged examples of successful pedestrian zones in the city’s history, while Byrne and Cohen shared how recent projects from their respective firms brought pedestrian infrastructure into the 21st century. On the second day, several 90-minute workshops were held for participants to imagine the future of urban mobility more intimately. Designing for Sustainability and Life Cycle Management, for example, shared visual aids and in-depth solutions to reducing the large carbon footprint associated with short-distance urban transit. Meanwhile, The Age of Automation panel, moderated by L.A. Times writer Russ Mitchell, brainstormed how vehicular autonomy might increase the speed, efficiency, and safety of urban travel while also debating the associated financial risks of investing in new technology. While the conference was taking place, a live demonstration of some of the same innovations being discussed was displayed on dedicated “new mobility” lanes that connected ROW DTLA and the L.A. Cleantech Incubator. These lanes provided a full half-mile of space for visitors to try out the latest in new mobility for themselves, including smart shuttles, electric scooters, e-bikes, hydrogen-powered vehicles, and other methods of clean-energy transportation. Though some of these vehicles had the air of concept designs, we all might be seeing them in common use throughout American cities in the very near future.
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Preferred Street Promenade

Santa Monica’s Third Street Promenade will undergo transformative master plan
Following a presentation made to the Santa Monica City Council on November 5, significant updates have been approved for the Third Street Promenade, a pedestrian-only shopping street that over the last three decades has become one of the city’s most popular tourist destinations. “Our predecessors were bold in 1989 and it’s time to be bold again as we reimagine the total experience of the Third Street Promenade,” said Santa Monica Mayor Gleam Davis in an official statement. “It’s time to reinvest in a community asset that has enriched lives and significantly contributed to Santa Monica’s prosperity." Known as “Promenade 3.0,” the master plan’s project team is comprised of local engineering firm KPFF and local architecture firms Rios Clementi Hale Studios and Gehl, which has worked together over the last year to develop three unique design concepts for the street: Improve, Adapt and Transform. ‘Improve’ would update the pedestrian experience by demolishing some of the site’s defunct retail pavilions to make room for pedestrian traffic while raising the roadway in certain sections; ‘Adapt’ calls for raising the entire roadway to curb level; and ‘Transform’ would remove and replace all existing flooring with updated materials, demolish retail pavilions, and add significantly more trees and other shading devices. All three plans include movable furniture, landscape areas and improved pedestrian crosswalks along the path’s two intersections. The City Council has expressed significant interest in Transform, the most ambitious redevelopment of the three proposals. In addition, the project team was encouraged by the Council to imagine even more transformative design gestures, which could serve to construct more zones for outdoor activities and increase opportunities for businesses operating lower-cost kiosks along the site. “Not only do we want to create an environment that gets people to come to the Promenade not just once but on repeated occasions … what’s important is that maintaining its authenticity will also make it more appealing to people,” said Mayor Davis. In its current arrangement, the Promenade covers three blocks of Third Street between Wilshire Boulevard and Broadway, culminating in a three-story open-air mall that recently replaced the Frank Gehry-designed Santa Monica Place Mall. “When the Third Street Promenade debuted thirty years ago,” said City Manager Rick Cole, “it revolutionized the way we look at public space in Southern California.” Only time will tell if Promenade 3.0 will meaningfully bring the original design’s revolutionary qualities into the 21st century. The project will be funded by Promenade property and city owners and is expected to cost between $45 and $60 million. Once ground is broken in 2023 or 2024, construction is anticipated to take one to two years.
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Infrastructure Bites Back

Internet-infamous, truck-decapitating bridge will finally be raised
It’s the end of an era. The 11-foot, 8-inch railroad trestle that went viral for sheering the roofs off of campers, freight trucks, and other too-tall vehicles in Durham, North Carolina, is finally being raised. Nicknamed the “Can Opener” for obvious reasons, the Norfolk Southern–Gregson Street Overpass gained notoriety after Durham resident Jürgen Henn set up a webcam in 2008 (and a second in 2009) to capture the carnage. Although there are plenty of signs nearby warning of the bridge’s low height, drivers either ignored or didn’t see them, and the resultant crashes were preserved forever on 11foot8.com. A subreddit, documentary, and plenty of memes soon followed, as viewers often binge watched the oddly soothing footage and shared tales of similar bridges in their own cities. But on October 18, that all changed. The Durham Transportation Department announced via Twitter that they would be raising the overpass by eight inches and closing the street below from October 23 through November 5. The upgrade is one of the North Carolina Railroad Company’s (NCRR) Major Capital Investments projects, which is intended to improve railway conditions around the state. In the case of the Can Opener, the NCRR is undertaking a “Rehabilitation of NCRR bridge over Gregson Street in Durham to increase the roadway clearance from 11 feet, 8 inches to 12 feet, 4 inches for the purpose of improving safety and reducing damage to NCRR infrastructure from vehicle strikes,” according to their list of capital improvements. What took the NCRR so long? According to 11foot8, the railroad company had installed a crash bar to mitigate damage to the bridge, and lowering the road would be prohibitively expensive due to the sewer main that runs right below the span—thus placing the upgrade on the backburner, as the crashes weren’t impacting NCRR service. As Mel Magazine laments, the raising of the overpass marks a blow to collective internet meme-making and schadenfreude-based binge-watching. When one hits play on an 11foot8 video, they know exactly what they’re getting into, no matter how fast or slow the approaching truck tries to sneak under. Still, just because the bridge is getting raised doesn’t mean the “fun” is over; as numerous online commenters have pointed out, the maximum allowable height of a truck in North Carolina is 13 feet, 6 inches. 11foot8 might live on after all.