Instruct: Given a question, retrieve relevant documents that answer the question.
Query: How many lanes does the autobahn have?
Most sections of Germany's autobahns are modern, containing two or three, sometimes four lanes in addition to an emergency lane (hard shoulder). A few other sections remain in an old state, with two lanes, no emergency lane, and short slip-roads and ramps.
Many areas in North America do not have any laws about staying to the slowest lanes unless overtaking. In those areas, unlike many parts of Europe, traffic is allowed to overtake on any side, even in a slower lane. This practice is known as "passing on the right" in the United States and "overtaking on the inside" and "undertaking" in the United Kingdom.
When referring to individual lanes on dual carriageways, one does not consider traffic travelling the opposite direction. The inside lane (in the British English sense, i.e. the lane beside the hard shoulder) refers to the lane used for normal travel, while the middle lane is used for overtaking cars on the inside lane. The outside lane (i.e. closest to oncoming traffic) is used for overtaking vehicles in the middle lane. The same principle lies with dual carriageways with more than three lanes.
The Pyhrn Autobahn (A9) ('Pyhrn Motorway') is an Autobahn (motorway), in Austria. It runs through Alps by 2 two-lane tunnels: the Bosrucktunnel and the Gleinalmtunnel. The longest tunnel on the motorway is the Plabutschtunnel under Graz and its outskirts. The last section of the highway was completed in 2004. 
Motorways (, plural )in Croatia applies to dual carriageway roads with at least two traffic lanes in each driving direction and an emergency lane. Direction road signs at Croatian motorways have green background with white lettering similar to the Swiss Autobahn. The designations of motorways are "A" and the motorway number. , the Croatian motorway network is long.
As of 2016, Germany's autobahn network has a total length of about 12,993km. From 2009 Germany has embarked on a massive widening and rehabilitation project, expanding the lane count of many of its major arterial routes, such as the A5 in the southwest and A8 going east-west.
Only federally built controlled-access highways with certain construction standards including at least two lanes per direction are called Bundesautobahn. They have their own white-on-blue signs and numbering system. In the 1930s, when construction began on the system, the official name was Reichsautobahn. Various other controlled-access highways exist on the federal (Bundesstraße), state (Landesstraße), district, and municipal level but are not part of the Autobahn network and are officially referred to as Kraftfahrstraße (with rare exceptions, like A 995 Munich-Giesing–Brunntal). These highways are considered autobahnähnlich (autobahn-like) and are sometimes colloquially called Gelbe Autobahn (yellow autobahn) because most of them are Bundesstraßen (federal highways) with yellow signs. Some controlled-access highways are classified as "Bundesautobahn" in spite of not meeting the autobahn construction standard (for example the A 62 near Pirmasens).
One distinguishing characteristic between German "Bundesstraßen" and "Autobahnen" is that there usually is a general 100 km/h (62 mph) speed limit on federal highways out of built-up areas, as opposed to the merely advisory speed limit ("Richtgeschwindigkeit") of 130 km/h (83 mph) in unmarked sections of the autobahns. However, a number of "Bundesstraßen" have been extended as expressways (dual carriageways) (colloquially called "Yellow Autobahns"). Many of these have speed limits of usually 100–120 km/h, others have only an advisory speed limit like autobahns. Most sections of the federal highways are only single carriageway with one lane for each direction and no hard shoulder pull-out area.
Additional expressways serve as bypasses and local routes, especially around Dortmund and Bochum. Due to the density of the autobahns and expressways, Bundesstraßen are less important for intercity traffic. The first Autobahns in the Ruhr opened during the mid-1930s. Due to the density of the network, and the number of alternative routes, traffic volumes are generally lower than other major metropolitan areas in Europe. Traffic congestion is an everyday occurrence, but far less so than in the Randstad in the Netherlands, another polycentric urban area. Most important Autobahns have six lanes, but there are no eight-lane Autobahns in the Ruhr.
Swiss autobahns/autoroutes very often have an emergency lane except in tunnels. Some newly built autobahn sections, like the lone section crossing the Jura region in the north-western part of Switzerland, have only emergency bays.
The IGN Xbox Team rated "Crash Time: Autobahn Pursuit" as one of the five worst driving games on Xbox 360, mainly referring to the German police setting to the game, and the poor voice acting in the English-language versions. In a review for IGN by Ryan Geddes there was criticism that what could have been an exciting game has been reduced to the mundane. The difficulty curve was labelled "inconsistent", with "cakewalk levels being followed immediately by nearly impossible ones". The "Cases" mode was criticised as the player cannot tell how many missions are left until the case is completed, making the planning of a game session impossible. The missions have been described as boring and dull.
