I believe in Street Parking, do you? – My Garage Gym
You may be asking yourself…Street parking?
Well, you could call it street parking, driveway parking or even I-don’t-have-room-in-my-garage-for-a-car-because-I-have-too-much-workout-equipment parking (Wow, longest hyphenated word ever).
This post was spurred for two reasons.
Reason #1 – Rogue Fitness came out with, probably the coolest commercial I have ever seen. Makes me wish I had the resources to create something like this for End of Three Fitness, but until then I will share theirs. [Video below]
Reason #2 – I get a lot of emails and comments about my garage gym. Normally something along the lines of, “You must have a pretty freaking sweet garage gym!”. But, my response is normally…my garage gym is 95% homemade DIY equipment, and it’s not as pretty as you may think, but it’s functional. So I want to share with you EXACTLY what my garage gym is like.
Roll Street parking footage…
End of Three Fitness and (Garage) Gyms
I do my best not to alienate garage gymers and non-garage gymers. Because, truly, End of Three fitness is not only for the DIY Fitness types out there. We are about doing things differently, and becoming better humans. That’s our purpose.
End of Three Fitness is here to be a refuge for those who have cancelled the monthly gym membership, but it is also here to be a haven for all those who want to do cool things, accomplish physical feats and maybe show the world you are a little more serious than the rest of them.
Our aim is to become a better human, a better version of ourselves – in every aspect of our lives; to include fitness. We want to live a fun adventurous life that matters.
The DIY Corner is a resource that was built to eliminate any excuses you may have for not being extremely fit, to help you save money and to get the most out of your time.
Nonetheless, I have written quite a few things about garage gyms:
Ok…so maybe my ideal gym is really just a warehouse full of equipment that only I can use…That’s realistic, right?
Like I said, people always think I must have the coolest garage gym in the world….but I don’t. I have a perfectly functional garage gym, and that’s it.
Honestly, if I had a crap-ton of disposable income, I would probably have Rogue Fitness deck out my garage gym in it’s entirety (as seen above)….Of course, with some DIY elements to keep true to my roots.
But that’s not the case!
I actually enjoy DIY projects and do it for more reasons that just to save money. I like to work with my hands and to build, I always have. Whether I am refinishing a coffee table or building jerk boxes. I really like building stuff.
Some things are worth building and some are worth buying.
For instance I think the following project should be built regardless of your income – just because of how much it costs to buy vs. what you will spend.
Plyo Box
Medicine Ball
Parallettes
Then there are the things you just shouldn’t build…
Barbell
Plates
Rower’s
Airdyne’s
So find your balance and your level of interest and go from there! Here’s what I’ve got.
There she is – in all her glory. My garage gym
Simple. Effective. Functional.
I have pretty much everything I need in there, and of course, if I don’t have something…I build it. You may be asking, “Where is the power rack!?”. Unfortunately, when I moved into this house, the ceiling was too low to install the power rack. So it is dismantled and in my attic waiting to be reassembled.
I have a lot of stuff in my garage gym now, but at one point, all I had was this barbell, a plyometric box and a medicine ball. Those three things got the job done for a long time.
There is the original plyo box. It has been through the ringer and I haven’t had a single issue with it at all. The tire is nice for pulling and dragging, but I don’t use it as much in my new neighborhood.
And the little garage gym helper in the background. He likes to find the lightest medicine ball (4 lb) and bring it to me.
Like I said, some things you just don’t build.
This is the most expensive piece of equipment I have purchased for my garage gym….but I love it. I hate running, so I do a lot of rowing. Worth the money if you like rowing. Very durable.
Random stuff, but essential.
Powerful fan. Bike. Bench. Bag.
I like to mix things up in my training so I do a little bit of everything. I love to run with the bag or, many other sandbag type workouts. I am new to cycling, but it isn’t too bad.
Still love the barbell more than anything else.
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Alright, there she is! My garage gym. I would love to see yours and share it on the End of Three Fitness Facebook page. If you have a cool pic or DIY project, send it my way – Jerred@EndofThreeFitness.com
PS – Highlighting the Eo3 Community
I shared this on Facebook yesterday, but I have to get it out here too.
A Eo3Fitter beat me to accomplishing one of my goals! Isaac working out on top of a mountain! Thanks for sending in the pic and the story Isaac! Read his story here.
Former coach house in south London auctioned off for almost triple its guide price
The £550,000 south London garage does not have planning permission to turn it into a home. Photograph: National Pictures / Hannah McKay
A garage in south London has become the most expensive ever sold in Britain, going for £550,000 at auction.
