[HISTORY: Adopted by the Fiscal Court of Henderson County 8-28-1990 by Ord. No.
46-1990 (Ch. 151, Apx. A, of the 1993 Code). Amendments
noted where applicable.]
GENERAL REFERENCES
Building Code — See Ch. 101.
Streets and sidewalks — See Ch. 214.
Zoning — See Appendix A.
Subdivision Regulations — See Appendix B.
Public improvement specifications — See Appendix
C.
The Evansville Urban Transportation Study (EUTS) is the designated
Metropolitan Planning Organization (MPO) for the Evansville urbanized
area. Metropolitan planning organizations are federally mandated for
all urban areas with a population over 50,000 in order for the local
governments within the area to be eligible to receive U.S. Department
of Transportation planning and constructions funds. The EUTS Study
Area includes the City of Evansville and all of Vanderburgh County,
the Town of Newburgh and a portion of Warrick County in Indiana, and
the City of Henderson and a portion of Henderson County in Kentucky.
As the federally recognized metropolitan planning organization for
this area, EUTS carries out highway and transit planning, grants management
and traffic studies for these local governments.
A.
This manual was developed for the purpose of establishing guidelines
and standards for the review and approval of driveway access to public
roads. These guidelines apply when a rezoning, a change in land use,
a conditional use permit or a certificate of occupancy is requested,
or where a change in trip generation or traffic patterns is anticipated
due to proposed alteration of a development site. The guidelines contained
herein are based upon engineering analysis and judgment, and are intended
to cover a variety of conditions, regarding various types of residential,
commercial, and industrial access. Certainly, there are many variables
which affect the number, location, and physical dimensions of access
driveways. Thus, no one set of regulations can be expected to apply
to all access situations. Therefore, a range of dimension guidelines
have been developed.
B.
The efficient and safe movement of traffic on a roadway facility
is largely dependent upon the amount and type of roadway interference.
Impediments to traffic flow can result in major decreases in the effective
capacity of a roadway. Serious impediments can result from vehicular
movements to and from residential, commercial, or industrial development
along the facility. Many of these flow impediments are the result
of poor design and development policies such as improper curb cut
location, numerous curb cuts within a short distance, inadequate design
dimensions, and lack of auxiliary lanes where required. These conditions,
which indicate a lack of access management, often occur along strip
developments on major urban arterials.
C.
The term "access management" refers to those efforts intended to
minimize traffic conflicts associated with driveway ingress and egress.
Regulation of the number, location, and design of access is necessary
to assure safe and efficient operation of both the roadway and the
access drive. If driveways are too closely spaced, they reduce the
ability of traffic to enter the roadway, rather than enhance access
opportunities. Poor access can, in turn, adversely impact future economic
development of an area. If drives are poorly designed, turning vehicles
block or slow the major traffic stream, causing unnecessary delay
and creating hazardous conditions.
D.
Access to property from roadways is normally a right of the property
owner. The degree of access, however, can be limited by the public
agency responsible for the route. Access management techniques can
be implemented with two basic legal powers: police power and eminent
domain. The first power allows the responsible public agency to restrict
individual actions for public welfare. The second power allows a public
agency to take property for public use, provided the owner is compensated
for the loss. Police power is sufficient authority for most access
management techniques associated with highway operation, driveway
location, and driveway design.
E.
A comprehensive access management program can minimize traffic conflicts
and accidents; reduce delays for motorists; and lower major capital
expenditures on overburdened highways. Access management techniques
include locational controls and restrictions; geometric design aspects
and traffic operational controls. By enhancing the efficient use of
existing road space, these actions will further Henderson's transportation
systems management goals.
