

FIG. 93. 



DRIVES, AVENUES, AND SERVICE ROADS. 



These are the junction of the drive or avenue with the public highway and the angle 

 and position of the drive's termination at the carriage court. 



While the planning of the carriage court and the architectural accessories and 



furnishings of the 

 are 

 else- 



en trance 

 treated of 

 where, the subject 

 of drive formation 

 would be very in- 

 complete without 

 some reference to 



the general arrangement and planning of 

 its terminations. 



For the entrance, most designers seem 

 to favour an oblique junction, making the 

 centre line of the drive run in the direction 

 of a town, a railway station or other 

 important place. Where, as in No. 93 

 there is a sufficient bend in the highway to 

 justify this arrangement, it may be a 

 success, but when the drive breaks away 

 from a straight road, the effect is generally 

 disappointing. 



An oblique junction is also very un- Oblique 

 suitable where the drive and the highway entrances. 

 approach one another at very different 

 gradients. Suppose, for instance, that in 

 illustration No. 95 the point B, which is 

 forty-three yards from A, is also thirteen 

 feet higher, and the gradient of the high- 

 way between the points C and B is one in 

 twenty, the cross fall of the ground would 

 be so considerable as to make the entrance 

 unsafe for carriages. Of course the ground 

 at A, could be levelled up, but as this 

 would have to be carried from the point 

 of curvature of the wall to a point many 

 yards inside the gateway, the cost would 

 be heavy ; whereas, half the money spent 



on this unsatisfactory arrangement would have sufficed for an entrance at right angles to 

 the main road, which would be quite as impressive in line, and safer, provided of course 

 that the gates could be placed well back from the main road. 

 The question of safety should, of course, always be para- 

 mount, and in this connection the coming of the motor-car 

 has effected many changes. Longer sweeps, a broader outlook 

 and the avoidance of collision points are all necessary, while 

 the extra wear and tear of tyres caused by turning at a very 

 short radius also has its influence in determining the lines of FIG ()5 



the entrance sweep. Whereas formerly entrance gates were 



set back from the roadway fifteen to thirty feet, nowadays, thirty to sixty feet, with 

 wing walls in proportion, is considered necessary. Thus, entrances which, twenty years 



Safety. 



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79 



