How Do You Select The Best Driveway or Driveway Pavers?
Driveway to a farm Driveway apron and sloped curb to a public street, all under construction
A driveway (also called drive in UK English) Driveway Pavers in Sandton is a type of private road for local access to one or a small group of structures, and is owned and maintained by an individual or group.
Driveways rarely have traffic lights, but some that bear heavy traffic, especially those leading to commercial businesses and parks, do.
Driveways may be decorative in ways that public roads cannot, because of their lighter traffic and the willingness of owners to invest in their construction. Driveways are not resurfaced, snow blown or otherwise maintained by governments. They are generally designed to conform to the architecture of connected houses or other buildings.
Some of the materials that can be used for driveways include concrete, decorative brick, cobblestone, block paving, asphalt, gravel, decomposed granite, and surrounded with grass or other ground-cover plants.
Driveways are commonly used as paths to private garages, carports, or houses. On large estates, a driveway may be the road that leads to the house from the public road, possibly with a gate in between. Some driveways divide to serve different homeowners. A driveway may also refer to a small apron of pavement in front of a garage with a curb cut in the sidewalk, sometimes too short to accommodate a car.
Often, either by choice or to conform with local regulations, cars are parked in driveways in order to leave streets clear for traffic. Moreover, some jurisdictions prohibit parking or leaving standing any motor vehicle upon any residential lawn area (defined as the property from the front of a residential house, condominium, or cooperative to the street line other than a driveway, walkway, concrete or blacktopped surface parking space). Other examples include the city of Berkeley, California that forbids “any person to park or leave standing, or cause to be parked or left standing any vehicle upon any public street in the City for seventy-two or more consecutive hours.” Other areas may prohibit leaving vehicles on residential streets during certain times (for instance, to accommodate regular street cleaning), necessitating the use of driveways.
Residential driveways are also used for such things as garage sales, automobile washing and repair, and recreation, notably (in North America) for basketball practice.
Another form of driveway is a ‘Run-Up’, or short piece of land used usually at the front of the property to park a vehicle on.
Interesting Facts About Driveway Pavers in Rivonia:
About Driveway Pavers in Rivonia:Boulevard Haussmann in Paris, France. The Straße des 17. Juni in Berlin, Germany.
A boulevard (French, from Dutch: Bolwerk – bulwark, meaning bastion), often abbreviated Blvd, is a type of large road, usually running through a city.
In modern American usage it often means a wide, multi-lane arterial thoroughfare, often divided with a median down the centre, and perhaps with roadways along each side designed as slow travel and parking lanes and for bicycle and pedestrian usage, often with an above-average quality of landscaping and scenery.
Phnom Penh has numerous boulevards scattered throughout the city. Norodom Boulevard, Sisowath Boulevard, Monivong Boulevard, and Sothearos Boulevard are the most famous.Marine Drive, Mumbai View of Rajpath from Raisina Hill with India Gate at its terminal Keshavarz Boulevard of Tehran, Iran in mid 1970s
In Iran, "Boulevard" is generally defined as a wide road surrounded by trees in sides and divided by a green space line including grass, trees or buxuses in the middle. There are many boulevards in Iran. One of the most famous one is Keshavarz Boulevard in Tehran which is usually referred to as "The Boulevard". Isfahan has also a historical boulevard which is called Chaharbagh Boulevard.
Tel Aviv, was originally designed along the guidelines set out by architect Sir Patrick Geddes. Geddes designed a green or garden ring of boulevards surrounding the central city, which still exists today and continues to characterize Tel Aviv. One of the most famous and busy streets in the city is Rothschild Boulevard.Roxas Boulevard in Manila, Philippines.
Roxas Boulevard is a major boulevard in Metro Manila, Philippines. The boulevard, which runs along the shores of Manila Bay, is popular for its view of Manila's famous sunsets and stretch of coconut trees. The boulevard is an eight-lane major arterial road designated as Radial Road 1 that connects the center of Manila with Pasay and Parañaque.
Other boulevards in Metro Manila include the Shaw Boulevard, España Boulevard, Pedro Tuazon Boulevard and Quezon Boulevard. Not all boulevards in the Philippines have ornamentation, or slow lanes, like the Aurora Boulevard and E. Rodriguez Sr. Boulevard, which have no ornamentation at all.