Connection of private property to a public road for vehicular
access may involve various land use and engineering considerations
such as zoning, traffic generation, pavement thickness, drainage,
and roadway geometrics. In order to provide for proper government
review of these considerations, a person requesting access to a public
street may need to obtain the correct zoning, building permit, certificate
of occupancy, and/or driveway approval from the appropriate City/County
governmental agent or agencies. For the purposes of this manual, the
term "responsible authority" contained herein shall apply as indicated
below. The Henderson-Henderson County Planning Commission shall have
the final administrative authority for the access standards contained
herein.
A.
City Engineer/County Engineer: responsible for approval of driveway
requests, and approval of site plans in regard to drainage, pavement
thickness, construction details, and construction inspection.
B.
Henderson-Henderson County Planning Commission: responsible for issuance
of rezoning approvals (which may involve access issues) and administering
the subdivision and other appropriate regulations of the Planning
Commission.
C.
City and County Codes Administrator: responsible for administering
the zoning, issuance of building permits, approval of site plans and
construction inspection.
D.
City and County Board of Zoning Adjustment: responsible for issuance
of conditional use permits and zoning variances.
E.
Evansville Urban Transportation Study: responsible for providing
technical assistance and reviewing major developments for transportation
impacts as requested by the City/County Engineer.
As used in this chapter, the following terms shall have the
meanings indicated:
An auxiliary lane constructed as part of the driveway which
enables egressing vehicles to increase speed prior to entering the
through traffic stream.
The vehicular movement to and from an abutting property to
a street; includes only that part of the driveway that lies within
the established right-of-way limits of the street.
The limiting of access from a street to the abutting property
through curb cut approvals and access management techniques, such
as auxiliary lanes.
The total twenty-four-hour traffic volume computed for an
annual average. The term is commonly abbreviated as "AADT."
That portion connecting the edge of pavement of the public
roadway and the driveway; may include tapers for vehicle deceleration,
acceleration, turning, or other purposes supplementary to through
traffic movements.
An area intended to control vehicle movements or provide
a pedestrian refuge area.
The minimum dimension parallel to a street between the nearest
edge of pavement of an intersecting street and the nearest edge of
a driveway.
A general term used to describe the opening along a curbed
section which vehicles use to ingress to or egress from a site.
An auxiliary lane constructed as part of the driveway which
is used by egressing vehicles to reduce speed prior to entering a
site. The lane also provides some vehicle storage.
Every way or place not in the right-of-way of any public
road, and which is used for vehicular traffic.
A local street or road located parallel to an arterial highway
for service to abutting properties for the purpose of controlling
access on major streets.
Publication detailing traffic control device, general signing,
construction signing, etc. published by the Federal Highway Administration.
An auxiliary lane constructed opposite of the driveway which
enables through traffic to maneuver around vehicles turning left into
a site.
A term denoting the hour of highest vehicular flow. Peak
hour at a site may not correspond to overall peak vehicular flow on
adjacent streets.
A general term denoting a public way for purposes of vehicular
travel, including the entire area within the right-of-way.
The local government agent or agencies responsible for review
and approval of proposed curb cuts or driveways.
A general term denoting land, property, or interest therein,
acquired for or dedicated to public road purposes.
The length of public roadway visible to a driver. Sight distance
requirements for safe vehicle operation exist for all phases of vehicle
operation such as ingress, egress, horizontal and vertical curves,
and intersections.
The portion of the public road used for the movement of vehicles,
exclusive of shoulders and auxiliary lanes.
The number of vehicle trips produced by or attracted to a
specific site. Trip generation is a function of many factors such
as land use, business type and building size.
These procedures and requirements shall apply to all access
to public roads, with the exception of single-family residential driveway
connections. For single-family residential driveway connections, no
approval will be required. However, access approval is required for
entrances to single-family subdivisions.
A.
No person, firm, corporation, or developer shall construct any driveway,
or approach connecting with any public roadway, nor shall any curb
along such roadway be cut or removed without approval from the responsible
authority in accordance with Section 20-24 of the Henderson City Code
and this manual. Any violation of the provisions in this manual shall
constitute a violation of the section cited above.
