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I wanted to install hazard on my almost 5 year old burgman 125 scooter. I was looking at my options and most of them in India were those hazard flashers with very elaborate wiring. Saw this plug n play hazard indicator switch in some videos of burgman street in Philippines and Indonesian market. Didn't find it anywhere in India. So I ordered one from Alibaba. Installation was a child's play and It works perfectly.

A turn hazard is a section of road that turns sharply, presenting a hazard to motorists. Turns present a hazard of obscured visibility of oncoming traffic as well as a short turning radius. This tagging is applied to roads that are signed for dangerous turns and should not be applied indiscriminately to roads merely because they have a turn.

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A reverse turn hazard is a section of road that turns sharply two times in opposite directions, presenting a hazard to motorists. Turns present a hazard of obscured visibility of oncoming traffic as well as a short turning radius. This tagging is applied to roads that are signed for dangerous turns and should not be applied indiscriminately to roads merely because they have a turn.

Hazard light laws differ across the U.S. In some states, it's acceptable to use your hazard lights while driving. In others, it's only okay to turn on your hazard lights while driving if "the vehicle speed is 25 mph or less," like in Colorado, or "to indicate a traffic hazard," like in California. Below is a brief list of hazard light laws by state per AAA, but make sure to review your state's specific laws and guidelines before making any assumptions.

In San Francisco, scientists studying the pollutants in storm runoff found a potential solution: Rain gardens, installed in yards to capture stormwater, were also trapping 96 percent of street litter and 100 percent of black rubbery fragments. In Vancouver, B.C. researchers found that rain gardens could prevent more than 90 percent of 6PPD-q from running off roads and entering salmon-bearing streams.

Most traffic crashes occur at intersections when a driver makes a turn. Many occur in large parking lots that are open to public use, like at shopping centers. To prevent this type of crash, you must understand the right-of-way rules and how to make correct turns.

Traffic signs, signals and pavement markings do not always resolve traffic conflicts. A green light, for example, does not resolve the conflict of when a car turns left at an intersection while an approaching car goes straight through the intersection. The right-of-way rules help resolve these conflicts. They tell you who goes first and who must wait in different conditions.

An emergency vehicle that uses lights and a siren or air-horn can be unpredictable. The driver can legally exceed the speed limit, pass red lights and STOP or YIELD signs, go the wrong way on one-way streets and turn in directions not normally allowed. Although emergency vehicle drivers are required to be careful, be very cautious when an emergency vehicle heads toward you.

Always signal before you turn or change lanes. It is important that other highway users know your intentions. The law requires you to signal a turn or lane change with your turn lights or hand signals at least 100 feet (30 m) ahead. A good safety tip is, when possible, to signal your intention to turn before you begin to brake or make the turn. The proper hand signals are shown below.

As you prepare to turn, get as far to the right as possible. Do not make wide, sweeping turns. Unless signs direct you to do otherwise, turn into the right lane of the road you enter. See the example below.

Approach the turn in the left lane. As you proceed through the intersection, enter the two-way road to the right of its center line, but as close as possible to the center line. Be alert for traffic that approaches from the road to the left. Motorcycles are hard to see, and it is hard to judge their speed and distance away. See the example below.

Approach the turn from the right half of the roadway closest to the center. Try to use the left side of the intersection to help make sure that you do not interfere with traffic headed toward you that wants to turn left. Keep to the right of the center line of the road you enter, but as close as possible to the center line. Be alert for traffic, heading toward you from the left and from the lane you are about to go across. Motorcycles headed toward you are hard to see and it is difficult to judge their speed and distance away. Drivers often fail to see a motorcycle headed toward them and hit it while they turn across a traffic lane. See the example below.

Approach the turn from the right half of the roadway closest to the center. Make the turn before you reach the center of the intersection and turn into the left lane of the road you enter. See the example below.

Approach the turn from the right half of the roadway closest to the center. Enter the left lane, to the right of the center line. When traffic permits, you can move out of the left lane. See the example below.

Do not try a U-turn on a highway unless absolutely necessary. If you must turn around, use a parking lot, driveway or other area, and, if possible, enter the roadway as you move forward, not backing up.