Osmeña Boulevard is a boulevard in Cebu City, the Philippines' second city. It is Cebu's most important street and is its primary ceremonial avenue, the conventional route of the city's civic and cultural parades. Measuring six to ten lanes wide with 3-5 meter-wide sidewalks on both sides and a landscaped central median, the boulevard is lined with narra trees. Midway is the park and roundabout of Fuente Osmeña.See also: Vienna Ring Road
The Ring Road (German: Ringstraße) is a circular ring road surrounding the Innere Stadt district of Vienna, Austria and is one of its main sights. Constructed in the mid-19th century after the dismantling of the city fortification walls, its architecture is typical of the eclectic, historicist style called Ringstraßenstil (Ring Road Style) of the 1860s to 1890s.
Known for its unique architectural beauty and history, it has also been called the "Lord of the ring roads", and is inscribed by UNESCO as part of Vienna's World Heritage Site.
The Ringstraße is 5.2 kilometers (3.2 miles) long and has several sections. It surrounds the central area of Vienna on all sides, except for the northeast, where its place is taken by the Franz-Josephs-Kai, the street going along the Donaukanal (a branch of the Danube). Starting from the Ringturm at the northern end of the Franz-Josephs-Kai, the sections are:See also: Boulevards of Paris
Baron Haussmann made such roads well known in his re-shaping of Second Empire Paris between 1853 and 1870. The French word boulevard originally referred to the flat summit of a rampart (the etymology of the word distantly parallels that of bulwark which is a Dutch loanword [bolwerk]). Several Parisian boulevards replaced old city walls; more generally, boulevards encircle a city center, in contrast to avenues that radiate from the center.
Boulevard is sometimes used to describe an elegantly wide road, such as those in Paris, approaching the Champs-Élysées. Famous French boulevards: Avenue Montaigne, Montmartre, Invalides, Boulevard Haussmann. Frequenters of boulevards were sometimes called boulevardiersUnter den Linden, Berlin, Germany.
The historically most famous boulevard in Berlin and arguably in all of Germany is Unter den Linden: location of the Berlin State Opera, Berlin Cathedral, the former royal palace, Humboldt University, the Neue Wache state memorial, the Germany Historical Museum housed in the old arsenal and Brandenburg Gate being the boulevard's focal point. Most famed for its classy shopping facilities is Berlin's Kurfürstendamm.
In the 1920s it was considered one of the most cosmopolitan places in Europe, being not only an elegant residential area but also a major centre of nightlife and leisure. Ku'damm retained this air throughout the Cold War becoming the hub of free West-Berlin. Still today it is the city's most frequented shopping district.
A notable boulevard in Berlin's East is Karl-Marx-Allee, which was built primarily in the 1950s in Stalinist Classicism architecture with decorative buildings. One section of the boulevard is more decorative while the other is more modern. In the center of the boulevard is the Strausberger Platz, which has buildings in wedding-cake style. The boulevard is divided into various blocks. Between 1949 and 1989, it was the main center of East Berlin. The Königsallee in Düsseldorf is known for its many famous fashion stores and showrooms.
Munich is well known for its four royal avenues constructed by the Bavarian monarchs of the 19th century, which can also be classified as boulevards: Brienner Straße, Leopoldstrasse, Maximilianstraße, and Prinzregentenstraße.Combino Supra at the Grand Boulevard, Budapest, Hungary
The Hungarian capital Budapest is also known for its well planned street system with wide avenues and boulevards, running through the city. There are three main boulevards, named Little Boulevard, Grand Boulevard and Hungária Boulevard. Little Boulevard was built on the demolished medieval city walls of Pest in the late 19th century. Grand Boulevard, the most prominent, was built for the 1000th anniversary of the Hungarian conquest in 1896. It has a uniform facade, and the busiest tram line in Europe.
Hungária Boulevard was built from 1980 to 2000 and it is the widest (70 meters, like Champs-Élysées) and longest (13 kilometers) boulevard in Budapest with six to ten traffic lanes and a rapid tram line. Although the construction of the boulevard was finished in 2000, the facade is still incomplete, as there are many empty parcels due to demolition of old apartments and factories.