B.
Any individual seeking driveway approval shall file his or her request
to access a public street with the City/County Engineer for review
by the responsible authority. The City/County Engineer shall review
these requests for compliance with the standards herein by reviewing
all applications for conditional use and building permits rezoning
applications and any other requests to change land use. In addition,
plans for alterations to development sites that could increase trip
generation or change internal traffic patterns affecting access to
the site shall also be reviewed by the City/County Engineer under
these standards. Based on this review, the City/County Engineer shall
be responsible for making all initial driveway determinations within
the allowable range of standards as provided in this manual. After
the review and a determination is made by the City/County Engineer,
requests that are outside of the allowable range of standards or otherwise
do not comply with this manual may be submitted for consideration
by the Henderson Planning Commission as the final authority for appeals
on access matters.
C.
On state routes, an access permit must first be secured through the
Kentucky Transportation Cabinet and must satisfy the requirements
continued in the Kentucky Permits Manual.
D.
The owners or occupants of property abutting any public road shall
maintain and keep in repair all driveways, drainage structures, and
approaches between the back-of-curb or edge of pavement and right-of-way,
but no driveways or approaches shall be constructed or maintained
in a manner as to obstruct or interfere with the roadway, the traffic
thereon, or with any drain or ditch which has been constructed on
or which serves a roadway.
E.
All work on driveways and approaches except routine maintenance such
as driveway sealing shall be done to the satisfaction of the responsible
authority, and the entire expense of constructing driveways and approaches
shall be borne by the person, firm, corporation, or developer to whom
such approval is given.
F.
When any roadway is constructed or substantially improved, the construction
of all public road approaches, existing private approaches and drainage
structures required for roadway protection shall be included as a
part of the improvement of the roadway. The responsible authority
may require the changing of the location of any existing drives, in
the interest of safety to the motoring public, when the roadway is
constructed or reconstructed.
G.
When there is a change in the type of business, land use, or off-street
parking requirements of an existing property, the adequacy of the
existing access will be reviewed by the responsible authority for
approval of existing driveway(s) or for determination of changes in
the location, design, or number of access points that are required.
H.
The expense of relocation or replacement of any and all improvements
within the right-of-way shall be the sole responsibility of the individual
or firm requesting driveway approval.
I.
Access drives and interior parking must be designed so that vehicles
will not be forced to stop on the public roadway due to congestion
of the driveway or parking lot. It will be the owner's responsibility
to examine alternatives for additional access to alleviate congestion
if traffic problems occur at the site on a frequent basis.
J.
No entrance to which these standards apply shall be altered, relocated,
or remodeled without permission of the responsible authority.
K.
The angle of any drive or approach shall be between 75° and 105°
unless otherwise approved by the responsible authority. For a curved
roadway section, the drive angle from the center line of the main
road to the center line of the driveway approach must be between 75°
and 105° from a tangent to the curve at the point of access.
L.
When access to a public street is requested for a loading dock, then
there must be sufficient distance between the dock and right-of-way
to prevent encroachment on the street while parking or maneuvering.
M.
The property owner shall remove as soon as possible any soil or other
material deposited upon a public roadway resulting from construction
or improvement of a driveway so as to provide for unobstructed traffic
flow.
N.
Where the placement of a curb cut or driveway requires that construction
activities be performed within the public right-of-way, advanced warning
and traffic control shall be provided at the property owner's expense
in conformance with the current Manual on Uniform Traffic Control
Devices and any applicable standards adopted by the City/County of
Henderson.
O.
The responsible authority reserves the right to remove or barricade
nonconforming access installations and charge all costs to the property
owner.
P.
All access geometrics, including location, spacing, and auxiliary
lanes, shall be in accordance with the current Henderson City/County
Access Standards Manual and the Kentucky Permits Manual.
A.
