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Transportation Association of Canada

Geometric Design Guide

for Canadian Roads

CHAPTER 8 - ACCESS

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June 2017
 DISCLAIMER

This Guide is not intended to be used as a basis for establishing civil liability.

The material presented in this text was carefully researched and presented. However, no
warranty expressed or implied is made on the accuracy of the contents or their extraction
from reference to publications; nor shall the fact of distribution constitute responsibility by
TAC or any researchers or contributors for omissions, errors or possible misrepresentations
that may result from use of interpretation of the material contained herein.

Designers should confirm that the selected design elements are consistent with local
legislation, regulation and by-laws before implementing them.

Copyright 2017 by
Transportation Association of Canada
401-1111 Prince of Wales Drive
Ottawa, ON K2C 3T2
Tel. (613) 736-1350 - Fax (613) 736-1395
www.tac-atc.ca

ISBN 978-1-55187-628-3
 TAC REPORT DOCUMENTATION FORM

Title and Subtitle

Geometric Design Guide for Canadian Roads: Chapter 8 -Access

Report Date Coordinating Agency and Address ITRD No.

June 2017 Transportation Association of Canada

401-1111 Prince of Wales Dr., Ottawa, ON K2C 3T2

Author(s) Corporate Affiliation(s) and Address(es)

Michael Chiu, WSP I MMM Group (Project Manager) WSP I MMM Group Limited
Carl Clayton, Stantec Consulting (Co-Project Manager) 100 Commerce Valley Drive West
Geoff Millen, WSPI MMM Group Thornhill, ON L3T OAl
Jim Dowell, WSPIMMM Group
Jeff Ward, WSPIMMM Group Stantec Consulting Ltd.
Dr. John Robinson, Flood Murray 10160 - 112 Street
Dean Cooper, Stantec Consulting Edmonton, AB TSK 2l6
Dr. Alison Smiley, Human Factors North
Tom Smahel, Human Factors North
Gavin Davidson, Alta Planning
Jeff Olson, Alta Planning
Isabelle Groulx (Editor), Stantec Consulting
Senior Review Panel
Dr. John Morrall, Canadian Highways Institute
Gerry Smith, GCS Technology
Dr. R.J. Porter, VHB

Abstract Keywords
The Geometric Design Guide for Canadian Roads contains the current design and human
factors research and practices for roadway geometric design. It replaces the 1999 edition Planning ofTransport
of the Guide and subsequent revisions. The Guide provides guidance to planners and Infrastructure
designers in developing design solutions that meet the needs of a range of users while Traffic and
addressing the context of local conditions and environments. Design guidelines for Transport Planning
freeways 1 arterials, collectors, and local roads 1 in both urban and rural locations are Access road
included as well as guidance for integrated bicycle and pedestrian design. Canada
Classification
The Guide is organized into ten chapters to cover the entire design process from design
Entrance
philosophy and roadway classification to design parameters and specific guidelines for
Highway
the safe accommodation of vehicles, cyclists and pedestrians on linear road elements
Junction
and at intersections. The chapters are: Design Philosophy; Design Controls, Classification
Layout
and Consistency; Alignment and Lane Configuration; Cross Section Elements; Bicycle
Level of service
Integrated Design; Pedestrian Integrated Design; Roadside Design; Access; Intersections;
Main road
and Interchanges.
Secondary road
Chapter 8 -Access provides guidelines for access management for the full range of road Service road
classifications. Guidance is provided for each classification of roadway in balancing Traffic lane
traffic mobility needs and access to adjacent lands. Design guidance is provided for Turning
access location and geometrics and the use auxiliary lanes, two-way left-turn lanes and
service roads to accommodate access in a safe manner.

Supplementary Information
Index is available at www.tac-atc.ca
Chiu, M., Clayton, C., Millen, G. et al. 2017. Geometric Design Guide for Canadian Roads: Chapter8-Access. Ottawa, ON:
Transportation Association of Canada.
Geometric Design Guide for Canadian Roads
Chapter 8 Access

Acknowledgements
The Geometric Design Guide for Canadian Roads was developed under supervision of a Project Steering
Committee (PSC) of volunteer members. Their participation and commitment throughout the project is
gratefully acknowledged. The preparation of the Guide was carried out by a consulting team of
practitioners from the WSP IMMM Group and Stantec Consulting Ltd.

Transportation Association of Canada (TAC) and the consulting team wish to acknowledge the TAC
Geometric Design Standing Committee for initiating and supporting the development of the Guide. A
thank you is also extended to the TAC members who funded this project and who participated on the
PSC. Their efforts in reviewing the document and providing guidance throughout the duration of the
project are greatly appreciated.

TAC gratefully acknowledges the dedication and leadership of the Project Co-Chairs, Mr. Eric
Christiansen and Mr. John Hammer as well as the consulting team. The efforts ofTAC staff are also
appreciated.

A substantial portion of this Guide includes the contents adapted from the 1999 Geometric Design Guide
for Canadian Roads, which was an update to the 1986 Manual of Geometric Design Standards for
Canadian Roads and the 1995 Urban Supplement to the Geometric Design Guide for Canadian Roads.
The efforts of the authors involved in the previous editions of the Guide are acknowledged.

June 2017
 Geometric Design Guide for Canadian Roads
Chapter 8 - Access

Funding Partners
Transport Canada
Alberta Transportation
British Columbia Ministry of Transportation and Infrastructure
Manitoba Infrastructure
New Brunswick Transportation and Infrastructure
Newfoundland and Labrador Transportation and Works
Government of the Northwest Territories
Nova Scotia Transportation and Infrastructure Renewal
Ministry of Transportation Ontario
Prince Edward Island Transportation, Infrastructure and Energy
Ministere des Transports, de la Mobilite durable et de l'Electrification des transports du Quebec
Saskatchewan Highways and Infrastructure
Yukon Department of Highways and Public Works
City of Calgary
City of Edmonton
Halifax Regional Municipality
City of Moncton
Ville de Montreal
City of Ottawa
Region of Peel
City of Saskatoon
City of Toronto
Regional Municipality of Waterloo
City of Winnipeg
Translink
Canadian Society for Civil Engineering
Insurance Corporation of British Columbia

ii June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 - Access

Project Steering Committee

Eric Christiansen, Manitoba Infrastructure (Co-Chair)

John Hammer, Regional Municipality of Waterloo (Co-Chair)

Keith Boddy, Nova Scotia Transportation and Infrastructure Renewal

John Bolger and Olaf Homann, City of Calgary

Robin Casavant and Alexandra Turcza, City of Edmonton

Brian Crist and Terry Bidniak, Yukon Department of Highways and Public Works

David Currie and Larry Purcka, Government of Northwest Territories

Olha Do bush and Gayle Bursey, Region of Peel

Said Easa, Canadian Society for Civil Engineering

Darrell Evans, Prince Edward Island Transportation, Infrastructure and Energy

Sylvain Felton, Ville de Montreal

Margaret Gibbs, Insurance Corporation of British Columbia

Rachel Jamieson, TransLink

Bill Kenny, Alberta Transportation

Sukhy Kent, Saskatchewan Highways and Infrastructure

Steven Kodama and Stephen Buckley, City of Toronto

David LeBoutillier, City of Saskatoon

Bruno Marquis, Ministere des Transports, de la Mobilite durable et de l'Electrification des

transports du Quebec
Jo-Anne Moore and Anna Valliant, City of Ottawa

John Morrissey, Newfoundland and Labrador Transportation and Works

Michael Pearsall and Joe Bucik (in memoriam), Ministry ofTransportation Ontario

Stephanie Roller, Transport Canada

Brian Sorensen, New Brunswick Transportation and Infrastructure

Jeff Spares, Halifax Regional Municipality

Scott Suderman and Neil Myska (in memoriam), City of Winnipeg

Jemay Zheng and Darwin Tyacke, British Columbia Ministry of Transportation and Infrastructure

Sandra Majkic, Transportation Association of Canada (Project Manager)

June 2017 iii

 Geometric Design Guide for Canadian Roads
Chapter 8 -Access

Consulting Team

Michael Chiu, WSP I MMM Group (Project Manager)

Carl Clayton, Stantec Consulting (Co-Project Manager)

Geoff Millen, WSP I MMM Group

Jim Dowell, WSPIMMM Group

Jeff Ward, WSPIMMM Group

Dr. John Robinson, Flood Murray

Dean Cooper, Stantec Consulting

Dr. Alison Smiley, Human Factors North

Tom Smahel, Human Factors North

Gavin Davidson, Alta Planning

Jeff Olson, Alta Planning

Isabelle Groulx (Editor), Stantec Consulting

Senior Review Panel:

Dr. John Morrall, Canadian Highways Institute

Gerry Smith, GCS Technology

Dr. R.J. Porter, VHB

iv June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

Foreword

BACKGROUND TO THE GUIDE

In 1999 the Transportation Association of Canada relased the Geometric Design Guide for Canadian
Roads, which was an update to the previous editions and it included contents from the 1995 Urban
Supplement to the Geometric Design Guide for Canadian Roads. Since the publication of the 1999
Guide, a number of revisions have been made to the Guide to reflect evolving research findings and
practices.
This edition of the Geometric Design Guide for Canadian Roads contains the current design and human
factors research and practices for roadway geometric design. It replaces the 1999 edition and
subsequent revisions made to that Guide.