The 568 sq ft former coach house, which was used as a garage by the mayor of Southwark, went for almost triple its guide price, despite not having planning permission to turn it into a home.
The price paid for the "empty shell" by an anonymous buyer beat the previous record, held by a garage under the shadow of Harrods in Knightsbridge, west London, by £25,000.
Homes in terraced streets nearby in the "up and coming" Camberwell area of the capital usually sell for between £500,000 and £600,000. The double height brick building, which has vaulted ceilings, roller steel door and cobbled drive, was given an estimate of £200,000 by auctioneers Andrew Scott Robertson.
Its sale at a much higher price surprised auctioneer Jeremy Lamb, who said: "It's in a reasonable state, but there are quite a few cracks in the walls.
"We had about six or seven bidders at the auction – a mixture of residential developers, investors, potential occupiers and artists. However, the number of bidders quickly dropped as the price went up."
Lamb put down the high price to London's housing crisis - with demand for properties far outstripping supply.
BMW's uber techy i3 isn't very rangey. And that's just fine
It's not about the infrastructure, stupid. Or the range. Sorry, but somebody has to say it.
When it comes to electric cars or EVs, all this range-anxiety and fast-charging-network guff is completely missing the point.
It all boils down to some fundamental misconceptions which are in desperate need of spectacular implosion.
First, understand this. Existing electric cars with ranges of around 100 miles and charged at home without the need for complex and costly new infrastructure are already good enough to replace a large chunk of the conventional combustion car market.
If you disagree, it's because you're wrong. Here's why.
The sub-100-mile supermini
"One third of Ford Fiestas and Renault Clios are never driven further than 100 miles in their entire lives"
Let's begin with an interesting factoid. You'll all be at least vaguely aware of what's known in car industry parlance as the B-segment hatchback. Cars like the Renault Clio, the Ford Fiesta, the VW Polo, right?
Well, did you know that in the UK, for example, roughly one third of B-segment cars are manufactured, purchased, driven, resold, driven, repeat and rinse until the time comes to scrap the thing and during all this time - brace yourself for the punchline - never driven on a journey over 100 miles.
It also just so happens that the B-segment is the biggest seller in the UK. Actual sales numbers vary according to how you define a B-segment car. The Society of Motor Manufacturers and Traders (SMMT) puts what it calls 'mini and supermini' sales at 900,000 units last year.
However you actually slice it, we're likely talking about a six-figure number of cars sold annually and an installed base of millions that are destined to never engage in a journey over 100 miles. Meanwhile, pure electric cars sales flatlined at 2,500 units last year because of worries that they can't mimic cars they were never designed to replace. You have to laugh.
Anyway, what I'm getting at is that in terms of operating range, every one of those sub-100 mile superminis could be replaced by existing electric cars right now. They have sufficient range. That EVs can't replace a BMW 5 Series driven hundreds of miles daily is irrelevant. Next!
Charge!
If that's the range issue punted into touch, what about charging? Charging EVs if you live in a city centre can definitely be problematic. If you're based in a modern apartment block with under ground parking, it may be straight forward.
But on-street charging is a challenge. So what? Where EVs work best is in a suburban context. High density, but with small private drives and garages. And let me break something to you. That includes a very significant proportion of the UK's population.
Anyway, the idea here is that you use an EV like a smartphone. You plug it in overnight and use it during the day. What you don't do is worry about charging it during the day. You just drive it. Not very far and mostly stuck in traffic not using any charge.
Charging infrastructure is a hot topic - for no discernible reason
Again, it's a bit like a smartphone. You carry it all day, but only actually use it in short bursts. Oh and incidentally, that overnight charging model means you don't even need to install any kind of fast charger at home.
Just plug it into a regular socket. The battery won't be completely empty and you'll top it up just fine as you sleep.
So, let's recap. The EV is not a long-distance car. And that's fine because nor are a large minority of B-segment combustion cars.
You're ready, already
"No need for epic 400-mile range upgrades or a bazillion pounds spent installing a network of silly-money fast chargers. We're ready for EVs as they are today."
You probably wouldn't even use it for a middle-distance commute. It's the kind of car you use for modest commutes or around town for school runs and local errands. And allow me to repeat myself. That's how millions of existing cars are used today.
So this still adds up to a large and viable market for existing EVs. No need for epic 400-mile range upgrades or a bazillion pounds spent installing a network of silly-money fast chargers. We're ready for EVs as they are today.