As in the UK, Ireland also has a lack of boulevards, but O'Connell Street in Dublin is one of Europe's widest streets and is very like a Victorian boulevard. In recent housing developments in Dublin, the boulevard is becoming more and more common in addresses (e.g. Tyrellstown Blvd, Park Blvd, Bayside Blvd), and a boulevard was opened in Gorey, County Wexford in early 2015.Boulevard in Florence, Italy
Florence's historic centre, for example, is surrounded by the Viali di Circonvallazione, a series of 6-lane wide streets; the boulevards follow the outline of the ancient walls of Florence, that were demolished since 1865 to make Florence, then the capital of Italy (for 5 years, 1865–1870), a modern and big city like the other European capitals. The Viali were inspired by the similar Parisian boulevards.Oder in Szczecin
Boulevards are representative places in cities situated near big rivers and usually parts of their centres, for example in Cracow, Warsaw, Toruń, Bydgoszcz, Gdańsk, Gorzów Wielkopolski, Wrocław and Świnoujście.
One of the most famous boulevards in Poland is the street named Wały Chrobrego (former German name: Hakenterrasse) in Szczecin, where the final events of The Tall Ships' Races took place in 2007 and 2013. This is a street complex, about 100 years old, at the river bank of Oder with some connections to the harbour in Szczecin and the Baltic Sea. There are many tourist attractions e.g. National Museum in Szczecin, The Contemporary Theater (Teatr Współczesny), Statue of Hercules fighting the Centaur and the waterfront for ships, including harbour cruise ships and hydrofoil to Świnoujście. In the area there are more historic buildings situated, for instance The Ducal Castle.
Some tourist towns and villages are known among others for their boulevards and esplanades. There are many localities situated by the sea, for example Sopot, Gdynia, Kołobrzeg, Misdroy and Świnoujście, or other types of big water areas as Trzebież lying on the Szczecin Lagoon. Feliks Nowowiejski Seaside Boulevard in Gdynia was the first stage of the Tour de Pologne in 2003. Boulevards are also representative places in Gryfino (dictrict town in Poland) and German village Mescherin localized by both sides of the valley of Oder river protected with Lower Odra Valley Landscape Park.
There are also many boulevards by lakes and small rivers, mainly in harbours areas, as in Giżycko, and in urban parks, for example in Łobez, Piotrków Trybunalski, Poznań and the oldest Polish urban park in Kalisz founded in 1798. Boulevards and paths in Łazienki Park in Warsaw surround Palace on the Water. The medieval port crane, called Żuraw, over Motława river, the junction of two boulevards - Długie Pobrzeże and Rybackie Pobrzeże - is the symbol of the medieval harbour of Gdańsk. The Old Town Promenade (Promenada Staromiejska) in Wrocław was built on the former on the former defensive fortifications along the City Moat and a small section along the Oder river. The boulevard in Kasprowicz Park in Szczecin leads along Rusałka Lake from the City Hall area to The Summer Theater (Teatr Letni) and then to Różanka Rose Garden and the forest of Puszcza Wkrzańska. The scenic above ground promenade in Augustów enables the observation of the Augustów Canal and national roads 8 and 16.Clean Ponds in the wide median green of Chistoprudny Boulevard, Moscow, Russia
The dictionary defines boulevard as a wide green strip in the middle of a city street or on the embankment. Historical Boulevard Ring in Moscow emerged on the site of the former White City walls (demolished in the 1760s and 1770s) before the Fire of 1812, starting with Tverskoy Boulevard in 1796. The whole ring was replanted and rebuilt after the fire, in the 1820s; together with the embankments of Moskva River the boulevards form the second centremost city ring.
Green boulevards of that period were terminated with corner hotel and shop buildings, most of them eventually demolished to make way for street traffic. Garden Ring, developed in the middle of the 19th century, had traditional median boulevards in its western part and side gardens in the east (streets with side strips of green, even those separating main traffic and frontage roads, are not usually considered boulevards).
Street names of Saint Petersburg evolved differently: median greens of major avenues were called boulevards, but the avenues themselves typically were and still are called prospekts (i.e. Bolshoy Prospekt of Vasilievsky Island).
Owing to city planning and physical geography, the UK has only a few boulevards. Glasgow's Mosspark Boulevard, a former segregated tram and car wide road along Bellahouston Park, and Great Western Road, colloqially known as 'The Boulevard' north of the River, is a good example, a mostly dual carriageway road running to the outer suburbs passing through the fashionable West End district, with many shops and bars dotted along the route.