PURPOSE OF THE GUIDE

The Guide provides guidance to planners and designers in developing design solutions that meet the
needs of a range of users while addressing the context of local conditions and environments. Design
guidelines for freeways, arterials, collectors, and local roads, in both urban and rural locations are
included as well as for integrated bicyclist and pedestrian design. Contents from the 1999 Guide are
refreshed and reformatted with significant updates or additions made in the following areas:
Design Exceptions
Increasing constraints in urban areas, environmental factors, cost effectiveness concerns, and growing
community demands for context sensitive design solutions, are all putting pressure on road agencies
and design professionals to think differently and adaptively about the application of current design
practices. Practitioners must be able to recognize and explicitly evaluate differences in road safety
performance between design alternatives. Emerging road safety research and knowledge are beginning
to provide practical and reliable tools to address safety performance forecasting. Guidance on how to
evaluate and document design exceptions is included in the Guide.
Roadside Design
Research has shown that collisions with fixed objects account for approximately 30% of all fatal
collisions in North America and an additional 10% of road fatalities are attributable to non-collision
rollovers caused by roadside factors. Roadside design clearly has a key role to play in improving road
safety. Research in this area is very active and was adapted for the Canadian context and included in this
Guide.
Human Factors
In formulating early geometric design standards, highway designers relied on a common-sense
understanding of drivers and used estimates of driver characteristics in mechanistic models to simulate
behaviour and calculate design requirements. While this approach worked well for many years, roads
have become more crowded and the roadway network has grown more complex. Human error is a
contributing factor in crashes, and forgiving geometric design may reduce the severity or prevent many
of these crashes. Human factors design principles are incorporated into each section of this Guide.

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

Intersections and Modern Roundabouts

The geometric design of intersections directly affects both traffic operations and road safety outcomes.
As travel demand continues to increase with the increasing urbanization of our population base across
the country, intersection designs are also evolving. Current practices are included in this Guide.
Active Transportation
Accommodating pedestrians, cyclists and disabled persons more appropriately within the road
environment is becoming a high and widely supported priority. However, the safety implications of such
designs are not always well understood. This edition of the Guide addresses the accommodation of
active transportation modes on Canada's road system with the sections on pedestrians and cyclists
completely updated and developed to reflect the current practice.

CONTENT OF THE GUIDE

The organization of this Guide has been revised from previous editions with the contents arranged into
ten chapters as follows:
1- Design Philosophy

2 - Design Controls, Classification and Consistency

3 - Alignment and Lane Configuration
4 - Cross Section Elements
5 - Bicycle Integrated Design
6 - Pedestrian Integrated Design
7 - Roadside Design
8- Access
9 - Intersections
10 - Interchanges

CHAPTER 8

Chapter 8 -Access provides guidelines for access management for the full range of road classifications.
Guidance is provided for each classification of roadway in balancing traffic mobility needs and access to
adjacent lands. Design guidance is provided for access location and geometrics and the use auxiliary
lanes, two-way left-turn lanes and service roads to accommodate access in a safe manner.

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Chapter 8 - Access

CONTENTS
8.1 INTRODUCTION ............................................................................................................................... 1
8.1.1 General ............................................................................................................................... 1
8.1.2 Access Management And Safety ........................................................................................ 2
8.1.3 Building Set-Back Guidelines .............................................................................................. 6
8.1.4 Pedestrian and Cyclist Considerations ............................................................................... 7
8.1.5 Capacity Considerations ..................................................................................................... 7
8.2 ACCESS MANAGEMENT AND FUNCTIONAL CLASSIFICATION ................................................ 8
8.2.1 Overview ............................................................................................................................. 8
8.2.2 Access Types ...................................................................................................................... 8
8.2.2.1 Public Road Access ............................................................................................ 8
8.2.2.2 Commercial Access ............................................................................................ 8
8.2.2.3 Industrial Access ................................................................................................. 8
8.2.2.4 Residential Access ............................................................................................. 9
8.2.2.5 Rural Recreational Access ................................................................................. 9
8.2.2.6 Country Multi Residential Access ....................................................................... 9
8.2.2.7 Farmstead Access .............................................................................................. 9
8.2.2.8 Field Access ........................................................................................................ 9
8.2.2.9 Utility Access ....................................................................................................... 9
8.2.2.10 Resources Access ............................................................................................ 1O
8.2.3 Access Classification System ........................................................................................... 10
8.3 ACCESS MANAGEMENT BY DESIGN CLASSIFICATION .......................................................... 11
8.3.1 Freeways ........................................................................................................................... 11
8.3.2 Expressways ..................................................................................................................... 12
8.3.3 Arterials ............................................................................................................................. 13
8.3.4 Collectors .......................................................................................................................... 13
8.3.5 Local Roads ...................................................................................................................... 14
8.4 ACCESS CONFIGURATION .......................................................................................................... 14
8.4.1 Distance from Curves ........................................................................................................ 14
8.4.2 Distance from Bridges ....................................................................................................... 14
8.4.3 Distance from Interchanges And Intersections ................................................................. 14
8.4.4 Distance From Railways ................................................................................................... 15
8.4.5 Geometry .......................................................................................................................... 15
8.4.6 Intersection and Crossing Sight Distance ......................................................................... 15
8.4.7 Gradients ........................................................................................................................... 15
8.4.8 Skew Angles ..................................................................................................................... 15
8.4.9 Turning Radii ..................................................................................................................... 15
8.4.10 Auxiliary Lanes .................................................................................................................. 16
8.4.11 Signalized Access Spacing ............................................................................................... 16

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 Geometric Design Guide for Canadian Roads
Chapter 8 -Access

8.5 CONTINUOUS RIGHT-TURN AUXILIARY LANES ON DIVIDED ARTERIALS ........................... 16

8.5.1 General ............................................................................................................................. 16
8.5.2 Design Elements ............................................................................................................... 22
8.5.2.1 Warrants ........................................................................................................... 22
8.5.2.2 Width ................................................................................................................. 22
8.5.2.3 Introduction and Termination ............................................................................ 22
8.5.2.4 Driveway Location, Spacing and Design .......................................................... 22
8.6 TWO-WAY LEFT-TURN LANES .................................................................................................... 28
8.6.1 General ............................................................................................................................. 28
8.6.2 Width ................................................................................................................................. 29
8.6.3 Application ......................................................................................................................... 30
8.6.3.1. Explicit Evaluation Of Safety ............................................................................. 31
8.7 SERVICE (FRONTAGE) ROADS ................................................................................................... 32
8. 7 .1 General ............................................................................................................................. 32
8.7.2 One-Way Service (Frontage) Roads ................................................................................. 34
8.7.3 Two-Way Service (Frontage) Roads ................................................................................. 36
8.8 CORNER CLEARANCES AT MAJOR INTERSECTIONS ............................................................. 43
8.8.1 General ............................................................................................................................. 43
8.8.2 Suggested Minimum Corner Clearance Dimensions ........................................................ 45
8.9 DRIVEWAYS ................................................................................................................................... 46
8.9.1 General ............................................................................................................................. 46
8.9.2 Operational Considerations .............................................................................................. 46
8.9.3 Sight Distance ................................................................................................................... 48
8.9.4 Turning Characteristics ..................................................................................................... 49
8.9.5 Width ................................................................................................................................. 50
8.9.6 Angle of Driveway ............................................................................................................. 50
8.9. 7 Corner Clearances At Minor Intersections ........................................................................ 51
8.9.8 Spacing of Adjacent Driveways ........................................................................................ 51
8.9.9 Spacing Considerations For Driveways On Opposite Sides Of The Road ....................... 53
8.9.10 Clear Throat Lengths ........................................................................................................ 56
8.9.11 Grades .............................................................................................................................. 57
8.9.12 Pedestrian and Bicycle Crossing Considerations ............................................................. 59
8.10 CULS-DE-SAC ................................................................................................................................ 59
REFERENCES ............................................................................................................................................ 61

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Tables

Table 8.1.1: Effect of Control of Access on Collisions and Fatalities in Urban and Rural Areas .................. 2
Table 8.1.2: Effect of Median Type on Collision Rates by Number of Access Points .................................. 5
Table 8.1.3: Effect of Median Type on Collision Rates by ADT .................................................................... 6
Table 8.2.1: Access Levels Keyed to Road Type ....................................................................................... 11
Table 8.5.1: Advantages and Disadvantages of Continuous Right-Turn Auxiliary Lanes
for the Provision of Access Along Divided Arterial Roads ..................................................... 18
Table 8.6.1: Advantages and Disadvantages of Two-Way Left-Turn Lanes .............................................. 31
Table 8.7.1: Advantages and Disadvantages of Service Roads Adjacent to and Paralleling a
Major Urban Road ................................................................................................................... 34
Table 8.9.1: Typical Drivewa)'Dimensions .................................................................................................. 50
Table 8.9.2: Maximum Number of Driveways Based on Property Frontage .............................................. 53
Table 8.9.3: Suggested Minimum Clear Throat Lengths for Major Driveways ........................................... 56