Actually, I'm not convinced that we will ever need EVs capable of long distances or a massive charging network. The way I see the future of motoring, cars will increasingly stratify into segments, each powered by the most suitable energy source.
The equivalent of the sub-100 supermini will be pure electric. The urban and suburban commuter might be a plug-in hybrid in the medium term. And eventually everything built to do longer distances will be fuelled either by hydrogen or synthetic carbon-neutral hydrocarbons.
I've got a take on which of the latter two I think makes most sense. But that's a story for another day. And yes, if there are breakthroughs in battery technology, EVs may branch out into different roles involving longer ranges.
And maybe one day, inductive charging loops will be built into every city centre side street. But I doubt it, because it's just not necessary.
All in the mix
Whatever, I see battery electric as just part of the mix, not the only energy source, for as long a time into the future that discussing what comes after may as well include the Mr Fusion infinite energy source. And, again, that's just fine.
Of course, you could question what benefit there is to having any EVs at all given the paltry contribution of renewables to the prevailing electricity production mix in the UK. And you'd have a point.
Not actually a point that stands up to close scrutiny. But a point worth discussing and debunking. But once again, just not today. We'll save that for another time.
For now, let's all agree that if there is a problem with EVs, it has bugger all to do with range, charge times or infrastructure. And let's get on with buying or rejecting EVs based on realities, not prejudices.
On the subject of curb parking, everyone seems to have a story — and what the stories reveal is surprisingly important to the future of our cities. I’ve been asking my friends, and I’ve gotten an earful. Listen.
Soon after advertising executive Necia Dallas moved into a house in Portland, Ore., she found on her door a detailed, hand-drawn map specifying the curb spots where each resident was permitted to park. The map, left by an anonymous neighbor, indicated that Necia was welcome to park in front of her own house but that it was, “Optional! Because of your driveway. ” Jon Stahl of Seattle also got a parking map as a house-warming gift (pictured above).
Brent Bigler
To claim the spots in front of their homes, people resort to illegal yellow or red curb paint, earnest oral pleas, or — above all — notes left on the windshield. Lots and lots of notes. “Not here, man. Not here,” said one missive that Seattle architect Rik Adams got on his windshield. A West Seattle resident’s read, “Dear Driver, This is not a park and ride. We the neighbors would appreciate if you would find another spot to park.” Audrey Grossman’s said, “Don’t park your liberal foreign car on the American side of the street.” Brent Bigler of Los Angeles left a response to the note he found on his windshield in May and got an angry rejoinder. It says, among other things, “You’ll be towed tomorrow period” (pictured at left).
Necia Dallas
Some people even put up their own, extra-legal no-parking signs, like the one pictured at right in Shoreline, Wash. (or the one described here). More creative is Steve Gutmann’s Portland neighbor who “has a fake plastic parking meter that he puts on his planting strip in front of his house.”
To enforce their claims, neighbors sometimes go to great lengths. Shaun Vine, when he trespassed on a curb space in Seattle’s Ballard neighborhood, found his car boxed in. A homeowner had punished him by parking two autos bumper to bumper with Vine’s. Worse is what happened to Jenny Mechem’s friend in Chicago who had the temerity to park in front of someone else’s house one winter day. Neighbors packed snow around his car and turned the hose on it, freezing it in place.
Renee Staton of Seattle says, “A neighbor unscrewed my windshield wipers (which flew off while driving on I-5 during a sudden downpour) and poured acid on my hood because I was parking in front of their house.” Natalie McNair’s Tacoma neighbor got in his extended-cab Ford truck, put it in low gear, and plowed McNair’s parents’ Subaru Outback out of the space in front of his house. In San Francisco, Lisa Foster’s neighbor pushed her car into his driveway so that he could get it ticketed and towed. “I started using my emergency brake after that,” says Foster.
The good people of Washisngton, D.C., have been known to egg curb intruders and Angelenos sometimes throw paint at interloping wheels. Mindy Cameron of Seattle remembers living in San Francisco and seeing an outsider park in front of a neighbor’s house. “The nice, otherwise calm, young professional neighbor,” she said, “came downstairs in his khakis and button-down shirt, and smashed in the guy’s front window with a baseball bat.”
A brief history of parking
Curb parking, it seems, is the stuff of neighborhood psy-ops. It brings out the crazy in people. And that fact — our intense, animalistic territoriality about curb parking — is among the fundamental realities of urban politics. It’s a root cause, I argue, of most of what’s wrong with how cities manage parking. And much is wrong with how cities manage parking. Consequently, somehow defusing or counteracting this territoriality could release a cascade of good news, if it allows cities to manage parking better. Parking policy is a secret key to solving urban problems ranging from housing affordability to traffic, from economic vitality to carbon pollution — plus a snarl of other ills. Parking reform is that important, as later articles in this series will document.
