Жол белгілері және қаңқалар тарихы

Part of a carriageway meant for a single line of vehicles
that part of a carriageway used by a single line of traffic

In road transport, a lane is part of a roadway that is designated to be used 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 (5 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.

For much of human history, roads did not need lane markings because most people walked or rode horses at relatively slow speeds. However, when automobiles, trucks, and buses came into widespread use during the first two decades of the 20th century, head on collisions became more common. The history of lane markings is connected to early mass automobile construction in Detroit. In 1906, the first Road Commission of Wayne County, Michigan was formed in an effort to make roads safer. (Henry Ford served on the board in the first year.) In 1909, the commission ordered the construction of the first concrete road (Woodard Avenue in Detroit), and conceived the centerline for highways in 1911. Hence, then chairman of the Road Commission, Edward N. Hines, is widely credited as the inventor of lane markings. The introduction of lane markings as a common standard is connected to June McCarroll, a physician in Indio, California. She began experimenting with painting lines on roads in 1917 after being run off a highway by a truck driver. After years of lobbying by McCarroll and her allies, the state of California officially adopted a policy of painting lines on its highways in November 1924. A portion of Interstate 10 near Indio has been named the Dr. June McCarroll Memorial Freeway in her honor. 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 led to standardization of white paint lane markings throughout Great Britain. The first use in Germany was in Berlin in 1925, where white paint marked both lanes and road edges. 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. Black is more visible on the bright surface of concrete. By 1939, lane markings had become so popular that they were officially standardized throughout the United States. The concept of lane markings spread throughout the world and became standard for most roads. Originally, lines were drawn manually with ordinary paint which faded quickly. After World War II, the first machines for line markings were invented. Plastic strips became standard in the 1950s. This gradually led to the placement of plastic lane markings on all major roads.

A traffic lane or travel lane is a lane for the movement of vehicles travelling from one destination to another, not including shoulders. A through lane or thru lane is a traffic lane for through traffic (traffic continuing on a road or highway). At intersections, these may be indicated by arrows on the pavement pointing straight ahead. In some jurisdictions (Arizona) through lanes require straight directional lanes for at least two or more intersections to qualify as a proper through lane. An auxiliary lane is a lane other than a through lane, used to separate entering, exiting or turning traffic from the through traffic. An only lane prohibits or requires certain movements, often designated with the word "ONLY" on a sign or roadway, with arrows indicating allowed movements. Most require a specific turning movement, but some require straight ahead travel or allow two out of three possible movements (such as turning right or going straight ahead). It can thus be either a through lane or a turn lane. A two way center turn lane allows drivers travelling in either direction to stop before turning across oncoming traffic, safely waiting for a gap without blocking through traffic and risking a rear end collision. Drivers are expected to check for oncoming traffic before entering.

Some high volume limited access highways use a local–express lane system. This physically separates express lanes for long distance travel (closer to the median) from local lanes which have access to more frequent exits and entrances. Express lanes may have their own shoulders for safety, and sometimes dedicated entrance and exit ramps. (The term "express lane" is also used for HOV and toll lanes, which may or may not be physically separated.) A frontage road is a similar arrangement, were one or more lanes are physically separated from a higher speed road in order to provide safe and frequent access to local homes and businesses.

Dedicated turn lanes can be used to allow through traffic to avoid waiting for turning traffic at intersections, at the expense of increased roadway width for pedestrians to hazard. Some turn lanes have signals that prevent turns when pedestrians or bicycles are allowed to proceed. On high speed roads, turn lanes can improve safety by providing a separate lane for traffic that needs to slow down. A slip lane (UK: filter lane) allows vehicles to bypass an intersection and take an unsignalized turn when crossing traffic is not required (for example a right hand turn for right hand traffic). Yielding to traffic on the cross street is typically required. An acceleration lane or merge lane allows traffic entering a highway to accelerate to the speed of through traffic before merging with it. A deceleration lane is a lane adjacent to the primary road or street used to improve traffic safety by allowing drivers to pull out of the through lane and decelerate before turning off a surface street or exiting a highway or motorway. An operational lane or auxiliary lane combines an acceleration and deceleration lane, running the entire length between an entrance and exit. The lane is created when an entrance ramp meets the highway, and drops out (with an "exit only" sign) to become the ramp at the next exit.