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

Figures
Figure 8.1.1: Collision Rate on Selected Types of Highway by Number of Business Accesses
per Kilometre .......................................................................................................................... 3
Figure 8.1.2: Collision Rate on Selected Types of Highway by Number of At-Grade Intersections
per Kilometre .......................................................................................................................... 4
Figure 8.2.1: Trip Stages .............................................................................................................................. 9
Figure 8.5.1: Channelizing Island Intersection Arrangement with Two-Way Accesses
Along Auxiliary Lane of a Divided Arterial ............................................................................. 19
Figure 8.5.2: Auxiliary Lane Mid-Block Access for Major Developments ................................................... 20
Figure 8.5.3: Typical Auxiliary Lane Introduction and Termination ............................................................. 21
Figure 8.5.4: Auxiliary Lane Accesses, Minimum Spacing ......................................................................... 23
Figure 8.5.5: Channelizing Island Intersection Arrangement With One-Way Angled Accesses
Along Auxiliary Lane of a Divided Arterial ............................................................................. 24
Figure 8.5.6: Simple Radius Intersection Arrangement with Two-Way Accesses Along
Auxiliary Lane of a Divided Arterial ....................................................................................... 26
Figure 8.5.7: Simple Radius Intersection Arrangement with One-Way Angled Accesses
Along Auxiliary Lane of a Divided Arterial ............................................................................. 27
Figure 8.6.1: Typical Two-Way Left-Turn Lane (TWLTL) ........................................................................... 29
Figure 8.6.2: Collision Modification Factor vs. Access Points per km for TWLTLs .................................... 32
Figure 8. 7.1: One-Way Service Road I Cross Roadway Intersection Treatment ....................................... 36
Figure 8.7.2: Crossing Conflicts at Intersections with Parallel Two-Way Service (Frontage) Roads ......... 38
Figure 8.7.3: Two-Way Service Road I Cross Road Intersection Treatment,
Cross Road Volumes< 2000 veh/d, Unsignalized lntersection ............................................. 39
Figure 8.7.4: Two-Way Service Road I Cross Road Intersection Treatment,
Cross Road Volumes> 2000 veh/d, Signalized lntersection ............................................... .41
Figure 8.7.5: Two-Way Service Road I Cross Road Intersection Treatment,
Cross Road Volumes > 5000 veh/d, Signalized Intersection ................................................ 42
Figure 8.8.1: Intersection Boundaries ......................................................................................................... 43
Figure 8.8.2: Suggested Minimum Corner Clearances to Accesses or Public Lanes
at Major Intersections ............................................................................................................ 44
Figure 8.9.1: Left-Turn Restrictions, Undivided Road ................................................................................. 48
Figure 8.9.2: Driveway Spacing Guidelines - Locals and Collectors ......................................................... 52
Figure 8.9.3: Spacing Considerations for Opposing Driveways ................................................................. 55
Figure 8.9.4: Driveway Grades ................................................................................................................... 58

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Geometric Design Guide for Canadian Roads
Chapter 8 Access

8. ACCESS

8.1 INTRODUCTION
8.1.1 GENERAL
The purpose of this chapter is to provide guidelines with respect to access management for a full range
of road classifications, from freeways to local rural and urban roads.
Access management is a comprehensive process through which a provincial or municipal jurisdiction
effectively manages the provision of access to the public road system for new development or re-
development. The primary objective is to provide safe and orderly access consistent with the functional
and operational requirements of the public roads and the accessibility needs of the adjacent land uses.
The degree of access control is directly related to the functional classification of the individual road, as
discussed in Chapter 2. At the upper end of the classification system, including freeways and
expressways, where mobility is the primary function, direct access is prohibited. Conversely, at the
lower end, for local roads and public lanes (alleys), the provision of access to adjacent land uses is the
primary function, and therefore few access controls are needed to protect the orderly movement of
through traffic. However, it is desirable to utilize driveway design guidelines along the local roads to
provide safer and more orderly turning movements and appropriate accommodation of pedestrians and
cyclists.
The effective management and control of access is most important for arterials, where the function is
traffic mobility and meeting the operational needs of through traffic. For collectors, the management of
access is beneficial, but not as significant as for the arterials. Collectors provide a balance between
traffic mobility and access to adjacent lands.
Access management and land use controls are complementary functions, which call for close co-
ordination of transportation engineering and land use planning activities. The road system is normally
designed to effectively serve the access requirements of adjacent land uses, while preserving the overall
network's ability to meet the regional traffic needs.
Although vehicular traffic is the primary concern of access management, the needs of cyclists,
pedestrians and persons with disabilities should be integrated into the overall access design for
developments, and more specifically the layout and design of driveways.
Effective access management is normally achieved by the responsible jurisdictions through the
implementation of a comprehensive program with the following typical components:
• statutes
• zoning regulation
• geometric design standards and local policies, related to traffic requirements
• driveway permit requirements.
Statutes are normally provincial laws or civic by-laws which designate parts of the road system where
access is either totally prohibited or at least severely restricted. Such statutes normally pertain to
freeways, expressways and selected major arterials.
Zoning regulations can effectively control the trip generation rates of new land development and re-
development along selected roads, which in turn determines the level of accessibility required. The

June 2017 1
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

requirements for providing off-street parking and loading areas are also typical municipal zoning
regulations which affect access requirements and assist in the safe operation of the adjacent road
system. Large off-street parking areas create high volume driveways which require careful consideration
for their location and design based on operational needs.
To provide proper design, appropriate operational characteristics and uniformity, road authorities may
publish a set of design guidelines specifying the requirements for the installation of new driveways or
changes in use to existing driveways, including such elements as width, curb radii, intersection angle,
spacing, corner clearances, sight distance, and grades. The guidelines are frequently based on the types
and volumes of vehicles expected to utilize the driveway.
Permits are required from the road authority for the construction of new driveways, or the modification
of existing driveways, along all or designated portions of the road network. In this manner, the road
authority may specify any special requirements for the provision of access along a road, such as service
(frontage) roads, auxiliary lanes, channelization, and driveway geometry.
This chapter deals mainly with the geometric design elements.
8.1.2 ACCESS MANAGEMENT AND SAFETY
Access management provides a systematic means of managing the access and mobility requirement of
roads. Simply stated, access management is the process that manages access to land development while
simultaneously preserving the flow of traffic on the surrounding public road system in terms of safety,
capacity and speed.
Access management on a given facility may range from none to full control of access. Many roads are
constructed with little or no access control. In most cases, volumes are low and roadside development is
sparse. However, as adjacent land use intensifies, travel demand also increases, and the ability of the
road to handle the traffic safely decreases. Chapter 2 discusses this matter further.
Traffic engineers recognize that the elimination of unexpected events and the separation of decision
points can simplify the driving task. Access management reduces the variety and spacing of events to
which the driver must respond. One study concluded that full control of access was the most important
single design factor for collision reduction.' The data in Table 8.1.1 shows collision and fatality rates on
facilities with full control of access to be Y, that of rural roads with no access control and 1/3 that of
urban roads of similar design.
Table 8.1.1: Effect of Control of Access on Collisions and Fatalities in Urban and Rural Areas 2
.· .
Crash Rates Per Million Control Miles
.. .
. Urban •
Rural
Access Control Total Fatal Total Fatal
Full 1.86 0.02 1.51 0.03
Partial 4.96 0.05 2.11 0.06
None 5.26 0.04 3.32 0.09

This table shows that there is a very strong relationship between access control and collision rates.
Increases in roadside development result in increases in at-grade intersections, and in businesses with
direct access to the road. On all types of non-freeway facilities investigated, this increased density of
intersections and accesses always significantly increased collisions.

2 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 Access

Bonneson and McCoy' reached the same basic conclusion regarding the relationship between access
and intersection densities on collision rates. However, they do indicate that a raised curb median
treatment appears to be associated with fewer collisions than an undivided cross section, especially for
average daily traffic demands exceeding 20,000 vehicles per day.
Commercial and private driveways provide roadside access. Like intersections, the efficiency and safety
of driveways depend on traffic volumes, geometric design and traffic control systems. Driveways often
carry traffic volumes as high as intersections, and should be designed using intersection design criteria.
A study by Stover et al. developed several models for collision rates as a function of traffic volume. Their
models clearly indicate that the collision rate increases as the frequency of access increases. These are
illustrated in Figures 8.1.1 and 8.1.2 which follow.

1600
I I

2 lane
1400 - ----- 4 lane undivided
--- 4 lane divided

urban
,
0
0
/
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800
/
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/.
600
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400
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200
~-

0 10 20 30 40 50 60
number of businesses having direct acces to highway, per km

Figure 8.1.1: Collision Rate on Selected Types of Highway by Number

of Business Accesses per Kilometre•

June 2017 3
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

800 I I

2 lane
,_____
700 ----- 4 lane undivided
--- 4 lane divided
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number of at grade intersections per km

Figure 8.1.Z: Collision Rate on Selected Types of Highway by Number of

At-Grade Intersections per Kilometre 5

There are a variety of methods by which access to a public road can be effectively controlled. This is
applicable to the upper range of the road classification system where high traffic mobility is a priority.
Some of the common techniques are as follows:
• Total prohibition, other than at widely spaced grade-separated or signalized access points
connecting to public roads
• Indirect access patterns where access is provided from only the local and collector portions of
the road network, which in turn connect to the arterials, expressways and freeways
• The use of parallel service (frontage) roads adjacent to an arterial, expressway or freeway,
whereby the access to the adjacent land uses is provided via the service road and not directly
from the major road facility; interconnections between the major road and the service road are