For transportation planning and design purposes, highways are classified
by function, according to their operating characteristics and land
access. By developing a functional classification for an area highway
network, design criteria, such as roadway width and access spacing,
can be applied to encourage the use of the road as intended and to
allow individual facilities to function better together as a highway
system. Therefore, the review of access requests should give paramount
consideration to the classification of the affected streets so that
the integrity of the system can be maintained.
B.
For the City and County of Henderson, the functional classifications
and their definitions are shown in Table 1.[1]
[1]
Editor's Note: Table 1 is included as an attachment to this chapter.
A.
Class I — Commercial Entrance: a driveway, or driveways, by
which a street with a raised curb is connected to public or private
property which is multi-residential, commercial, or industrial in
nature.
B.
Class II — Commercial Entrance: a driveway, or driveways, by
which a street without a raised curb, but only shoulder, is connected
to public or private property which is multi-residential, commercial
or industrial in nature.
C.
Class III — Field Entrance: a driveway connecting a street
with unimproved property that is not used commercially (fields or
vacant lots).
Included below are the design standards and common examples
of driveways and approaches. These standards will apply in the majority
of cases, since many combinations can be derived from each figure.
Additional standards which will be required are as follows:
A.
Location of median openings (crossovers). Requests for private or
commercial median openings will not be approved unless the proposed
opening meets the minimum distance requirement, shown in Table 1,[1] from an existing opening. Left-turn lanes will be required
for all new crossovers where the median is wide enough for construction
of the lane. It is the responsibility of the applicant to prove to
the satisfaction of the responsible authority that the location of
the crossover would not be detrimental to the safety of the motoring
public. (See Table 2.[2])
[1]
Editor's Note: Table 1 is included as an attachment to this chapter.
[2]
Editor's Note: Table 2 is included as an attachment to this chapter.
B.
Continuous right-turn lane. A continuous right-turn lane is a combination
of a right-turn acceleration and deceleration lane that is extended
to serve several nearby driveways. It is useful on highway segments
where driveways cannot otherwise accommodate a large volume of right
turns at sufficient speeds to prevent queues from forming in the through
lanes. The advantages of this technique are that it significantly
reduces rear-end accidents by removing turning vehicles at higher
speeds and by eliminating right-turn queues in through lanes. A continuous
right-turn lane is warranted where volumes exceed 15,000 vehicles
per day (vpd), the right turn volume exceeds 20% of the total volume
of traffic traveling in one direction on a highway, development exceeds
60 driveways per mile, and speeds exceed 30 miles per hour (mph).
Figure 1 illustrates the typical application of this technique.[3]
[3]
Editor's Note: Figure 1 is included as an attachment to this chapter.
C.
Compliance with other law. Approval of a driveway does not relieve
the requirement to obtain all other necessary approvals.
D.
Location of traffic devices. No entrance on approach shall be located
or constructed so as to interfere with or prevent the proper location
of necessary highway signs or other traffic control devices.
E.
Location of property line. No part of a driveway, including approach
radii, shall be constructed over a property line. This requirement
does not apply to joint driveways that are constructed with the written
approval of the adjoining property owner.
F.
Drainage requirements. Any improvements authorized by the responsible
authority shall not interfere with drainage of the street or highway.
G.
Minimum construction standards for driveways. The adopted driveway
standards and common examples are shown in Figures 2 through 5.[4] Specified in the figures are the required driveway widths,
radii, and other design features. The standards contained in Figures
2 through 5 are designed to permit safe and efficient ingress and
egress of passenger cars, without impeding mainstream traffic flow.
At those sites which serve or rely on semitrailer combination trucks
for the delivery of merchandise or materials, the minimum driveway
radius shall be 40 feet.
[4]
Editor's Note: Figures 2 through 5 are included as an attachment to this chapter.
A.
The number of driveways and driveway spacing necessary to adequately
serve a site is largely dependent upon trip generation, street capacity
and functional classification, and surrounding land use. As a result,
it is difficult to develop finite standards for every access situation.