You can make a U-turn only from the left portion of the lane nearest to the centerline of the roadway, never from the right lane. Unless signs tell you otherwise, you can make a U-turn when you get permission to proceed by a green arrow left-turn traffic signal, provided it is allowed and you yield to other traffic.

You can not make a U-turn near the top of a hill, a curve or any other location where other drivers can not see your vehicle from 500 feet (150 m) away in either direction. U-turns are also illegal in business districts of New York City and where NO U-TURN signs are provided. You can never make a U-turn on a limited access expressway, even if paths connect your side of the expressway with the other side. In addition, it is prohibited for a vehicle to make a U-turn in a school zone.

Cal Fire for more than a year has looked at its road and street standards in wildfire-prone areas, with revisions to take effect on April 1. The goal is to make certain firefighters can reach wildfires and people can evacuate.

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Transport infrastructure is exposed to natural hazards all around the world. Here we present the first global estimates of multi-hazard exposure and risk to road and rail infrastructure. Results reveal that ~27% of all global road and railway assets are exposed to at least one hazard and ~7.5% of all assets are exposed to a 1/100 year flood event. Global Expected Annual Damages (EAD) due to direct damage to road and railway assets range from 3.1 to 22 billion US dollars, of which ~73% is caused by surface and river flooding. Global EAD are small relative to global GDP (~0.02%). However, in some countries EAD reach 0.5 to 1% of GDP annually, which is the same order of magnitude as national transport infrastructure budgets. A cost-benefit analysis suggests that increasing flood protection would have positive returns on ~60% of roads exposed to a 1/100 year flood event.

Global exposure of transport infrastructure assets is presented in Fig. 1 across 46,566 regions (Methods). We find that ~27% of the network is exposed to at least one hazard with a 1/250 return period and ~7.5% of the road and railway assets are exposed to a 1/100 years flood event, while in terms of expected annual exposure (EAE, defined as the sum of exposure levels multiplied by their respective return periods), about 0.5% of global assets are exposed to natural hazards. The lowest (relative) EAE is for high-income countries (0.42%) and the highest for lower middle income countries (0.68%). Highest EAE is to surface flooding (Fig. 1d), followed by tropical cyclones (Fig. 1b), river flooding (Fig. 1e), and earthquakes (Fig. 1c). Surface flooding is caused by intense rainfall as a result of local accumulations of water, which can occur in many locations, though the local area and depth of inundation may be small. Tropical cyclones are more extensive in the geographical regions where they occur, while river flooding is constrained to floodplains. The locations of earthquakes correspond to seismically active regions and have greatest impacts in locations where soils are subject to liquefaction. In this study, assets are only considered to be exposed when the probability of occurrence of the hazard exceeds the assumed design protection standards of the assets (Supplementary Table 7). For coastal, surface and river flooding specifically, it means that we only assume that infrastructure assets are exposed, and the area inundates, if the severity of the hazard exceeds the design standard.

We find that such an improvement only has a BCR higher than 1 for 4.5% of all kilometers of roads. This is not surprising given that only 7.5% of all roads are exposed to at least one flood event with a 1/100 year return period. Zoomed in on the different income groups and road types, the highest share of kilometer of roads with a BCR higher than 1 is around 10%, which is for upgrading secondary roads in lower middle income countries. For several income and road type categories, the share of kilometers of roads with a BCR higher than 1 is below 1% or even zero (Supplementary Fig. 7).

However, results show a BCR higher than 1 for around 60% of all kilometers of exposed roads (to at least one flood event with a 1/100 year return period). Improving design standards of exposed primary and secondary roads in upper middle income countries to better cope with surface flooding is beneficial for ~85% of these roads, with an average BCR of ~6. Important to emphasize is that in this study, we only focus on the direct asset damages. When including network disruptions and the wider economic impacts, total avoided losses are expected to increase, making investments in adaptation potentially more beneficial in more places. These results highlight the value of having hazard information for designing roads, which makes it possible to target improvements on exposed roads only. In the absence of any hazard information, spending 2% more on every road would be very cost inefficient. 17dc91bb1f