4 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

provided for at widely spaced cross roads which connect to both the major road and the service
road.
At accesses with high turning volumes, the turning traffic I through traffic interference and conflicts may
lead to severe operational problems. The following techniques commonly used to improve access-
related traffic operations and safety:
• On major arterials, raised medians are installed to limit the number of conflicts at accesses by
restricting allowable movements to specific turns only, such as right turns.
• Along divided arterials, and Jess commonly along undivided arterials, auxiliary lanes are used to
separate the turning traffic from through traffic. This is effective in reducing access interference
with through traffic. The auxiliary Janes are normally made discontinuous at the major cross
roads to clearly define them as auxiliary Janes and prevent their use as through lanes.
• Where feasible, conversion of arterial roads from two-way to one-way operation eliminates
conflicts between left turning traffic and opposing through traffic.
• Provision of separate left-turn areas, with or without signalization, along two-way arterials is
important in promoting the collision-free and orderly passage of vehicular traffic. The left-turn
areas can consist of median openings with turn bays along divided arterials, raised or painted
divisional islands to define exclusive left-turn lanes, or continuous two-way left-turn Janes along
undivided arterials. The use of two-way left-turn lanes is an effective means of achieving a
balance between through traffic and access demands along undivided arterials with strip
development fronting both sides.
• Provision of sufficient clear throat lengths along major accesses, which helps ensure that
development-related traffic does not interfere with through traffic.
The introduction of a median serves an access control function reducing potential conflicts resulting
from turning movements and allowing designers and traffic engineers to properly focus such activities at
controlled locations with appropriate design features.
NCH RP Report 420 discusses methods for predicting and analysing the safety and traffic operational
effects of selected access management techniques.• The following tables are drawn from this reference
and present collision rates by median type for urban and suburban areas.
Table 8.1.2: Effect of Median Type on Collision Rates by Number of Access Points

Collisions Per Million Vehicle Kilometres Per Year

Total Access Points .· .
Per Kilometre A Two-Way Left
Undivided Raised Median
Turn Lane .

$12 2.4 2.1 1.8

12-24 4.5 3.7 3.2
24-37 5.8 4.9 4.2
> 37 6.6 5.7 5.1
All 5.6 4.3 3.5
A: Includes both s1gnal1zed and un-s1gnal1zed access pomts

The results shown in Table 8.1.2 indicate that regardless of median type, as access densities increased,
the number of collisions per million vehicle kilometres of travel also climbed- and did so significantly.
The raised median alternative consistently provided the best level of safety performance of the three
categories - regardless of access density.

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Chapter 8 Access

In a separate analysis drawn from the same report as Table 8.1.2, the results of an operational analysis
using seven collision prediction models further supports the contention that roadways with raised
medians experience fewer collisions than those with two-way left turn lanes (TWTL) or undivided cross-
sections. Table 8.1.3 summarizes the results of this work.
Table 8.1.3: Effect of Median Type on Collision Rates by ADT

... . . . . ·. .
•
Collisions Per Kilometre Per Year .
,, ''.· ·. . ' ·. ,...... .. .. ·.· .. ... .. ·.··· ..·
ADT .·· ... " ·. ···.·.:: . :. . : .· .. '- ·': ·. .
. .
Undivided. , Two-Way
·. .
Left Turn ..Lane Raised
..
Median .•

10,000 30 24 20
20,000 78 37 34
30,000 118 57 48
40,000 157 70 53

Table 8.1.3 shows that traffic volume is a primary determinant of collisions per kilometre per year: the
number of collisions per kilometre per year was found to increase dramatically as the ADT increases. In
all traffic volume groupings the raised median alternative provided better safety performance, followed
by the two-way left turn lane and then the undivided roadway. The differences in safety performance
become more significant as traffic volumes increase -with the raised median alternative having a 33%
lower collision rate than an undivided facility at an ADT of 10,000, but a 67% lower collision rate at an
ADT of 40,000.
8.1.3 BUILDING SET-BACK GUIDELINES

In urban areas, zoning or other regulations specify minimum front yard and side yard requirements, and
building set-backs from the road right of way. The existing, or expected, set-backs influence the
geometric design characteristics of accesses, and road intersections, with respect to sight distance and
turning path requirements. Other significant structures, such as noise walls, warrant similar
considerations.
Set-backs to buildings or other structures are important for the provision of appropriate sight distances.
Wide roadside areas for pedestrian accommodation, tree planting and other streetscaping purposes are
advantageous where buildings are located in close proximity to the right-of-way boundary. Additional
width also provides for wider sidewalks and allows the predominant pedestrian flows to be clearly away
from the building face. This improves the sight lines between drivers and pedestrians for vehicles
entering the road from driveways serving adjacent land uses. Related streetscaping design
considerations are discussed in Chapter 6.
The physical location of buildings or other structures may also be a limiting factor in the space available
for vehicles turning from a road into a driveway. The reverse movement requires similar considerations.
Where building components conflict with the norma I turning path of the chosen design vehicle,
alterations to the building or driveway designs are desirable to prevent ongoing operational problems.
Design adjustments, to accommodate the off-tracking of the vehicle through the turns and to provide
sufficient sight distance, may include such actions as altering the proposed building location, or
incorporating wider driveways or building openings.
In determining the optimum building set-back and entrance configuration, the consideration of the need
for and effect of any possible future road widening constitutes good design practice.

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Building set-back requirements are normally defined by the minimal zoning regulations and are an
influential factor in establishing the visual character of a road and the development density. These
characteristics may in turn affect traffic conditions including volumes and operating speeds. Large set-
backs and a wide open appearance to the driver may encourage higher vehicular speeds, whereas small
or no set-backs may emphasize non-vehicular road uses and encourage lower speeds. It is therefore
important for the transportation engineering and land use planning functions of a municipality to work
closely together to co- ordinate land use objectives with effective road and access design.
Along public lanes, the set-back from the right of way to a garage or similar facility is also an important
consideration. Minimum set-backs are established on the basis of the turning characteristics of the
design vehicle and whether or not any provision is made for parking.
8.1.4 PEDESTRIAN AND CYCLIST CONSIDERATIONS
The most appropriate pedestrian and cyclist-related design features for a particular jurisdiction are a
matter of local policy.
Where pedestrians and cyclists are expected to cross accesses, detailed guidance on accommodating
them is provided in Chapter 5 and Chapter 6.
8.1.5 CAPACITY CONSIDERATIONS
Low and moderate volume accesses are one or two lanes. For certain moderate and high volume
accesses, added lanes for the driveway are desirable for operational and capacity purposes.
Where a two-lane access, with one entry and one exit lane, is not adequate, the next incremental
improvement is a three-lane access, with one entry lane and two exit lanes. The width of the single
entrance lane is normally in the order of 4.5 m to accommodate the paths ofturning vehicles without
encroachment into the exit lanes.
The next increment in capacity is a four lane access with two entry and two exit lanes. A raised or
painted centre median may be incorporated as part of the access to assist in visibility, channelizing
traffic flow, and providing a refuge area for crossing pedestrians. The installation of traffic signals may
be necessary for these types of accesses.
For major high-volume accesses in urban and suburban areas, a five-lane cross section may be adopted.
With this arrangement, two entry lanes and three exit lanes are provided. A major access intersection
with the road may be signalized due to operational and safety needs. The design and operational
characteristics of driveways serving high traffic generators are best determined by a detailed traffic
study for the development with proper consideration given to road classification and existing
signalization.
In addition to the number of lanes for the access, the clear throat length and related storage length
provided on-site are important design considerations. Without adequate throat and storage lengths, the
flow of traffic along the intersecting road and internal to the site can be severely impeded. Guidelines
for minimum throat lengths for major accesses are provided on Table 8.9.1; however, site-specific
design hour volumes and turning movement demands may require additional lengths. A thorough
analysis based on the intersection requirements should be considered for all major accesses.
The capacity needs of the road are also considered together with the access needs. Such elements as
right-turn auxiliary lanes, left turn accommodation and storage lengths are all designed in consideration
of the predicted access turning volumes.

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Chapter 8 - Access

8.2 ACCESS MANAGEMENT AND FUNCTIONAL CLASSIFICATION

8.2.1 OVERVIEW
Direct access to a land parcel is not a right, but some form of reasonable access is a right. Access
management should recognize that access and mobility are competing functions. While access must be
provided, it must be managed with the need to maintain an appropriate level of mobility for the
functional requirement of the roadway. This recognition is fundamental to the design of road systems
that preserve public investments, contribute to traffic safety, reduce fuel consumption and vehicular
emissions, and do not become functionally obsolete. Suitable functional design of the road system also
preserves the private investment in residential and commercial development.
A typical trip on a road system can be described as occurring in identifiable steps or stages as illustrated
in Figure 8.2.1 7 • These stages can be sorted into a definite hierarchy with respect to how the competing
functions of mobility and access are satisfied. At the low end of the hierarchy are road facilities that
provide good access to abutting properties, but provide limited opportunity for through movement.
Vehicles entering or exiting a road usually perform the ingress or egress maneuver at a very low speed,
momentarily blocking through traffic and impeding the movement of traffic on the roadway. At the high
end of the hierarchy are facilities that provide good mobility by limiting and controlling access to the
road, thereby reducing conflicts that slow the flow of through traffic.
A transition occurs each time that a vehicle passes from one road to another and should be
accommodated by a facility specifically designed to handle the movement. Even the area of transition
between a driveway and a local road should be considered as an intersection and be treated
accordingly. However, design of these intersections poses few problems since speeds and volumes are
low. Many circulation systems use the entire range of facilities in the order presented here, but it is not
always necessary or desirable that they do so.
The location and geometric standard of the access (or accesses) to be used is dependent on the specific
use of the property and the road classification.
8.2.2 ACCESS TYPES

8.2.2.1 Public Road Access

A public road access is the intersection of two public roads or the intersection of a primary highway and
a public road.