After the Great Fire of London, London was supposed to be formed of straight boulevards, squares and plazas which are seen in mainland Europe, but due to land ownership issues these plans never came to fruition. Boulevards in London are rare but examples, such as Blackfriars Road, do exist. Milton Keynes, Buckinghamshire, is one of only a handful of examples where boulevards are a key feature. This is due to Milton Keynes being built as a modern new town in the 1960s.
Nottingham (and to a lesser extent, Leicester) also have extensive networks of boulevards, although some lower-capacity highways are named boulevards even when they are streets; for example Gilbert Boulevard, Arnold (Asquith Way/Boulevard, West Knighton).
Furthermore, the north-west town of Warrington in Cheshire has a large number of boulevards, some more recent than others. Lining the Gemini Retail Park in Warrington is Europa Boulevard with the traditional tree lined pavements and two-lane traffic. Also, on the recent housing development, Chapelford - built on the old Burtonwood Airbase site, are a number of boulevards such as Boston and Santa Rosa Boulevard, built in reference to the American history associated from World War II on the site.Barbaros Boulevard in Istanbul, Turkey
Barbaros Boulevard is opened in 1958 due to new city planning in Istanbul. Ankara also has a lot of boulevards.View of Mexico City's Paseo de la Reforma from Castillo de Chapultepec.
In the Dominican Republic, more specifically in Greater Santo Domingo there is the Winston Churchill and 27 de Febrero Boulevard in Downtown Santo Domingo and Las Americas Boulevard in Santo Domingo Este. These boulevards are known for their wide median with plazas and trees on it.
Paseo de la Reforma (English: "Reform Promenade") is a 12 kilometer long boulevard in Mexico City, Mexico that runs in a straight line, cutting diagonally across the city. It runs from Chapultepec Park, then passes alongside the Torre Mayor (currently Latin America's tallest building), continues through the fashionable Zona Rosa and then to the Zócalo by Juárez Avenue and Francisco I. Madero Street. One of the most famous monuments of the Paseo is El Ángel de la Independencia – a tall column with a gilded statue of a Winged Victory on its top and marble statues at its base depicting the heroes of the Mexican War of Independence.
The Paseo de la Reforma was designed in the 1860s during the Second Mexican Empire by the Austrian military officer and engineer Ferdinand von Rosenzweig on the orders of Maximilian I of Mexico. He wanted to connect his imperial residence, Chapultepec Castle, to the Palacio Nacional in the city's center. When it was inaugurated, it was named the Paseo de la Emperatriz (The Empress's Promenade), after his consort, Empress Carlota of Mexico. The name now commemorates the liberal reforms of 19th-century president Benito Juárez.Queens Boulevard in New York City Road verge (or Boulevard) in Oak Park, Illinois Roosevelt Boulevard in Philadelphia, Pennsylvania
In many places in the United States of America and Canada, municipalities and developers have adapted the term to refer to arterial roads, not necessarily boulevards in the traditional sense. In California, many so-called "boulevards" extend into the mountains as narrow, winding road segments only two lanes in width. However, boulevards can be any divided highway with at-grade intersections to local streets. They are commonly abbreviated Blvd. Some celebrated examples in California include:
In Chicago, the boulevard system is a network of wide, planted-median boulevards that winds through the south, west, and north sides of the city and includes a ring of parks. Most of the boulevards and parks are 3–6 miles from The Loop. Trucks are not allowed on boulevards in Chicago. Seattle also features a network of boulevards that connect most of the city's public parks to each other, a design recommended by the Olmsted Brothers.
In Philadelphia, the boulevard system includes the length of the Benjamin Franklin Parkway known as the Museum District. It also includes the arterial roadway of the Roosevelt Boulevard and the Southern Boulevard Parkway built as a connecting median of two urban parks, but now also serves as the west roadway entrance of the world class centralized Philadelphia Sports Complex and gatehouse entrance of the Philadelphia Navy Yard in South Philadelphia.
Sometimes, the word "boulevard" is used as a standalone name, as is the case in Atlanta, and Roosevelt Boulevard in the Northeast section of Philadelphia is sometimes referred to, chiefly by locals, simply as "The Boulevard." In Pittsburgh, "The Boulevard of the Allies" runs through and connects major areas of the city.