However, based upon previous experience and engineering judgment,
no more than two driveways are generally needed to serve most single
tracts of land.
B.
The maximum number of driveways permitted to access property shall
be dependent upon the amount of street frontage and the abutting street
functional classification. A separated one-way entrance and exit will
be considered a single driveway. The following are the minimum requirements
which shall apply to any continuous property under single ownership.
If more stringent requirements apply, such as those for shopping centers
in Section 19.08 of the Henderson City Code, those requirements shall
supersede the requirements below.
|
Commercial Frontage on Arterial
(feet)
|
Number of Driveways
| |
|---|---|---|
|
0 to 200
|
1
| |
|
200 to 400
|
2
| |
|
Over 400
|
To be determined
|
|
Classification
|
Spacing Between Driveways
(feet)
| |
|---|---|---|
|
Local
|
50 minimum*
| |
|
Collector
|
150 minimum*
| |
|
Arterial
|
200 minimum*
|
|
NOTE:
| ||
|---|---|---|
|
*
|
Applies to Class III and IV driveways only.
| |
C.
In locations where commercial frontage is less than 200 feet per
parcel, property owners requesting additional access shall work with
at least one adjacent property owner to construct a shared driveway.
D.
In lieu of shared driveways, where there are several adjacent commercial
establishments, each with a limited frontage or in an undeveloped
area where there is existing zoning which would allow such development
and limited lot size, construction of a frontage road shall be considered
as a condition of any future driveway approval. Individual drives
shall connect directly to a frontage road paralleling the public roadway,
with connections to the public roadway only at two approved locations
along the frontage road. At those locations where a frontage road
is required, and where development will occur over an extended period
of time, the property owner seeking access will construct that portion
of the frontage road within his or her property and will be granted
a temporary access drive to the abutting public roadway. Upon connection
of the frontage road to the public roadway, the temporary access drive
will be removed by the property owner. Frontage roads that parallel
the public roadway should be allowed access points at minimum intervals
of 500 feet. Frontage roads should be set back from the public roadway
in such a manner as to allow adequate storage for entering and exiting
traffic.
A.
Driveways shall be located so as to result in minimal interference
and hazard to traffic flow on the abutting roadway, and to prohibit
the creation of additional congested areas on the roadway. Any relocation
of utilities, roadway signs, signals, lighting devices, or other traffic
operation devices necessitated by the driveway location will be the
responsibility of the developer at no expense to any Henderson City/County
government agency. The responsible authority will designate access
points to be retained, relocated, added or closed to conform with
spacing standards.
B.
The spacing between a driveway and an adjacent street intersection
(corner clearance) should be as great as possible to minimize operational
conflicts. The desirable minimum corner clearances for signalized
and unsignalized intersections are shown in Figure 6.[1] If these corner clearances cannot be met due to corner
properties with insufficient frontage lengths, then one of the following
measures should be taken:
(1)
Left turns should be prohibited at the driveway.
(2)
Access to the corner property should be limited to the collector
or local street approach.
(3)
Common access with a neighboring property should be sought.
[1]
Editor's Note: Figure 6 is included as an attachment to this chapter.
A.
Before a driveway permit is issued for a tract of land, it must be
determined that vehicles can exit from the proposed development with
a minimum of hazard and disruption of traffic flow. Therefore, a driveway
should be located at the point of maximum sight distance along a property
frontage, and be free of shrubbery, signs, and other objects exceeding
3.0 feet in height which obstruct a driver's vision. The desirable
minimum sight distance requirements for driveways are shown in Figure
7.[1] These values are the minimum distances that would permit
the following:
(1)
Upon turning left or right, an exiting vehicle can accelerate to
the operating speed of the roadway without causing approaching vehicles
to reduce their speed by more than 10 miles per hour.
(2)
Upon turning left, an exiting vehicle can clear the near half of
the street without interfering with vehicles approaching from the
left.