8.2.2.2 Commercial Access

A rural commercial access typically serves highway commercial development such as a service station,
truck stop, etc. An urban commercial access typically accommodates office, retail or institutional
building, or multi-unit apartment buildings. Such buildings are customarily serviced by trucks as an
incidental rather than a principal driveway use. Conversely driveways whose primary function is to serve
administrative or employee parking lots, such as industrial plants and warehouses, are considered
commercial driveways.

8.2.2.3 Industrial Access

An industrial access is the means of access to a road from a parcel of land used by industry. The access
directly services substantial numbers of truck movements to and from loading docks, warehouses, or
truck terminals. A centralized retail development, such as a community or regional shopping centre, may

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have one or more driveways specially designed, signed, and located to provide access for trucks. The
location and geometric design of the access to be used is dependent on the specific use of the property
and the road classification.

8.2.2.4 Residential Access

A residential access is the means of access to a road from a single family residence, a duplex or an
apartment building containing up to four dwelling units.

8.2.2.5 Rural Recreational Access

A recreational access is the means of access to a road from a recreational facility such as a golf course or
a campground. The location and geometric design of the access to be used is dependent on the type of
facility and the road classification.

8.2.2.6 Country Multi Residential Access

A country multi residential access is the means of access to a road from a country residential subdivision
which consists of more than one lot.

8.2.2.7 Farmstead Access

A farmstead access is the means of access to a road from a farm residence. The dimensions of the access
must be adequate to accommodate farm machinery and truck movements.

8.2.2.8 Field Access

A field access is the means of access to a road from a parcel of land used for agriculture. It is similar to a
farm access in that it must accommodate farm machinery and truck movements.

Figure 8.2.1: Trip Stages

8.2.2.9 Utility Access

A utility access is the means of access to a road from a utility installation such as a microwave tower,
pumping station, power company substation, etc.

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8.2.2.10 Resources Access

A resource access is the means of access to a road from a well site, gravel pit, coal mine, log haul, etc.
8.2.3 ACCESS CLASSIFICATION SYSTEM
An access classification system defines where access can be allowed between developments and public
roads, and where it should be limited, denied or discouraged; where access should be limited to right
turns into and out of the driveways leading to or from activity centres; and where provisions, if any,
should be made for left turns in and out of connecting driveways.
The following is an example of a seven-level access category system:'
• Access Level 1: access via interchanges with public roads only
• Access Level 2: access via at-grade public road intersections or at interchanges
• Access Level 3: right-turn access driveway only
• Access Level 4: right and left-turn access in, right-turn access out
• Access Level 5: right and left-turn access into and out of an activity centre - left-turn lanes
required
• Access Level 6: right and left-turn access into and out of an activity centre - left-turn lanes
optional
• Access Level 7: right and left-turn access into and out of activity centre - driveway spacing
limited by safety requirements only.
The seven access levels may be modified to reflect design practices of specific agencies and introduction
of complete streets design principles on a roadway.
A general approach to assigning access categories or levels to a road system is given in Table 8.2.1. This
table shows how each of the seven types of allowable access relates to the six basic road classes -
freeways, expressways, major arterials, minor arterials, collectors, and local roads, and the general
design features associated with each class.
It can be seen from the table that direct property access is prohibited from freeways and expressways,
access levels 1 and 2. Direct property access should be denied or restricted from access levels 3 and 4,
major arterials, respectively. However, access may be provided where no reasonable alternative access
is available, or where it is in the general public interest to do so. Where access must be provided, it
should be limited to right turns only for access level 3, and to right- and left-turn entry and right-turn
exit for access level 4. Direct property access may be permitted for access levels 5 and 6; it is desirable at
level 7.
Higher access categories can be selected for rural and suburban areas or new corridors where existing
strip development has not yet eroded the function of the road. In areas with existing high density
development, the assignment of lower categories and therefore, lower or ambient standards may be
more practical. Keep in mind, however, that in existing high development corridors where there is
support for improving mobility and safety, a higher standard can be selected and over time, the
redevelopment in the corridor will reflect that higher standard. In general, for each road segment, the
highest standard which can be implemented should be selected.

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Chapter 8 - Access

Table 8.2.1: Access Levels Keyed to Road Type

.
Direct Property
Access Level Road Classification General Design Features
Access
1 Freeway No Multilane, Median
2 Expressway No Multilane, Median
3 Major Arterial Restrict or Deny' Multilane, Median
4 Major Arterial Restrict or Denyb Multilane, Median'
5 Minor Arterial Yes Multilane, or 2 lanes
6 Collector Yes 2 lanes
7 Local/Frontage Yes 2 lanes
Notes: a. Right turns only when provided
b. Right and left turn entry and right turn only exit when provided
c. Might be two lanes in some rural areas

8.3 ACCESS MANAGEMENT BY DESIGN CLASSIFICATION

For access management purposes, road function is divided into five categories:
• Freeways
• Expressways
• Major and minor arterials
• Collectors
• lo ca I roads
Appropriate access is then defined for each of these categories or any other categories as outlined in
Section 8.2.3. Where complete streets principles are incorporated into the design of a roadway, further
guidance on access management is provided in Chapter 6.
Arterial, collectors and local roads may also be subdivided into rural, residential and
industrial/commercial classifications. Where this difference is important, it will be noted.
8.3.1 FREEWAYS
Full access control is required on freeways. No at-grade accesses are allowed.
The design and location of local access to freeways will be via interchanges and should be governed by
the following:
• Requests for a new interchange within 3.0 km of an existing or future system interchange should
be carefully assessed due to various design requirements (weaving, interchange spacing, staging,
etc.).
• Development at or near an interchange (within 1.6 km) will be accessed via the interchange
from the minor road only.
• The access intersection with the crossing road should be compatible with existing and future
minor road improvements.
• The interchange configuration type together with the crossing road's geometric design elements
should be collectively considered when determining the proximity of an access road to the

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interchange. This "offset" of the access road intersection, measured along the minor road,
should be a minimum of 400 m away from the nearest interchange ramp intersection, or a
minimum of 150 m from the end of the proposed or constructed interchange ramp taper on the
minor road, whichever distance is greater. In constrained environments, reduced values are
sometimes applied. Refer to Section 9.4.2.4 for further discussion.
• Subject to detailed review, developments on the freeway (for example a service centre) which
are more than 1.6 km from an existing or future interchange may be permitted to operate
independently, but must be served by one-way highway exit and entrance ramps.
• The one-way highway exit and entrance ramp design should be compatible with existing
conditions and future highway improvements, designed to operate safely, and properly signed in
advance.
• Either an exit ramp or an entrance ramp alone will not be permitted in view of the potential for
encouraging wrong way movements.
As is discussed in more detail in Chapter 10, the separation between interchanges must reflect driver
needs. The distance between the bull nose for the entry lane and the beginning of the deceleration lane
for a subsequent exit lane would ideally allow entering drivers to carry out one driving task at a time,
that is: merge and bring their vehicles up to highway speed before exiting drivers encounter the advance
guide sign, read it, search for a gap and change as many lanes are required to move from the leftmost
lane to the exiting lane. Figure 10.1.2 in Chapter 10 shows interchange spacing that allows drivers to
deal with one task at a time based on driver needs. Minimum spacing depends on the number of lane
changes a driver might have to make between entry at one access and exit at the next access. It also
depends on operating speed and acceleration and deceleration lane lengths.
8.3.2 EXPRESSWAYS
No direct land access should be permitted to an expressway. Existing private accesses to an expressway
should be removed, but in some cases it may be necessary to retain them. Existing accesses on a future
freeway will be removed when the road is upgraded to freeway status, when there is a change in use of
the access, or when there are operational problems. Significant intensified use of an existing access due
to a change in land use should be discouraged. New accesses from existing developments should be to a
minor network road.
New developments should access a public road which intersects the expressway at an existing or future
interchange site.

In locations where future interchanges are not protected for, development should be encouraged to
access a minor road.

However, consideration may be given to a right- in I right-out access in conjunction with the minor road
access, with the spacing dependent on the intersection design and signing requirements. A minimum
spacing of 800 m is recommended.
Existing direct farm accesses may remain on a temporary basis and should be removed when the road is
upgraded or when there are operational problems. Significant intensified use of a farm access due to a
change in land use should not be permitted. No direct means of access should be permitted to new
farmsteads.