Kansas City, Missouri and St. Louis, Missouri are famous for having more boulevards and avenues in the world than any city (if the term is used lightly). In Charlotte, North Carolina, Independence Boulevard connects Uptown to the southeastern section of the city, although the westernmost segment is actually a freeway.
New York City has a lot of boulevards, many of which are not designated as such (like Ocean Parkway or Broadway). In the borough of Queens, many important thoroughfares are designated as Boulevards.
Nineteenth century parkways, such as Brooklyn's Ocean Parkway, were often built in the form of boulevards and are informally referred to as such. In some cities, however, the term "boulevard" does not specify a larger, wider, or more important road. "Boulevard" may simply be used as one of many words describing roads in communities containing multiple iterations of the same street name (such as in the Ranchlands district of Calgary, where Ranchlands Boulevard exists side-by-side with Ranchlands Road, Ranchlands Court, Ranchlands Mews, etc.) Nowadays boulevards can be found most anywhere and their original structured meaning has lost almost all meaning.
Lake Shore Boulevard, a six-lane thoroughfare runs along the lakefront in Toronto from Woodbine Avenue in the east to the city limits in the west. The section between Jameson Avenue and the Humber River (the original section), as an example of urban planning, was laid out to provide a pleasant drive with a view of Humber Bay on Lake Ontario and easy access to the park lands by automobile. It was later expanded for commuting.
A famous American example is Las Vegas Boulevard in Las Vegas, Nevada.Norodom Boulevard
Melbourne has at least four roads named "the Boulevard." These are, generally, long roads with many curves which wind alongside the Yarra River. In addition, the spelling of boulevard with an extra 'e' is common, for example the Southlands Boulevarde shopping centre in southern Perth. Australia post officially abbreviates boulevard as "BVD".
Several Melbourne thoroughfares not named as a boulevard do in fact follow the boulevard configuration of multiple lanes and landscaping. These include St Kilda Road, Royal Parade, Victoria Parade, Flemington Road, and the outer section of Mount Alexander Road.
Boulevards in Sydney include:
Additionally, single-suburb boulevards are situated in Brighton-le-Sands, Cammeray, Cheltenham, Epping, Lidcombe, Lilyfield, Malabar, Newport, Sans Souci, Strathfield and Yagoona.
Construction began on the Orewa Boulevard in March 2009, the works are expected to be complete by February 2010. This boulevard will be approximately 400 m long with Pohutukawa and palm lined footpaths, a wide cycleway will be constructed on the beach side of the road and carparks on the business side. The Orewa Boulevard is a project commissioned by the Rodney District Council with the vision of connecting the CBD to Orewa Beach.
Central Christchurch is surrounded and connected by a series of large boulevards (usually called "avenues" in New Zealand). These include four which surround the central city, Bealey Avenue, Fitzgerald Avenue, Deans Avenue, and Moorhouse Avenue, and also Riccarton Avenue, which traverses the large central city park, Hagley Park. The centre of the city is often described locally as being "within the Four Avenues".
Avenida 9 de Julio in the heart of Buenos Aires, which is the capital city of Argentina, is as wide as 7 lanes in each direction, with 4 further lanes flanking the main boulevard in parallel roads on either side.View of Bogota’s La Soledad Park Way Boulevard
In Bogotá, ‘’’La Soledad Park Way Boulevard’’’ is an 1 kilometer important boulevard, in the Locality of Teusaquillo located in Bogotá’s City Center and it crosses from the street 35 to street 45.
In the boulevard you can see several monuments and restaurants including Crepes & Waffles, Kokoriko, Subway, The Cheesecake Factory, and the historical hotel ‘’Hotel Park Way Boulevard’’
In Montevideo, Artigas Boulevard is an important avenue (40 metres (130 ft) wide) that encloses the central area.
Driveway Pavers in RivoniaModerate to severe Fatigue cracking.
Crocodile cracking, also called alligator cracking and perhaps misleadingly fatigue cracking, is a common type of distress in asphalt pavement. The following is more closely related to fatigue cracking which is characterized by interconnecting or interlaced cracking in the asphalt layer resembling the hide of a crocodile. Cell sizes can vary in size up to 11.80 inches (300 mm) across, but are typically less than 5.90 inches (150 mm) across. Fatigue cracking is generally a loading failure, but numerous factors can contribute to it. It is often a sign of sub-base failure, poor drainage, or repeated over-loadings. It is important to prevent fatigue cracking, and repair as soon as possible, as advanced cases can be very costly to repair and can lead to formation of potholes or premature pavement failure.