(3)
A vehicle turning left into the driveway can safely clear oncoming
through traffic without affecting the speed of the through traffic.
[1]
Editor's Note: Figure 7 is included as an attachment to this chapter.
B.
The minimum sight distances shown in Figure 7 were developed for
urban conditions on level grades. The values should be adjusted appropriately
to account for the effects of grade on vehicle operation.
C.
If the minimum sight distance requirement for a driveway cannot be
met due to placement of shrubbery, signs, or other objects that obstruct
driver vision, then the owner will be notified to remove the obstruction.
Failure to remove said obstructions will result in their removal by
the responsible authority at the expense of the owner.
D.
If the minimum sight distance requirement cannot be met for a specific
turning movement, then that movement shall be prohibited by signs,
pavement markings, and/or restrictive design features at the owner's
expense. Direct access to a parcel will be denied when the required
sight distances cannot be attained and when restrictions to turning
movements to and from the proposed development are not practical or
acceptable. If such conditions occur, indirect access to the property
may be allowed, at the owner's expense, in one of the following ways:
A.
Auxiliary lanes, also called "speed-change lanes," can significantly
enhance the operation and safety of a roadway. Basically, there are
three types of auxiliary lanes: deceleration lanes, acceleration lanes,
and passing blisters. The purpose of a deceleration lane is to allow
turning vehicles to reduce speed and to enter the driveway safely
without creating unnecessary congestion for the roadway through traffic.
A deceleration lane also provides storage for left- or right-turning
vehicles. The purpose of an acceleration lane is to allow vehicles
egressing from a driveway to accelerate to the speed of the through
traffic prior to the merging maneuver. Finally, passing blisters are
intended to provide an additional lane so that through traffic can
maneuver around left-turning vehicles on a two-lane roadway.
B.
Auxiliary lanes should be a minimum of 12 feet. The length of an
auxiliary lane consists of three components: (1) deceleration or acceleration
length, (2) storage length, and (3) entering taper. Desirably, the
total length of the auxiliary lane should be the sum of the lengths
for each of these three components. However, it is common to accept
a moderate amount of deceleration within the through lanes and to
consider the taper as a part of the deceleration length. From this,
the minimum auxiliary lane lengths have been determined based on deceleration
lengths (including taper), and these values are shown in Figure 8.[1] Additional storage length may be required for the auxiliary
lane in order to avoid the possibility of vehicles stopping in the
through lanes, as well as avoiding the auxiliary lane from being blocked
by vehicles stopped in the through lane waiting for a signal change.
This storage length, exclusive of taper, should be based on the number
of turning vehicles likely to arrive in a two-minute period during
the peak hour. As a minimum requirement, storage length for at least
two passenger cars should be provided. For locations where there is
over 10% truck traffic, space should be provided for at least one
car and one truck.
[1]
Editor's Note: Figure 8 is included as an attachment to this chapter.
C.
Auxiliary lanes shall be required when the conditions warrant as
shown in Table 3,[2] or where special site characteristics such as topography,
sight distance, or proximity to an intersection make such lanes necessary
for safety or traffic flow purposes. At locations where insufficient
public right-of-way exists, the city or County may acquire, upon agreement
with and at the expense of the applicant, additional right-of-way
and require installation of the necessary auxiliary lanes.
[2]
Editor's Note: Table 3 is included as an attachment to this chapter.
D.
In order to determine if the conditions shown in Table 3 for auxiliary
lanes are met, applicants may provide estimates of the daily and peak
hour traffic generated by the proposed development. These trip generation
estimates shall be based upon standard trip generation rates, such
as those found in the ITE Trip Generation Manual. If the applicant
cannot or does not wish to provide such estimates, the trip generation
of the proposed development will be determined by the responsible
authority.
