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OCR for page 32
32 Guide for the Geometric Design of Driveways
another cue such as parallel traffic, a slope, or a guide strip is present, their veer can be expected
to be relatively constant during that crossing (5-4). As a result, if someone crossing a driveway
initially has a 10-degree bearing error, they will likely continue in that direction. The wider the
driveway, the greater the chances are that pedestrians are farther from the sidewalk when they
reach the far side of the driveway. On a 20-foot crossing, a pedestrian with a slight veer might be
just outside the sidewalk area, and be able to easily locate the sidewalk by reaching out with a cane.
On a 30- or 40-foot crossing with the same veer angle, a pedestrian may no longer be able to easily
locate the sidewalk on the far side of the driveway area. A cut-through median, a textured pedes-
trian crossing, or a delineating guide strip across the driveway width might mitigate this situation
on a wide driveway. Guidance strips are sometimes installed in the sidewalk to help guide pedes-
trians with impaired vision across wide driveways. However, there is little current research on the
ability of pedestrians with impaired vision to use these guidance strips effectively (5-5).
Drivers may be more likely to yield to pedestrians if there is a wide landscape strip between the
curbline and the sidewalk or an auxiliary deceleration lane, so the vehicle turning into the drive-
way can stop outside of the main travel lane of the roadway.
For pedestrians with impaired vision, it can be helpful if the driveway design discourages
vehicle encroachment onto the sidewalk area. Also, identifying the appropriate time to cross the
driveway can be a problem at a busy driveway--this problem may not be amenable to a geomet-
ric remedy, except one that discourages high vehicular speeds.
Public Transit Facilities
The driveway designer should consider the location of transit routes and stops in the vicinity
of the driveway. The following problems can arise when driveways and transit stops are too close
to each other:
· A stopped transit vehicle blocks the driveway.
· Transit patrons block the driveway.
· Standing transit patrons are uncomfortably close to driveway traffic.
· Standing transit patrons block drivers' lines-of-sight.
Exhibit 5-12 illustrates that a bus stop should be located to avoid blocking a driveway and
set back a sufficient distance from the driveway to help ensure adequate sight distance. In many
cases, a transit stop on the far side of the driveway connection with the roadway is preferable to
one on the near side, because far-side bus stops do not interfere with vehicles turning right into
driveways and do not block the line of sight to the left of motorists exiting the driveway. When
possible, bus stops or driveways may need to be relocated to reduce conflicts with each other.
Exhibit 5-13 provides guidance on the location and design of bus stops near driveways. Details
on bus stop location and design can be found in TCRP Report 19: Guidelines for the Location and
Design of Bus Stops (5-6).
Exhibit 5-12. Bus stop locations near driveways.