In this article, however, my goal is to explain how we got our current parking rules and why we may finally have a chance to undo them.
Most of a century ago, the tradition of free curb parking — a vestige of the age of horses and hitching posts — collided with exploding numbers of Model Ts and collapsed into clogged street sides, double parking, and epidemics of cruising for spaces. For city leaders, the competition among motorists for curb spaces became an unrelenting headache. Strategies for managing it were primitive. The crude and unevenly enforced first-come, first-served rationing system still in effect began to evolve: No Parking signs, one-hour and two-hour parking limits, loading zones, plus enforcement by parking agents. Later came parking meters: Seattle installed its first ones in 1942. Later still came resident-only parking districts in neighborhoods adjacent to busy destinations such as hospitals and universities.
Mostly, though, cities tried to solve the problem of crowded curb parking — and neighbors’ political pressure to keep newcomers out of “their” spots — by building wider streets and boosting the supply of off-street parking. In the 1940s and 1950s, they began writing into their land-use regulations detailed requirements that each new building provide ample off-street parking — enough to accommodate every driver likely to visit that building without anyone spilling over onto the street. Seattle, for example, imposed parking minimums in 1958. For each type of building, whether an office, restaurant, grocery store, apartment building, auto parts store, or whatever else, city law imposed a prescription: two spaces per apartment, for example, or five per thousand square feet of retail floor space. The rules varied widely from jurisdiction to jurisdiction, and they had, as I will explain in another article, no empirical basis whatsoever. In the words of UCLA professor and parking guru Donald Shoup, whose research on parking inspired this series, they were “nonsense on stilts.”
For all their analytical bankruptcy, however, their consequences were gargantuan. “Form,” architects sometimes quip morosely, “follows parking.” Parking rules dictated what designers could inscribe on their blueprints. Those diagrams then printed out across the urban and suburban landscape as what we now think of as classic sprawl: islands of building surrounded by seas of parking, big garages in front of big houses, courtyard apartments encircling asphalt, and other hideous built forms that Sightline fellow Alyse Nelson has detailed.
Most of these rules remain in place, an invisible but massive bulwark of off-street parking minimums, unreformed and rarely discussed. As a cure for curb-parking scarcity, they are worse than the disease. They’re like prescribing cigarettes as weight loss therapy: You’ll likely lose weight, all right, but you may ruin your health or even lose your life.
To change these rules, though, it’s critical to understand the political dynamic that created and perpetuates them.
The politics of parking
Curb-parking territoriality — the stuff of the stories I opened with, the indignant reaction many of us have when we see a car in front of our home and ask “Who parked in my spot?!” — is the key to understanding the dynamic. Like any pack-forming, territorial mammal, we want to expel interlopers. That primal, instinctual reaction is at the root of off-street parking requirements. Urban planners and lawyers may think of on-street parking as public property: a shared, public resource to be managed for the common good. Most homeowners — and most voters — think of curb spaces as their own, their domain, their property.
Developers of new buildings, for their part, do not want to be told how much parking to install; it boosts their costs, limits their options, and trims their profits. On the other hand, as long as parking rules are citywide, developers can often pass much of the cost along to the future owners or tenants of their buildings.
Meanwhile, local officials, few of whom seek public office in order to adjudicate disputes over parking, are typically quick to take the path of least resistance. Confronted with territorial voters, they bury the “solution” to parking disputes in the arcana of the land-use code. They impose or maintain sweeping requirements for off-street parking. By doing so, they protect current residents of neighborhoods, and they send the bill for new parking into the future. Future residents will pay more for housing, and future businesses will pay more for commercial real estate. As result, there will be less of each. But these groups have no say over parking policy today. Professor Shoup likens this political dynamic to “taxing foreigners living abroad”: an unfair policy that virtually all politicians would adopt, if they could. Other ill effects of off-street parking mandates, such as upward pressure on grocery prices and the rest of a city’s cost of living, are so hidden and dispersed, that virtually no one recognizes them as a consequence of parking requirements.
From these conditions — curb parkers as territorial as baboon troops, developers able to pass along costs, and politicians capable of billing future newcomers — off-street parking requirements have emerged almost everywhere. They’ve done their job, massively inflating parking supply. In most parts of most towns, parking requirements boost the number of spaces enough that parking supply floods the market, and the price drops to zero. People park for free, and competition for curb spaces is minimal.