It is usually studied under the transportation section of civil engineering.
Fatigue cracking is an asphalt pavement distress most often instigated by failure of the surface due to traffic loading. However, fatigue cracking can be greatly influenced by environmental and other effects while traffic loading remains the direct cause. Frequently, overloading happens because the base or subbase inadequately support the surface layer and subsequently cannot handle loads that it would normally endure. There are many ways that the subbase or base can be weakened.
Poor drainage in the road bed is a frequent cause of this degradation of the base or subgrade. A heavy spring thaw, similarly to poor drainage, can weaken the base course, leading to fatigue cracking.
Stripping or raveling is another possible cause of fatigue cracking. Stripping occurs when poor adhesion between asphalt and aggregate allows the aggregate at the surface to dislodge. If left uncorrected, this reduces the thickness of the pavement, reducing the affected portion's ability to carry its designed loading. This can cause fatigue cracking to develop rapidly, as overloading will happen with loads of less magnitude or frequency.
Edge cracking is the formation of crescent-shaped cracks near the edge of a road. It is caused by lack of support of the road edge, sometimes due to poorly drained or weak shoulders. If left untreated, additional cracks will form until it resembles fatigue cracking. Like wheel-path fatigue cracking, poor drainage is a main cause of edge cracking, as it weakens the base, which hastens the deterioration of the pavement. Water ponding (a buildup of water which can also be called puddling) happens more frequently near the edge than in the center of the road path, as roads are usually sloped to prevent in-lane ponding. This leads to excess moisture in the shoulders and subbase at the road edge. Edge cracking differs from fatigue cracking in that the cracks form from the top down, where fatigue cracks usually start at the bottom and propagate to the surface.
Fatigue cracking manifests itself initially as longitudinal cracking (cracks along the direction of the flow of traffic) in the top layer of the asphalt. These cracks are initially thin and sparsely distributed. If further deterioration is allowed, these longitudinal cracks are connected by transverse cracks to form sharp sided, prismatic pieces. This interlaced cracking pattern resembles the scales on the back of a crocodile or alligator, hence the nickname, crocodile cracking.
More severe cases involve pumping of fines, spalling, and loose pieces of pavement. The most severe cases of fatigue cracking often occur with other pavement distresses, but are exemplified by: potholes, large cracks(3/8" or larger), and severely spalled edges.
There are many different ways to measure fatigue cracking, but in general a pavement distress manual or index will be used. For example, the Pavement Condition Index is widely used to quantify the overall level of distress and condition of a section of road. Measurement of fatigue cracking specifically (and pavement distress in general) is necessary to determine the overall condition of a road, and for determination of a time-line for rehabilitation and/or repair. There are many other rating systems, and many rating systems currently in use are based on the AASHO Road Test.
There are two important criteria to take into account when measuring fatigue cracking. The first is the extent of the cracking. This is the amount of road surface area which is affected by this pavement distress. The second criterion is the severity of the cracking. Severity, which has been discussed above, refers to how far the cracking has progressed, and is often directly a function of crack width. Severity may be rated numerically, or given a rating from "low" to "severe". The rating may be entered into a pavement management system, which will suggest a priority and method for the repair.
Systems have been developed that detect fatigue cracking and other types of pavement distress automatically. They measure the severity and frequency of alligator cracking on the road-path. One such machine is the road surface profilometer, which is mounted on a vehicle and measures the profile of the road surface while it is moving down the roadway.
Preventing fatigue cracking can be as simple as preventing the common causes. For example, reducing overloading on an asphalt pavement or improving drainage can prevent fatigue cracking in many cases. Prevention primarily depends on designing and constructing the pavement and subbase to support the expected traffic loads, and providing good drainage to keep water out of the subbase.
A good strategy to prevent overloading, which is a main cause of fatigue cracking, is to increase the depth of the asphalt layer. According to certain researchers, pavements that exceed a certain minimum strength or thickness can hypothetically handle infinitely many loads without showing structural defects, including fatigue cracking. These pavements are called perpetual pavements or long-term performance pavements (LTPP).