The following sections present examples of additional access
management techniques for traffic control of various types of driveway
problems. These examples of access control techniques describe the
problems that can be corrected by the control, and they also present
specific warrants for their use. Since situations will vary according
to the traffic volume and roadway geometrics at a particular site,
these access control techniques will not provide a solution to all
access problems. However, they do provide possible solutions to some
of the more common types of problems encountered at driveway access
points.
A.
Median channelization to prevent left turn maneuvers.
(1)
This technique controls access on roadways by preventing left turns
in and out of driveways. These turns are restricted by channelizing
the medians on divided roadways to physically prevent vehicles from
crossing. This type of channelization is shown in Figures 9 and 10.[1]
[1]
Editor's Note: Figures 9 and 10 are included as an attachment to this chapter.
(2)
This technique is warranted on multilane divided roadways with speeds
of 30 miles per hour to 45 miles per hour, traffic volumes greater
than 5,000 vehicles per day (vpd), and more than 30 driveways per
mile. This technique is warranted at driveways where safety problems
are caused by a small number of left-turn maneuvers. The prohibited
turning volume should not exceed 100 vehicles per day. This technique
may also be justified at sites that meet accident warrants.
B.
Locate driveway opposite a three-leg intersection or driveway and
install signals where warranted.
(1)
Where traffic signal warrants can be satisfied, this technique involves
locating a driveway opposite a three-leg intersection either during
the driveway approval process or by relocating an existing driveway.
Since traffic operations along an arterial are affected by the number
and location of driveways, interference to the traffic operations
should be reduced by constructing an additional driveway opposite
an existing intersection. As the number of access points on an arterial
decreases, the quality of traffic flow will generally improve. Due
to the greater separation between access points, a more efficient
progression speed for through vehicles should be achieved. The installation
of traffic signals helps to regulate vehicle speeds and controls the
turning movements.
(2)
This technique is warranted on all types of roads where there is
enough frontage available to locate a driveway opposite a three-leg
intersection or driveway, or an existing driveway is being relocated,
the separation distance before relocation should be less than 300
feet. There should be a minimum of 30 driveway-to-driveway movements
during the peak hour, or 150 per day for a signalized location. The
cross-street volume should be greater than 1,000 vehicles per day
and the highway volume should not exceed 10,000 vehicles per day.
All traffic signal installations must meet the warrants in the Manual
on Uniform Traffic Control Devices.
C.
Install channelizing island to prevent left-turn movements.
(1)
This driveway design technique controls access by preventing left-turn
ingress and egress movements. The left-turn movements are prohibited
by a channelizing island in the driveway throat. Examples of this
technique are shown in Figures 11, 12, and 13.[2]
[2]
Editor's Note: Figures 11, 12 and 13 are included as an attachment to this chapter.
(2)
This control is warranted on undivided roads with speeds of 30 miles
per hour to 45 miles per hour, traffic volumes greater than 3,000
vehicles per day, and minimum driveway volumes of 1,000 vehicles per
day. The prohibited turns should number less than 100 vehicles per
day. High left-turn accident rates will also warrant this technique.
D.
Install isolated median and deceleration lane to store left-turning
vehicles.
(1)
The objective of this technique is to remove turning vehicles from
the through lanes at a major driveway. Improvements in the operation
of left turns result from the isolated median and deceleration lane
which stores the left-turning vehicles. This should reduce the frequency
and severity of rear-end accidents at the driveway. The frequency
of left-turn accidents should also be reduced because the turning
drivers are allowed additional perception time. An example of this
technique is shown in Figure 14.[3]
[3]
Editor's Note: Figure 14 is included as an attachment to this chapter.
(2)
This control measure is warranted on all undivided roads. Typical
locations for this control would be on roads that have fewer than
30 driveways per mile, highway volumes greater than 10,000 vehicles
per day, and driveway volumes greater than 1,000 vehicles per day.
The left-turn volume should be a minimum of 100 vehicles per hour
(vph) during the peak period.