The reopening of Frankfurt-Hahn Airport (20 km away) for commercial aviation and the widening of Bundesstrasse B-50 to four lanes have given the district and the town even greater economic potential for the future. Future plans include a possible extension of the Autobahn A 60 to facilitate traffic from the Frankfurt metropolitan area to Simmern and the Benelux countries. The town is roughly 10 kilometres from the Autobahn A 61.
The A3 is four-laning for the first 65 kilometers (41 mi) up from the Dutch border. There are six lanes, three lanes in each direction, between interchange "Kreuz Oberhausen" and "Köln-Mülheim". On a short part inside of "Kreuz Kaiserberg" the A3 has two lanes. The Autobahn is equipped with eight lanes on the Cologne Beltway between "Köln-Mülheim" and autobahn triangle "Dreieck Köln-Heumar".
Similar to high-speed motorways in other countries, autobahns have multiple lanes of traffic in each direction, separated by a central barrier with grade-separated junctions and access restricted to motor vehicles with a top speed of at least 60km/h (37mph). Nearly all exits are to the right; rare left-hand exits result from incomplete interchanges where the "straight-on" leads into the exit. The earliest motorways were flanked by shoulders about 60 centimetres (24in) in width, constructed of varying materials; right-hand shoulders on many autobahns were later retrofitted to 120 centimetres (47in) in width when it was realized cars needed the additional space to pull off the autobahn safely. In the postwar years, a thicker asphaltic concrete cross-section with full paved hard shoulders came into general use. The top design speed was approximately 160km/h (99mph) in flat country but lower design speeds were used in hilly or mountainous terrain. A flat-country autobahn that was constructed to meet standards during the Nazi period, could support the speed of up to 150km/h (93mph) on curves.
Traffic significantly increased after the fall of the Iron Curtain in 1989 and the 2004 enlargement of the European Union. Now that it represents such an important connection between East and West, portions of the A1 between the junction of Steinhäusl west of Vienna and the "Voralpenkreuz" interchange with Innkreis Autobahn (A8) and Pyhrn Autobahn (A9) at Sattledt are gradually being expanded by the publicly owned ASFiNAG corporation to three lanes in each direction.
The current autobahn numbering system in use in Germany was introduced in 1974. All autobahns are named by using the capital letter A, which simply stands for "Autobahn" followed by a blank and a number (for example A8). The main autobahns going all across Germany have a single digit number. Shorter autobahns that are of regional importance (e.g. connecting two major cities or regions within Germany) have a double digit number (e.g. A24, connecting Berlin and Hamburg). The system is as follows:
Laumersheim lies between Frankenthal and Grünstadt beside the Autobahn A 6 (Mannheim–Saarbrücken). It does not, however, have its own Autobahn interchange. The one in Grünstadt is 5 km away. Running through the municipality is "Landesstraße" (State Road) 455 (Dirmstein–Freinsheim).
A 2008 estimate reported that 52% of the autobahn network had only the advisory speed limit, 15% had temporary speed limits due to weather or traffic conditions, and 33% had permanent speed limits.[2] Measurements from the German State of Brandenburg in 2006 showed average speeds of 142km/h (88mph) on a 6-lane section of autobahn in free-flowing conditions.[3]
The section from Kreuz Lübeck towards Maschener Kreuz is being widened to six-lane configuration. From Autobahnkreuz Hamburg-Ost to Autobahnkreuz Hamburg-Süd is only two-lane configuration. Since October 2012, six lanes have been available between the Buchholzer Triangle and the Bremer Kreuz. From the Bremer Kreuz to the Dreieck Stuhr, the Autobahn 1 is also extended to six strips.
The Interstate Highway standards for the U.S. Interstate Highway System use a 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, with shoulders at least wide.
In 1973, in the wake of the 1973 oil crisis, a federal speed limit of 100km/h (62mph) on Autobahns was imposed to help conserve fuel for fear of impending future shortages (not for environmental or safety reasons). The measure only lasted from December 1973 to March 1974; while the administration and the Bundestag were in favor of keeping the speed limit, the Bundesrat pushed to repeal the law. As a compromise, a recommended speed was introduced on Autobahns and "highways outside of built-up areas with a center divide or without a center divide and a continuous lane for overtaking in both directions". This law is basically still in effect today. Unrestricted non-Autobahn highways, however, have since become virtually non-existent or replaced by Schnellstraßen, Autobahn-like expressways typically limited to 120 or 130km/h and normally only covering a few kilometers.