When repairing pavement affected by fatigue cracking, the main cause of the distress should be determined. However, often the specific cause is fairly difficult to determine, and prevention is therefore correspondingly difficult. Any investigation should involve digging a pit or coring the pavement and subbase to determine the pavement's structural makeup as well as determining whether or not subsurface moisture is a contributing factor. The repair needed also differs based on the severity and extent of the cracking.
In the early stages, sealing cracks with crack sealant limits further deterioration of the subgrade due to moisture penetration. Small areas may be repaired by removal of the affected area, and replacement with new base and asphalt surface. Once the damage has progressed or the affected area is large and extensive, a structural asphalt overlay or complete reconstruction is necessary to ensure structural integrity. Proper repair may include first sealing cracks with crack sealant, installing paving fabric over a tack coat, or milling the damaged asphalt. An overlay of hot mix asphalt is then placed over the completed repair. 
LaneThru lanes indicated by arrows on California CR G4 (Montague Expressway) in Silicon Valley.
In the context of traffic control, a lane is part of a roadway (carriageway) that is designated for use by a single line of vehicles, to control and guide drivers and reduce traffic conflicts. Most public roads (highways) have at least two lanes, one for traffic in each direction, separated by lane markings. On multilane roadways and busier two-lane roads, lanes are designated with road surface markings. Major highways often have two multi-lane roadways separated by a median.
Some roads and bridges that carry very low volumes of traffic are less than 15 feet (4.6 m) wide, and are only a single lane wide. Vehicles travelling in opposite directions must slow or stop to pass each other. In rural areas, these are often called country lanes. In urban areas, alleys are often only one lane wide. Urban and suburban one lane roads are often designated for one-way traffic.
Lane capacity varies widely due to conditions such as neighboring lanes, lane width, elements next to the road, number of driveways, presence of parking, speed limits, number of heavy vehicles and so on – the range can be as low as 1000 passenger cars / hour to as high as 4800 passenger cars /hour but mostly falls between 1500 and 2400 passenger cars / hour.The Ontario Highway 401 in the Greater Toronto area, with 17 travel lanes in 6 separate carriageways visible in the midground. Turning lane on the Rodovia BR-101 (Brazil) Play media Changing lanes, Gothenburg, Sweden Transfer lanes, connecting surface collector lanes with through lanes between two tunnels A left-turn merging lane in Germany, needing explanation by a crafted sign These usages lead to the phrases life in the slow lane and life in the fast lane, used to describe relaxed or busy lifestyles, respectively and used as the titles of various books and songs.
While in general, wider lanes are associated with a reduction in crashes, in urban settings both narrow (less than 2.8 m) and wide (over 3.1~3.2 m) lanes increase crash risks. Wider lanes (over 3.3~3.4m) are associated with 33% higher impact speeds, as well as higher crash rates. Carrying capacity is also maximal at a width of 3 to 3.1 metres (9.8 to 10.2 ft), both for motor traffic and for bicycles. Pedestrian volume declines as lanes widen, and intersections with narrower lanes provide the highest capacity for bicycles. As lane width decreases, traffic speed diminishes.
Advocates for safety of people walking and people on bikes, and many new urbanists disagree with traditional thinking in traffic engineering, saying that safety and capacity are not adversely impacted by reducing lanes widths to as little as 10 feet (3.0 m). Moreover, wider travel lanes also increase exposure and crossing distance for pedestrians at intersections and midblock crossings.assumed widths and heights in road design for Europe (in meters)
The widths of vehicle lanes typically vary from 9 to 15 feet (2.7 to 4.6 m). Lane widths are commonly narrower on low volume roads and wider on higher volume roads. The lane width depends on the assumed maximum vehicle width with an additional space to allow for lateral motion of the vehicle.
The maximum truck width had been 96 inches (2.438 m) in the Code of Federal Regulations of 1956 which matches with the width of eight-foot for shipping containers. This had been increased to 102 inches (2.591 m) in 1976 which explicitly states to be read as the slightly larger metric 2.6 metres (102.36 in) width respecting international harmonization. The same applies to standards in Europe which had increased the allowable size of road vehicles with a current maximum of 2.55 metres (100.39 in) for most trucks and allowing 2.6 metres (102.36 in) for refrigerator trucks. The minimum extra space had been 0.20 metres (7.87 in) and it is currently assumed to be at least 0.25 metres (9.84 in) on each side. For roads with a lower amount of traffic it is allowed to build the second or third lane in the same direction to an assumed lower width for cars like 1.75 metres (68.90 in), however this is not recommended as a design principle for new roads as changes in the amount of traffic could make for unnecessarily increased risks in the future.