Specialists have been apoplectic about the perversity of off-street parking mandates almost since the rules spread across North America in the post-World War II years: The hidden costs to human health and safety, local economies, air quality, and housing affordability are stark. But change has not come. Reasoned arguments have not mattered. Why? Because the prevailing arrangement works in the one arena that actually matters to local elected officials: politics. Ample off-street parking quotas balance the political interests that count — current residents (especially property owners), incumbent businesses, and developers. Consequently, they’ve remained frozen in law for a long time.
Change for parking
Now, though, conditions are gradually shifting, and the resulting thaw is beginning to favor reform. Demographics and driving patterns are different. Information technology is breaking up the ice floe of prevailing parking economies. And a new policy model for parking has emerged. It’s a new, three-step game plan from Shoup that neatly reverses the vicious political circle perpetuating off-street parking mandates.
The steps are to:
Charge the right prices for curb parking spaces,
Return the resulting revenue to the neighborhoods from which it was collected, and then,
Repeal off-street parking requirements.
The first step solves the original urban parking problem: overcrowded curb spaces. The second engages a political force (greed) that’s strong enough to neutralize parking territoriality. The first two steps, furthermore, eliminate the primary motive for off-street parking mandates. They set in motion a new, virtuous circle, in which communities no longer resist but instead seek to maximize on-street paid parking, because it funds projects that boost their property values and profits. This approach can convert communities from a defensive posture toward “their” spaces to a welcoming posture toward potential on-street parkers. It turns those parkers from interlopers to benefactors.
That’s a much-abridged version of the argument of this series. Next time, I’ll begin giving it a full exposition. In the meantime, you might amuse yourself by asking people you meet if they’ve ever had neighbors go crazy about people parking in “their” spots. Everyone seems to have a story.
The first night the sun sets over your driveway and a fairy-like glow arises, I guarantee the neighbors will start talking. They'll whisper in groups speculating how you got a normal driveway to light up. Are your other friends aliens? Do you work at a faulty nuclear reactor? The secret actually comes straight out of a fish tank.
The stones in question are Glowstones from JNCT, and they're used in aquariums. They look like regular quartz stones but they are really a synthetic aggregate stone that has photoluminescent pigment and synthetic resin. After being exposed to the sun all day, the off-white pebble with the light sensitive pigment will start out with a strong glow and then fade over the evening.
You'll get the best effect if you use the stones in an area with lower ambient light so the stones really shine.
I'm probably preaching to the choir if you own a fish tank. These are the very same glowing stones you can buy to make your tank more interesting a night. You probably figured they were hearty — given that you've sunk them under water for an indeterminate amount of time.
But you might not have known they were strong enough to take a beating outside — even on a driveway. As it turns out they can be added to pebble paving stone for a long-term wow, or scattered in the driveway for a magical effect. Since they look like normal stones during the day no one can complain your walkway or driveway doesn't comply to your condo codes.
After dark when the stones turn blue green or yellow green, you'll be on your own.
Ok here is the question. Two years ago we were going to build a new house, but got cold feet and backed out (thank god was at height of market) and decided to remodel instead. We had a garage that was 20x20, barely big enough to hold 2 cars if it was clean, and unable to fully open doors to the cars so it was not really a great garage. We decided to turn it into a dining room/sitting room instead since we did not have a dining room and completely remodeled the kitchen as well since it did not need to be a dining room/kitchen any longer. It added about 400 square feet of living space and also allowed us to add a deck off the main level, something we did not have before. (yard is sloped).So fast forward to now and we are considering making a move and wondering what kind of obstacles we will face trying to sell the house. Most houses have a garage where I live (northeast). So if you wanted to buy a house and loved the other aspects of it, would NOT have a garage keep you from buying?
Go here to read this post and all the interesting comments:- http://ths.gardenweb.com/forums/load/realestate/msg0808300019846.html?78
Here are some of the most common issues people have with their garage door. Many garage door problems can easily be fixed with these quick trouble shooting options, but many others do require a specialist.
1. Your operator is not plugged in, or their is not power supplied to the outlet. This is a common issue that is frequently overlooked. Make sure your garage door motor is plugged into a working outlet. If you are unsure if the outlet has power, try plugging in another appliance to make sure the plug is working.