E.
Install left-turn deceleration lane instead of right-angle crossover.
(1)
This median treatment facilitates left-turn access to a driveway
by providing a left-turn deceleration lane in place of a right-angle
crossover. This technique is similar to the previous one, since the
objective of this method is also removing turning vehicles from the
through lanes. This reduces the frequency and severity of rear-end
and left-turn accidents. This technique should only be considered
where a median opening exists and there is sufficient median width
for a deceleration lane. This is shown in Figure 15.[4]
[4]
Editor's Note: Figure 15 is included as an attachment to this chapter.
(2)
The potential locations for this application include all multilane
divided highways with median widths of 14 feet or greater. A median
opening must exist to allow for turning maneuvers. The development
surrounding the type of installation should have fewer than 45 driveways
per mile with major driveways or intersections 1/4 mile to 1/2 mile
apart. The highway speed should exceed 35 miles per hour, the highway
volume should exceed 10,000 vehicles per day, and the driveway volume
should be a minimum of 1,000 vehicles per day. Left turns should be
approximately 10% of the peak period traffic volume.
F.
Increase storage capacity of an existing left-turn deceleration lane.
(1)
The purpose of this access management technique is to increase the
storage capacity of a left-turn deceleration lane when the storage
capacity becomes insufficient to accommodate the turning volume. The
design of this technique consists of two alternatives. These alternatives
consist of lengthening an existing storage lane where sufficient median
length is available or widening the highway to facilitate left-turn
maneuvers from two lanes. These alternatives are shown in Figures
16 and 17.[5]
[5]
Editor's Note: Figures 16 and 17 are included as an attachment to this chapter.
(2)
The potential locations for this improvement are all multilane divided
highways with existing deceleration lanes that have insufficient storage
lengths. The highway section should have fewer than 45 driveways per
mile with major driveways or intersections 1/4 mile to 1/2 mile apart.
The driveway volume should exceed 1,000 vehicles per day and the highway
volume should be a minimum of 10,000 vehicles per day.
G.
Install an additional exit lane on driveway.
(1)
This method of access management involves construction of an additional
driveway exit lane to better facilitate egress movements. The left-
and right-turn egress movements are made more efficiently since drivers
are not delayed by egress vehicles waiting to turn in the opposite
direction. The egress capacity of the driveway is increased by the
construction of this lane, which should result in a decrease in total
driveway delay. An example of an additional lane for a driveway is
shown in Figure 18.[6]
[6]
Editor's Note: Figure 18 is included as an attachment to this chapter.
(2)
This technique can be used for all highway types that have driveways
that are congested due to all egress movements using a single lane.
The highway speeds should be 30 miles per hour or greater, and the
highway volumes should exceed 5,000 vehicles per day. The driveway
volume should exceed 1,000 vehicles per day, with at least 500 of
these vehicles being egressing vehicles.
American Association of State Highway and Transportation Officials,
A Policy on Geometric Design of Highways and Streets, Washington,
D.C., 1984.
Dia, Hussin F., and Fricker, Jon D., Access Control for Local
Roads and Streets in Small Cities and Rural Areas, Highway Extension
and Research Project for Indiana Counties and Cities, West Lafayette,
Indiana, 1986.
Evansville Urban Transportation Study, Access Standards Manual,
Evansville, Indiana, 1988.
Flora, John W., et al, Access Management for Streets and Highways,
U.S. Department of Transportation, Washington, D.C., 1982.
Indiana Department of Highways, Driveway Permit Handbook, Indianapolis,
Indiana, 1986.
Kentucky Transportation Cabinet, Permits Manual Frankfort, Kentucky,
1988.
Owensboro Urbanized Area, Access Management Manual, Owensboro,
Kentucky.
Stover, Virgil G. and Koepke, Frank J., Transportation and Land
Development, Institute of Transportation Engineers, Washington, D.C.,
1988.