"Mill Bay" is equipped with three lanes for cars, two with no height restriction and one lane that passes under the superstructure for the wheelhouse. Since the trip across the inlet takes only 20 minutes "Mill Bay" does not have very many amenities. She does have restrooms for passengers but they are not accessible to handicapped persons.
Aside from highways bearing the Autobahn designation, Germany has many two- and four-lane roads. Federal highways not known as autobahnen are called "Bundesstraßen" ("Bundesstrassen") and, while usually two-lane roads, they may also be four-lane, limited-access expressways of local or regional importance. Unlike the Autobahnen, though, "Bundesstraßen" (marked by black numbers on a yellow background) mostly have speed limits (usually 100 km/h, but occasionally higher on limited-access segments, and lower in urban areas or near intersections).
The right lane should be used when it is free (Rechtsfahrgebot) and the left lane is generally intended only for overtaking unless traffic is too dense to justify driving only on the right lane. It is legal to give a short horn or light signal (flashing headlights or Lichthupe) in order to indicate the intention of overtaking, but a safe distance to the vehicle in front must be maintained,[96] otherwise this might be regarded as an act of coercion. Penalties for tailgating were increased in May 2006 to a maximum of €375 and three months' license suspension:[97] "drivers must keep a distance in metres that is equal to half their speed. For example, a driver going 100 km/h on the autobahn must keep a distance of at least 50 metres (165 feet)". The penalty increase followed uproar after an infamous fatal crash on Autobahn 5 in 2003.[98] In a traffic jam, drivers must form an emergency lane (Rettungsgasse) to allow emergency services to reach the scene of an accident. This improvised alley is to be created on the dividing line between the two leftmost lanes.[99] It is unlawful to stop for any reason on the autobahn, except for emergencies and when unavoidable, like traffic jams or being involved in an accident. This includes stopping on emergency lanes. Running out of fuel is considered an avoidable occurrence, as by law there are petrol stations directly on the autobahn approximately every 50–55km (31–34mi). Drivers may face fines and up to six months' suspension, should it come to a stop that was deemed unnecessary by the police. In some cases (if there is a direct danger to life and limb or property e.g. cars and highway infrastructure) it may also be considered a crime and the driver could receive a prison sentence (up to 5 years). Overtaking on the right (undertaking) is strictly forbidden, except when stuck in traffic jams. Up to a speed of 80km/h (50mph) it is permitted to pass cars on the right side if the speed difference is not greater than 20km/h (12mph) or the vehicle on the left lane is stationary. This is not referred to as overtaking, but driving past. Even if the car overtaken is illegally occupying the left-hand lane, it is not an acceptable excuse; in such cases, the police will routinely stop and fine both drivers. However, exceptions can and have sometimes been made.
"Autobahnähnliche Straßen" mostly are colloquially referred to as "gelbe Autobahn" (yellow motorway) because they have the same technical standard as the "Autobahn" but have black on yellow signs instead of the white on blue signs used on the "Autobahn" motorway network. These are generally high-speed arterial roads in larger cities or important roads within a federal state that do not connect to major cities, so that they do not fall under the federal budget for the "Autobahn" network. The federal road Bundesstraße 27 is an example where about half of its length is upgraded to a high speed motorway standard. On the basis of their structure these roads have, comparable to the German "autobahn", the legal foundation that no default speed limit exists (design speed 130 km/h), although the standard advisory speed limit () still exists. Nevertheless expressways are often given speed limit signs.
At the moment some (blue) motorways have been taken out of the "Autobahn" network programme but still have the blue signs; and on the other hand some former non-"Autobahn" (yellow) motorways have been added to "Autobahn" budgeting but the signs have not been changed either. Motorways that are neither in the "autobahn" network nor in the "Bundesstraße" network are given black on white signs, following the same sign code as high-speed dual carriageways—this is mostly seen on urban trunk roads.
New Zealand racing differs from North American racing in that metric distances are used, generally above the equivalent of one mile and horses are classed by how many wins they have. Another large difference is that in New Zealand racing the leader does not have to hand up the lead to any horse that challenges, often leaving a horse parked outside the leader in the "death seat", "the death", or "facing the breeze", as this horse covers more ground than the leader. New Zealand racing generally has more horses in each race, a field of 12 or 13 is not uncommon. This generally means that with the smaller tracks a "three wide train" starts as the field gets the bell at signal their final lap. There is a system of an 'open lane' or 'passing lane' ('sprint lane' in Australia). These lanes do not operate on all tracks and have been a point of argument between many industry participants. Many horses are able to easily "cross the Tasman" to Australia, as the rules are similar.