2. Your photo eye's connection is disrupted.Most garage door openers are equipped with photo eyes, which detect if a person or object is in the way of the door as it is closing. If the connection between the sensors is disrupted, the door will stop closing to minimize injury or damage. Check to make sure there is nothing in the way of the photo eyes. Occasionally the eyes can get dirty, so clean the eyes with a tissue. Photo eyes are electronic so make sure they don't get wet.
3.Your torsion spring is broken. This is a very common problem with garage doors. The springs that help lift the door are rated for a certain number of cycles. When the springs snap the motor can no longer lift the door on its own. You should not try to open the door if your spring is broken. A door with a bronken spring can be very dangerous and should be handled by a professional. We do sell springs over the counter but strongly advise having one of our garage door experts replace your broken spring.
4. Your cables are snapped. When an torsion spring breaks, it releases a very large amount of energy and can seriously injure a person or damage a vehicle or wall. Very often when a spring breaks the cable will also break. If you see that the spring is also broken see above.
5. My remote or keyless will not work but the wall button does. If your remote or keyless entry are not working try changing out the batteries. Remotes usually out-live batteries and this may be a simple fix to your problems. If this still does not fix your problem then try to re-program your remote or keypad. Click here to view our operator's page to find instructions to program your remote or keyless entry. If this still does not fix your problem then you may need to replace your remote or keypad. We carry most brands in our store and can get you a new garage door remote today.
If you are having problems and are not located in Northern Nevada click here to find a local Overhead Door dealer in your area.
If you are having a problem not listed above and are in the Northern Nevada area call (775)-322-4621 and we will get your garage door running again as soon as possible. You can also come to our office at 1290 Holcomb Ave. in Reno to view all of our products. We pride ourselves on getting your door running as quickly as we can.
I don't think I could do this but I am sure there are many of you out there that could.....so here's how
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Gravel driveways provide curb appeal for well-landscaped homes. The look is appealing, and usually less expensive than concrete or asphalt driveways. It also lasts longer, up to about 60 years, whereas other driveways need to be re-paved or covered every 5 or 10 years. It is also environmentally friendly. Rain and snow is absorbed into the ground, underneath the gravel, preventing runoff and minimizing flooding risks. Make a gravel driveway to support cars and people, and enjoy the stylish look it can provide the entire home.
Steps
1
Determine the amount of gravel and material that will be needed. There are 3 different levels of gravel will be required. The base level forms a solid foundation, and requires a large, heavy stone. On top of that level goes aggregate material, that includes sand and dirt, which can be compacted onto the base level. The top level is the sifted gravel, including decorative stones and softer pebbles.
Measure the driveway to determine the square footage. Once the square footage is determined, you can calculate the amount of gravel that is needed. Use a gravel calculator, similar to those found online to determine the amount of cubic yards of gravel that will need to be purchased.
2
Purchase the gravel. Gravel material in the 3 different levels can be purchased from quarries, wholesale vendors, and specialty gravel companies. It can often be delivered to your home.
3
Level off the driveway. For a small area, use a shovel, a hoe and a rake to smooth the ground and level off the area in preparation of the gravel. For a larger driveway area, rent a backhoe or a tractor to excavate the land and make it level for the gravel.
4
Pour the gravel. When the materials arrive, fill the driveway with the base material, the middle filling and the crushed pebbles and gravel on top. Level out each layer before adding the next.
5
Stamp the stone. When the driveway has been poured, stamp the gravel to make it secure, and more uniform. Use a handstamper for the smaller driveways, and for a large driveway, rent a roller attachment for a tractor or a compactor.
6
Maintain the gravel driveway. Fix any potholes or dips that occur in the driveway, especially after heavy rains or snow. Continue to keep the stones compacted and the driveway level.
7
Finished.
Video
Tips
Prevent weeds from popping up through the stones by laying a landscaping fabric down under the scalping, if desired.
Add decorative edging to the driveway to provide a neater finish, and to keep gravel from spreading. This can be done with bricks, larger rocks or even bushes.
Use extra gravel where there is sloping, or holes in the surface.
My (Ideal) Garage Gym
There is the original plyo box. It has been through the ringer and I haven’t had a single issue with it at all. The tire is nice for pulling and dragging, but I don’t use it as much in my new neighborhood.
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Soon after advertising executive Necia Dallas moved into a house in Portland, Ore., she found on her door a detailed, hand-drawn map specifying the curb spots where each resident was permitted to park. The map, left by an anonymous neighbor, indicated that Necia was welcome to park in front of her own house but that it was, “Optional! Because of your driveway. ” Jon Stahl of Seattle also got a parking map as a house-warming gift (pictured above).