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8.3.3 ARTERIALS
Arterials are roads where traffic movement is the primary consideration while land access is a secondary
function.
Rural arterials are normally two-lane roadways. Major rural arterials are occasionally identified as
facilities which could at some time become multi-lane expressways and freeways. Access to adjoining
lands will change as the road moves through the different development stages, whereby temporary at-
grade private and public road connections will be phased out and replaced by interchanges at selected
locations. Indirect access via the public road system should be encouraged for new property
developments.
For rural arterials not planned for upgrading, a limit of one private access per 400 mis desirable. Existing
accesses in excess of one per 400 m may remain on a temporary basis and may be eliminated at the
time offuture road upgrading. Ideally, rural accesses should be directly opposite or at least 400 m from
a public road intersection or another access. However, in cases where existing private accesses are less
than 400 m from the public road intersection, they may remain provided that safety and geometric
standards are met.
New private accesses should not be allowed where one presently exists in a 400 m section. Access via
the local road should be encouraged for new developments. Joint use of an existing access should also
be considered.
Urban arterials normally carry high traffic volumes and can range from two to six lane facilities with a
high degree of access control. Accesses to major commercial, industrial or residential properties are
essentially 'T' intersections and volumes can be relatively high. These accesses should be discouraged
and use made of adjacent collector roads. Where an access is unavoidable, careful consideration should
be given to the design of the intersection and its spacing to adjacent signalized locations. Guidance on
access design is provided in Section 8.4.
8.3.4 COLLECTORS
Rural collectors represent a network of roads providing access to important market areas serving
agricultural, commercial, industrial and recreational needs.
General rules for rural collectors are listed as follows:
• If a development is bordered by two roads of different classification, access should be to the
lower classification road.
• No more than one access per 400 m length is desirable but some situations may warrant a
maximum of two.
• A private access should be located at least 400 m from a major intersection (an intersection with
another collector or higher classification road).
• The distance between rural accesses should be at least 150 m; minimizing the number of access
points through the use of joint access is desirable.
• Attempts should be made to remove all redundant field accesses.
Urban collectors serve residential, industrial and commercial properties. Traffic movement and land
access are of equal importance. For spacing and access guidelines see Sections 8.8 and 8.9.
Special care should be taken in designing collector roads and accesses serving land uses that generate
high traffic volumes, such as community and regional shopping centres, large industrial plants, major
office building complexes and high density apartment developments. These accesses function essentially

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

as intersections. The accesses and approaches to them from arterial roads should be designed based on
the through and turning volumes associated with the site and adjacent roadway.
For individual properties, a suggested limitation on the number of accesses is given in Table 8.9.2.
8.3.5 LOCAL ROADS

The main function of local roads, rural or urban, is access. The intended traffic service function of a local
road is to allow vehicles to reach properties.
Jn rural areas for roadways carrying traffic with an operating speed of greater than 60 km/h, a maximum
of two accesses per 400 metres is desirable due to the higher operating speeds. If more than two
accesses are requested per 400 m section, common accesses should be considered. For operating
speeds equal to or less than 60 km/h, a higher number of access points may be allowed. However,
proliferation of accesses should be avoided. Geometric design should be considered when locating
access points.
For local urban roads the number of accesses based on frontage is given in Table 8.9.2 (Section 8.9.8). In
residential and commercial areas the minimum spacing between driveways should be at least 1.0 m. In
industrial areas this should be increased to at least 3.0 m. Additional details regarding spacing of
adjacent driveways is given in Section 8.9.8.

8.4 ACCESS CONFIGURATION

This section contains general information about design guidelines regarding means of access to roads.
Generally, the design of private or public access to roads should be treated in the same way as roadway
intersection design. All aspects of intersection design, with the exception of access management, are
covered in detail in Chapter 9. The chief considerations used for locating accesses and establishing
geometric parameters are covered briefly here.

8.4.1 DISTANCE FROM CURVES

Accesses on horizontal curves are undesirable and should be avoided whenever possible. Superelevation
on a curve has an adverse effect on turning vehicles. Accesses should be placed away from the curve
and at a desirable distance of 150 m from the end of the curve. Where this criterion cannot be met, the
access may intersect the road on a curve in accordance with the discussion in Chapter 9. In this case,
horizontal and vertical sight distance should be checked. Each proposed access should be evaluated
individually on site to ensure that the configuration will promote collision free operation.

8.4.2 DISTANCE FROM BRIDGES

Jn cases where an access is located near the end of a bridge, the sight distance at the access should be
thoroughly checked with the sight distance criteria (sight distance, setback distance, etc.) as stipulated
in Chapter 9. In addition, storage length and taper length for the access as well as the need for adequate
distance to provide a proper approach barrier design treatment may also affect the needed distance
from the end of the bridge.

8.4.3 DISTANCE FROM INTERCHANGES AND INTERSECTIONS

An access to a crossing road should be a minimum of 400 m from the nearest interchange ramp
intersection, or a minimum of 150 m from the end of the interchange ramp taper, whichever distance is
greater.

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8.4.4 DISTANCE FROM RAILWAYS

When an access is located near or at an at- grade railway crossing, sight distance requirements as set
out in Chapter 9 and the Transport Canada Grade Crossing Standards' should be met or exceeded.
The distance required between an access and an at-grade railway crossing should be determined site
specifically considering turning movements, storage requirements, etc. If the access has the potential for
intersection treatment, the distance between the railway right of way and the access should be
adequate to accommodate the treatment. If these criteria cannot be met, the access should be
relocated. Designers should use the latest regulations and guidelines from Transport Canada in their
design.
8.4.S GEOMETRY

It is extremely important that the geometric design guidelines be observed at access intersections.
Chapter 9 shows the detailed guidelines to be used in intersection design. It also shows typical
treatments for lower volume intersections (or accesses) and provides a methodology to be used on
higher volume intersections where a detailed analysis is required. Some other factors to be considered
include intersection sight distance, gradients, skew angles and turning radii, design vehicles and speed.
8.4.6 INTERSECTION AND CROSSING SIGHT DISTANCE

A driver entering the road from an access should have an unobstructed view of the whole intersection
and of a length of the intersecting road sufficient to allow collision free movement through the
intersection. Both the horizontal sight triangle and the vertical alignment should be checked so that the
minimum intersection sight distance is provided. Chapter 9 contains intersection sight distances for
various design speeds and design vehicles. For a major access, it is desirable to provide decision sight
distance on the main alignment.
8.4.7 GRADIENTS

At all at-grade intersections, vertical curves and gradients on the through roadway and intersecting
roadway should be designed such that greaterthan minimum stopping sight distances are obtained
(intersection sight distances are desirable). The approach gradient of the access road where there is a
stop condition should be designed for operational and maintenance requirements. The gradient on the
main alignment should be as flat as possible to minimize operational problems for vehicles, accelerating
and decelerating under snow and ice conditions. The design guideline for gradients on the main
alignment and intersecting roadways is shown in Chapter 9.
8.4.8 SKEW ANGLES

The angle of intersection between an access and another road should be 90' or as near to right angles as
practical for safety and economy. Design guidelines dealing with skew angle of intersecting roads are
shown in Chapter 9.
8.4.9 TURNING RADII

Intersections and accesses are designed to accommodate the design vehicles that are required based on
current and anticipated turning movements. Chapter 2 contains the guidelines to be used in selecting an
appropriate design vehicle. Having chosen a design vehicle, the turning radii, the pavement widths and
the edge of pavement alignment may be determined based on turning vehicle templates.

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

8.4.10 AUXILIARY LANES

Acceleration, deceleration and bypass lanes should be provided at an access if warranted by traffic
volumes as per the guidelines shown in Chapter 9. If necessary, a detailed analysis should be undertaken
to determine the need and justification for auxiliary lanes at a given access.
8.4.11 SIGNALIZED ACCESS SPACING
Accesses from major activity centres to the road are in reality intersections and their location and
spacing in terms of the road signal system should be considered. Most traffic delays along roads result
from stops at traffic signals. Various studies have shown that the number of traffic signals per kilometre
has a greater influence on travel speeds than the traffic volume per lane or the volume-to-capacity ratio.
Therefore, selecting a long and uniform signalized intersection spacing is an essential element in
establishing access locations on arterial roads. Alternatively, if signalization is required and it is not
desirable to provide access to the arterial road, then the site should be accessed from a minor road
which can be signalized.

8.5 CONTINUOUS RIGHT-TURN AUXILIARY LANES ON DIVIDED ARTERIALS

8.5.1 GENERAL
Along an arterial road with an operating speed of 70 km/h or less, and where direct access is permitted
to adjacent land uses, it is often desirable to provide a continuous auxiliary lane, purposely different in
appearance and operation from that of a through lane, to safely accommodate the turning traffic into
and out of the adjacent developments. The most common application of this access management
technique is the provision of a continuous right-turn auxiliary lane for access along a divided major
arterial road. A typical auxiliary lane configuration along a divided arterial with two-way accesses is
shown on Figure 8.5.1. The auxiliary lane technique can also be similarly effective along the left side (in
the direction of travel) on a one-way arterial road.
A continuous auxiliary lane is provided where, due to the frequency of accesses, it is desirable to
continue the auxiliary lane for the entire distance between signalized intersections. Where accesses are
more than about 200 m apart, a continuous turn lane may not be required. In these cases, it may be
possible to utilize right-turn bays in advance of the access, and, of lesser importance, acceleration lanes
beyond the access, rather than a continuous turn lane, as shown on Figure 8.5.2. When the auxiliary
lane is continuous, channelizing islands are used at the signalized intersections to indicate the beginning
and end of the auxiliary lane (see Figure 8.5.3), with a mandatory right turn created at the downstream
signalized intersection. For additional information on the accommodation of bicycles, refer to Chapter 5.
The objective of the channelizing islands is to clearly define the auxiliary lane as a turning lane for access
purposes rather than an extra through lane. If this is not done, the added lane usually operates as
another through lane and the goal of separating the slower speed turning traffic from the higher speed
through traffic is lost. If the auxiliary lane is appropriately designed and the driveways properly located
and spaced, this access management technique is effective because it provides reasonably direct access
to adjacent developments without hampering the movement of through traffic along the arterial road.
Attention to the location and spacing of accesses along the auxiliary lane is significant in minimizing the
potential for collisions created by weaving vehicles, or the conflict between accelerating and
decelerating vehicles.
Discontinuing the auxiliary lane at an intersection or major access which is not signalized may be
appropriate under certain conditions. These conditions include ample sight distance to the island or
curbs which define the termination point, and high turning volumes at the terminating intersection or