In some areas, the lane adjacent to the curb is reserved for non moving vehicles. A parking lane is reserved for parallel parking of vehicles. A fire lane is the area next to a curb, which is reserved for firefighting equipment, ambulances, or other emergency vehicles. Parking in these areas, often marked by red lines, is usually prohibited. A loading lane (loading zone in the United States) is an area next to a curb, which is reserved for loading and unloading passengers or freight. It may be marked by a sign ("LOADING ONLY" or "LOADING ZONE") or by a yellow or white painted curb. A hard shoulder is sometimes called an emergency lane or a breakdown lane, when it is reserved for vehicle breakdowns, and for emergency vehicles. On some roads, the shoulder is used as a vehicle lane during peak travel hours. "Hard" refers to the fact that the shoulder is paved, not "soft" dirt.

The widths of vehicle lanes typically vary from 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. In the United States, the maximum truck width had been 2.44 m in the Code of Federal Regulations of 1956, which exactly matched then standard shipping container width. The maximum truck width was increased in 1976 to to harmonize with the slightly larger metric world standard width. The same applies to standards in Europe, which increased the allowable width of road vehicles to a current maximum of for most trucks, and for refrigerator trucks. These widths do not include side mirrors, but only the vehicle body. The minimum extra space had been and it is currently assumed to be at least on each side. The international standard allows roads with less traffic to add a second or third lower width lane in the same direction for cars – those that have been built exclude trucks from these narrower lanes; however lower width lanes are not a recommended design principle for new roads, as it could be dangerous if traffic becomes heavier in future. In the United States, the Interstate Highway standards for the Interstate Highway System use a 12 feet (4 m) standard lane width, while narrower lanes are used on lower classification roads. In Europe, laws and road widths vary by country; the minimum widths of lanes are generally between The federal Bundesstraße interurban network in Germany defines a minimum of for each lane for the smallest two lane roads, with an additional on the outer sides and shoulders being at least on each side. A modern Autobahn divided highway with two lanes per direction has lanes wide with an additional clearance of on each side; with three lanes per direction this becomes for the rightmost lane and for the other lanes. Urban access roads and roads in low density areas may have lanes as narrow as in width per lane, occasionally with shoulders roughly wide.

Depending on speed, road curvature and vehicle properties, heavy goods vehicle (HGV) combinations are prone to "high speed outside offtracking". This means that the rearmost axle of the trailer does not follow the lateral path of the truck tractor unit, but may travel significantly—up to 1–3 meters (3–10 ft)—away from the curve center. Hence, narrow lanes on sharp curves have to be designed slightly wider than on straight roads. This effect is much greater on slippery snow covered roads than on bare asphalt or cement concrete, calling for even larger lane widening.

In urban settings both narrow (less than 2.8 m (9.2 ft)) and wide (over 3.1~3.2 m (10.2 10.5 ft)) lanes increase crash risks. Wider lanes (over 3.3~3.4m (10.8 11.2 ft)) are associated with 33% higher impact speeds, as well as higher crash rates. Carrying capacity is also maximal at a width of , both for motor traffic and for bicycles. Pedestrian volume declines as lanes widen, and intersections with narrower lanes provide the highest capacity for bicycles. Narrow lanes cost less to build and maintain. They lessen the time needed to walk across, and reduce stormwater runoff. Pedestrian volume declines as lanes widen, and intersections with narrower lanes provide the highest capacity for bicycles.

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. However in the UK, "lane 1" is the "slow lane" (left hand lane).

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.