The Interstate Highway standards for the U.S. Interstate Highway System uses a 12-foot (3.7 m) standard for lane width, while narrower lanes are used on lower classification roads. In Europe, as laws and road width vary by country, the minimum widths of lanes is generally between 2.5 to 3.25 metres (8.2 to 10.7 ft). The federal Bundesstraße interurban network in Germany defines a minimum of 3.5 metres (11 ft 6 in) for each lane for the smallest two lane roads with an additional 0.25 metres (9.84 in) on the outer sides and shoulders being at least 1.5 metres (59.06 in) on each side. A modern Autobahn divided highway will have two lanes per direction which are 3.75 metres (12 ft 4 in) wide with an additional clearance of 0.50 metres (19.69 in) on each side, while three lanes per direction are set at 3.75 metres (12 ft 4 in) for the rightmost lane and 3.5 metres (11 ft 6 in) for the other lanes. Urban access roads and roads in low-density areas may have lanes as small as 2.75 metres (9 ft 0 in) in width per lane with shoulders being at least 1 metre (3 ft 3 in) wide.Main article: Road surface marking A typical rural American freeway (Interstate 5 in the Central Valley of California). Notice the yellow line on the left, the dashed white line in the middle, and the solid white line on the right. Also note the rumble strip to the left of the yellow line.
Painted lane markings vary widely from country to country. In the United States, Canada, Mexico, Honduras, Puerto Rico, Virgin Islands and Norway, yellow lines separate traffic going opposite directions and white separates lanes of traffic traveling the same direction, but such is not the case in many European countries.
Lane markings are mostly lines painted on the road by a road marking machine, which can adjust the marking widths according to the lane type.
Traffic reports in California often refer to accidents being "in the number X lane." The California Department of Transportation (Caltrans) assigns the numbers from left to right. The far left passing lane is the number 1 lane. The number of the slow lane (closest to freeway onramps/offramps) depends on the total number of lanes, and could be anywhere from 2 to 8.
For much of human history, roads did not need lane markings because most people walked or rode horses at relatively slow speeds. Another reason for not using lane markings is that they are expensive to maintain.
When automobiles, trucks, and buses came into widespread use during the first two decades of the 20th century, head-on collisions became more common.
Without the guidance provided by lane markings, drivers in the early days often erred in favor of keeping closer to the middle of the road, rather than risk going off-road into ditches or trees. This practice often left inadequate room for opposing traffic.
The history of lane markings is connected to the mass automobile construction in Detroit. It resulted in the formation of the first Road Commission of Wayne County, Michigan in 1906 which was trying to make roads safer (Henry Ford served on the board in the first year). The commission would order the construction of the first concrete road in 1909 (the Woodard Avenue in Detroit) and it conceived the centerline for highways in 1911. Hence the chairmen of the Road Commission, Edward N. Hines is widely credited as the inventor of line markings.
The introduction as a common standard is connected to June McCarroll, a physician in Indio, California who started experimenting with painting lines on roads in 1917 after she was run off a highway by a truck driver. In November 1924, after years of lobbying by Dr. McCarroll and her allies, California officially adopted a policy of painting lines on its highways. A portion of Interstate 10 near Indio has been named the Dr. June McCarroll Memorial Freeway in her honor.black center line on an Autobahn in Germany (late 1930s)
The first lane markings in Europe were painted at an accident hotspot in the small town of Sutton Coldfield near Birmingham, England in 1921. The success of this experiment made its way to other hotspots and later standardization of white paint for line markings in Great Britain.
The first lane markings in Germany were used in Berlin in 1925 using white paint for line markings and road edge markings. When the standard for the new autobahn network was conceived in the 1930s it mandated the usage of black paint for the center line for each carriageway as black was better visible on the bright surface of the concrete roads.
By 1939, lane markings had become so popular that they were officially standardized throughout the United States. The concept of line markings spread throughout the world becoming standard for most roads. Originally the lines were drawn manually with normal paint which would bleach out quickly. After the war, the first machines for line markings were invented and a plastic strip was becoming standard in the 1950s which led to gradually find line markings on all roads.Main article: Right- and left-hand traffic
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