16 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 Access

major driveway. The existence of these conditions and other site specific characteristics are assessed by
the designer in determining the likelihood of drivers becoming trapped in the auxiliary lane due to an
unexpected termination point. If the likelihood is low, separating the turning traffic streams at an
unsignalized intersection or major driveway may be advantageous from an overall traffic operations
perspective.
Auxiliary lanes can also be effective in accommodating transit stops while minimizing impacts to other
road users.
The need for traffic reversal opportunities arises when drivers along the divided arterial wish to gain
access to mid-block land uses on the opposite side of the median. Unless there is an opportunity to
circulate around an adjacent block, make a U-turn on the arterial (if geometrically feasible and legally
permitted), or circulate through an adjacent development (where provided for by special agreement or
other means), access to these midblock developments is difficult.
Auxiliary lane access provisions along arterials are generally best suited to commercial and industrial
land uses. They are not utilized to serve single family residential land uses due to the inherent short
frontages and resulting high driveway frequency. Where these types of residential land uses are
adjacent to an arterial, it is preferable to have the development backing onto the arterial, with access
provided via a local road system internal to the subdivision. Alternatively, where the residential land use
fronts the arterial, the parallel service (frontage) road system can be effective in providing access. A
summary of the primary advantages and disadvantages of continuous right-turn auxiliary lanes is
provided in Table 8.5.1.

June 2017 17
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

Table 8.5.1: Advantages and Disadvantages of Continuous Right-Turn Auxiliary Lanes

for the Provision of Access Along Divided Arterial Roads

··.· .
.. Advantages . . ..
Party Affected
. . ·. .·

• Requires little right of way Road authority I developer

• Implemented at a relatively low initial capital cost for new

Road authority/ developer
construction

• The conflicting movements of turning and through traffic along

Road authority/ user
the arterial are separated

• Operates effectively for developments which generate low to Road authority/ land owner/

medium volumes or one high volume generator per block developer I user

• Multiple accesses can be accommodated reasonably well

provided the individual driveways are adequately spaced, in Land owner/ developer/ user

consideration of their traffic volumes, and well-designed

• Can be used effectively to accommodate transit stops Road authority/ user

• Generally accepted by adjacent businesses as being an

Land owner/ developer
effective means of access
.
Disadvantages .
Party Affected
.

• Direct access to mid-block land is provided from one direction

only; U-turn or other routes for traffic reversal required for Land owner/ developer/ user

access from other direction

• A safety problem may be introduced by the weaving of traffic

Road authority/ user
between auxiliary and adjacent through lanes

• Bicyclists may be required to make swerving movements at the

Road authority I user
introduction and termination points to continue along route

• Presents challenges to visually impaired pedestrians Road authority I user

• Egressing traffic from a high density development can create a

continuous stream of traffic along the auxiliary lane Road authority/ land owner/

downstream, blocking other traffic wishing to weave into the developer/ user

auxiliary lane

• Not suitable for safety reasons along arterials with operating

Road authority I user
speeds above 70 km/h

18 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 - Access

typical X d1mens1ons Notes: • Desirable to orient all

(90° intersection) two-way driveways at
3-centre curve X 90° to curb.
50-15-50 34 where centre island
50-15-50 38 provided at driveway,
60-35-60 48 determine V fromm
80-50-80 66 Figure 8.5.5 - one-way
driveways
Sidewalk locations
omitted for clarity
Three-centre curves
are not necessarily
required. Radii will
vary dependent on
design vehicle
selected.

PIL _ __

---- PIL
Notes: 1. Greater C distance may be required for transit stop or high volume driveway.
2. Y varies with length of turn storage; min. Y=30 m, provided min. A is achieved.
3. When C is at or near the minimum value, the channelizing island may be reduced,
as shown, forcing a YIELD condition for the right-turning roadway.

typical dimensions
criteria dimension ref. commercial I industrial
width w 7.2 to 12.0 m 9.0 to 15.0 m
right-turn radius R' 4.5 to 12.0 m 6.0 to 15.0 m
minimum spacing
- from property line Pb 2R 2R
- from street corner
• far side c 10.0 m 10.0 m
• cross street approach Ac.ct
5.0m 5.0m
• cross street departure o' 5.0m 5.0m
- between driveways E 20.0 m 20.0 m

Notes: a. Values at or near the high end of the range to be used for major generator driveways and where trucks turn.
b. Also established in consideration of the distance to the first driveway on the adjacent property.
c. If the cross road is divided, the driveway is normally located in advance of the cross road left turn bay.
d. If intersection is signalized, greater dimension suggested - refer to Figure 8.8.2.

Figure 8.5.1: Channelizing Island Intersection Arrangement with Two-Way Accesses

Along Auxiliary Lane of a Divided Arterial

June 2017 19
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

a ena roa

---
---
%W@!f i@?@W?Wi?%@%?®H~§6WX§;Kct~ ---
~

~ arterial road 3.7 ~

~

sidewalk
R

B.T.d
R 3.5-3.7

I '
3.5-3.7

/
~
37--

~
- taper
~

Ld' La
::0
g
tt c
-"
;;
e II In
n 111 parking ;; parking

-----
'
on-site
circulation road

G 111 parking
111 D
design speed approach dimensions departure dimensions
km/h m m

B.T. R Ldb(min) Lp taper rate La'

50 40 90 75 no taper
60 50 150 90 26.0 20:1 100
70 60 220 110 57.5 25:1 150
80 70 280 130 57.5 25:1 150

Notes: a. Ld (min) is normally increased where storage of vehicles a typical requirement

due to pedestrian movements or vehicle queuing at the entrance.
b. Ld {min) and La distances based on grades of 2 percent or less.
c. Refer to Table 8.9.3 for minimum throat lengths.
d. Straight taper, without curves, also acceptable.

----
~~fiif@;§;r,~
~ arterial road 3.7
---
---
~
~ 37-- ---
R R 3.5- 3.7 / sidewalk
sidewalk

I
B.T.d
Ld'
'
tt
alternative arrangement - no acceleration lane

Figure 8.5.2: Auxiliary Lane Mid-Block Access for Major Developments

20 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 Access

----
-- 3.7
'IT
3.5-4.3 a auxiilil lane
sidewalk
arterial median

I
tt typical auxiliary lane introduction

-----
arterial median- -

auxilia lane
sidewalk
3.0 - 3.5
3.7
3.7
3.5-4.3a-
----
"'e
"'"'2
()

typical auxiliary lane termination

Notes: a. 4.3 m for Janes shared with bicycles

For W, see Section 4.2
Alternative introduction and termination treatments shown in Figures 8.5.2, 8.5.6, and 8.5.7

Figure 8.5.3: Typical Auxiliary Lane Introduction and Termination

For additional guidance on the accommodation of bicycles, refer to Chapter 5.

June 2017 21
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

8.5.2 DESIGN ELEMENTS

8.5.2.1 Warrants
A separate right-turn auxiliary lane may be warranted depending on the roadway's single lane volume,
the volume of right-turning vehicles, the posted speed of the road, and the history of rear end collisions.
Refer to Chapter 9, for further information regarding right-turn lane warrants.

8.5.2.2 Width
The width of the auxiliary lane is normally the same as or 0.2 m less than the adjacent through lane,
exclusive of the gutter or curb offset. A lane dimension the same as the adjacent through lane is
recommended where single unit or larger trucks utilize the auxiliary lane to turn into and out of the
driveways.
Right-of-way constraints or non-roadway demands on the available cross section width, such as
pedestrian accommodation, may influence the design width selected for the auxiliary lane. Further
information on auxiliary lane widths is provided in Chapter 4.
In general, auxiliary lanes are a disadvantage to cyclists continuing along the route, due to the maneuver
needed to weave across the auxiliary lane at the introduction and termination points at the cross roads.
The accommodation of cyclists needs to be carefully considered and a range of facilities/treatments
should be examined. For additional guidance on the accommodation of bicycles refer to Chapter 5.

8.5.2.3 Introduction and Termination

A typical method of achieving the auxiliary lane appearance and function is to add and drop the auxiliary
lane at major cross road intersections, by the insertion of channelizing islands (see Figure 8.5.3). Where
sufficient right of way is not available, the method illustrated on Figures 8.5.4 and 8.5.5 may be
adopted.
Where accesses along an arterial road are widely spaced, such as at entrances to a major development,
it may not be necessary to continue the auxiliary lane completely between cross road intersections. The
auxiliary lane may be limited to a taper and parallel lane in advance of the access and, as an option,
combined with a parallel acceleration lane and taper beyond the access. The length of acceleration lane
is determined on the basis of the average running speed of the arterial through lanes. A typical layout
for a mid-block access with a right-turn auxiliary lane is shown in Figure 8.5.2. The acceleration area
beyond the access is generally not incorporated where the arterial design speed is 50 km/h. As with the
other forms of right-turn auxiliary lanes, the introduction and termination of the auxiliary lane is a
disadvantage to through cyclists, who must weave across the turning traffic stream.

8.5.2.4 Driveway Location, Spacing and Design

Where a continuous right-turn auxiliary lane is incorporated, the location, spacing and design geometry
of the driveways are important considerations. The design guidelines are also generally applicable to
access onto major roads without auxiliary lanes.
Accesses to developments are normally located an adequate distance away from cross road
intersections to minimize traffic conflicts. A weaving conflict occurs between vehicles turning right from
the cross road and weaving left to reach the arterial through lane, and those vehicles travelling through
the cross road, in the outside arterial through lane, and weaving to the right into the auxiliary lane to
turn at the first access. Where a right turning road and channelizing island are used in advance of the

22 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

cross road intersection, a minimum clearance to the first access of at least 10.0 mis suggested. A
greater distance may be warranted ifthe driveway volume is moderate to high, in combination with a
significant volume on the right turning roadway. The clearance distance (C) is measured from the end of
the radius on the turning roadway to the beginning of the radius on the driveway curb return. Figure
8.5.1 illustrates how the clearance is measured.
A minimum spacing (E) of 20.0 mis suggested between accesses along an auxiliary lane. This spacing is
measured between the end of the curb return radius on the first driveway and the beginning of the curb
return radius on the succeeding driveway. As discussed above for the clearance dimension (C), high
turning volumes at either or both driveways may warrant greater spacing between access to encourage
collision free and efficient operation. Figure 8.5.1 illustrates how the spacing (E) is measured. Figure
8.5.5 provides a guideline for increasing access spacing, where feasible, in consideration of the average
volume of any two adjacent accesses. It may not be feasible to achieve the desired spacing where
fronting parcels are narrow and joint accesses are not achievable.
On the approach to an all-directional cross road intersection, it is desirable to position the last driveway
in advance of the bay taper for the left turn storage area along the arterial. This allows drivers exiting
from the driveway a reasonable opportunity to cross the arterial through lanes to reach the left-turn
lane for the cross road intersection. As a suggested minimum, the last driveway is preferably located
within the bay taper area in advance of the left-turn storage area. Figure 8.5.4 illustrates the desired
and suggested minimum locations. In certain cases, it may not be possible to achieve the suggested
minimum spacing, due to parcel size and legal access requirements.

130 /

E
120
110

100
90
k_
·r::,\'8 cl\?>
c.,0~ .~,"Ii ~o<:-
'l>v~<:l'"'lJ.
Iv /
/
v

,,;
~
/
.,~
80 I ,.,,
·~·
>

"0 70 ~~~,o
/ ,o-o0c;o.'° Cl'~
60 ~1>'1"' ~c_,~ e c.,'Y'8
~
0
''3
ro
~
50
/ o~~e :f. cF ~e'?>~
o,~
w
G'
.9 40
/ Notes: With reference to Figures 8.5.1,
8.5.5, 8.5.6, and 8.5.7,
G' ~to ~spacing= E + 2R +W.
30
If driveway volumes include
significant percentages of
20
large trucks, increased
spacing is desirable.
10
0
0 500 1000 1500

average volume of any two adjacent driveways, v/d

Figure 8.5.4: Auxiliary Lane Accesses, Minimum Spacing

June 2017 23
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

collector or local
cross road

typical X dimensions
(90° intersection)
3-centre curve 2$_
50-15-50 34

~",
50-25-50 38
60-35-60 48

-~ ~s~ggested
80-50-80 66
R= 1 ·?.:::I ~~1rnmum
Notes: Sidewalk locations omitted for clarity.
Three centre curves not necessarily required. UJ II ~ I location
Radii are dependent on vehicle selected.

P/L--- -

Notes: 1. Greater C distance may be required for transit stop or high volume driveway.
2. Y varies with length of left tum storage; min. Y=30 m, provided min. A is achieved.
3. When C is at or near the minimum value, the channelizing island may be reduced,
as shown, forcing a YJELD condition for the right-turning roadway.
4. One - way angled driveways along undivided streets used to encourage right turns only
but suject to wrong-way movements.

typical dimensions
criteria dimension ref. commercial industrial
width w 4.5 to 7.5 m 5.0 to 9.0 m
right-tum radius R' 4.5 to 12.0 m 6.0 to 15.0 m
minimum spacing
-from property line Pb 2: R -" R
-from street corner
•far side c 10.0m 10.0 m
• cross street approach Ac,d 5.0m 5.0m
• cross street departure o' 5.0m 5.0m
-between driveways E 25.0m 25.0 m
minimum angle D.' 60° to 70° 45° to 60°

Notes: a. Values at or near the high end of the range to be used for major generator driveways and where trucks tum.
b. Also established in consideration of the distance to the first driveway on the adjacent property.
c. If the cross road is divided, the driveway is normally located in advance of the cross road left-turn bay.
d. If intersection is signalized, greater dimension suggested- refer to Figure 8.8.2
e. Minimum angle of 70° desirable where pedestrians routinely cross.

Figure 8.5.5: Channelizing Island Intersection Arrangement With One-Way Angled Accesses
Along Auxiliary Lane of a Divided Arterial

24 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 - Access

Typical driveway widths and radii are also provided on Figure 8.5.1. For two-way driveways in a
commercial land use area, the widths range from 7.2 to 12.0 m. The curb return radii range from a 4.5 m
minimum to a maximum of 12.0 m.
Typical driveway dimensions are summarized on Table 8.9.1 in Section 8.9.5.
When establishing driveway geometry, consideration should be given to the driveway width and curb
return radii in combination. Smaller curb return radii require wider driveways to accommodate the
vehicle turning paths, and conversely, larger radii allow driveway widths to be reduced. With high
volume driveways that create numerous conflicts along the auxiliary lane, large radii are often desirable
to minimize the speed differentials occurring along the auxiliary lane. The needs of the pedestrian are
also considered in selecting the most appropriate design geometry. Narrow driveways, in combination
with larger curb return radii, minimize the conflict exposure for the pedestrian, but encourage higher
vehicular speeds. Conversely, wide driveways, in combination with small curb return radii, increase the
conflict exposure for the pedestrian, but encourage lower vehicular speeds. In general, narrow
driveways with small curb return radii, but still adequate to accommodate the design turning vehicle are
preferred.
Figure 8.5.5 provides an illustration of the driveway design elements for one-way angled driveways
along an arterial auxiliary lane. Angled driveways are most commonly used along divided and one-way
arterials. The suggested minimum clearance between the radius of the turning roadway at the
intersection and the radius of the first driveway is the same as that for two-way driveways. The stated
minimum spacing between driveways is increased slightly to account for the reduced spacing between
driveways at the right-of-way boundary, created by the skew angles of the adjacent one-way in and out
driveways. The typical radii of the right turns for one-way driveways along arterial auxiliary lanes are 4.5
to 12.0 m for commercial land uses and 6.0 to 15.0 m for industrial. The corresponding typical widths
are 4.5 to 7.5 m for commercial and 5.0 to 9.0 m for industrial. Unless vehicle turning paths dictate
otherwise, widths in the lower end of the range are preferred to assist in defining the driveway as being
one-way and one lane in operation. To discourage wrong-way movements at the one-way driveways, a
radius of 1.5 mis suggested for the opposite side of the driveway where turns are not permitted. The
driveway radii and width dimensions are normally considered in combination to determine the most
appropriate layout for the selected design vehicle. The suggested minimum intersection angle for
commercial driveways, where pedestrian crossings are likely, is 60 to 70 with 70 being the desirable
angle. For industrial land uses, with little or no pedestrian crossing activity, intersection angles in the
range of 45 to 60 are effective. In both situations, angles less than those suggested make it difficult for
the drivers to see pedestrians or other vehicles as they look over their shoulder.
When right-turning roadways are not used at the cross road intersections to introduce the auxiliary lane,
a reduced dimension for the clearance (C) can be adopted. Figures 8.5.6 and 8.5.7 illustrate the
suggested minimum clearances associated with two-way and one-way driveways, respectively. The
reduced clearances (C), as compared to that required adjacent to right-turn roadways (Figures 8.5.1 and
8.5.5), are feasible due to the lower operating speeds of the vehicles turning right from the cross road
onto the auxiliary lane.

June 2017 25
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

)
I 111~1 I
TIT K auxiliary or ".escape" lane,
or taper, opt1onal

-----------' ;.==:!i.1..~...::..~, ---------

collector or local
cross road

"'N

Notes: 1. Greater C distance may

be required for transit stop
w 2. Y Varies with length of left
turn storage, min. Y=30 m

~
I
3:
Cl'.

S:
suggested
minimum
Desirable to orient all two-way
driveways at 90° to curb.
•· location Where centre island is provided
Cl'. at driveway, determine W from
Figure 8.5.7, one-way driveways.
Sidewalk omitted for clarity.

I I I~ I w

E/L ___ _ I~ I
•13:
\: I Cl'.

_I_I_ desired location

/'., Cl'.

111--n
typical dimensions
criteria dimension ref. commercial industrial
width w 7.2 to 12.0 m 9.0 to 15.0 m
right-turn radius R' 4.5 to 12.0 m 6.0 to 15.0 m
minimum spacing
-from property line P' ;, R ;, R
-from street comer
e far side c 5.0 m 5.0m
Ac,d
• cross street approach 5.0 m 5.0m
• cross street departure o' 5.0 m 5.0m
-between driveways E 20.0m 20.0m

Notes: a. Values at or near the high end of the range to be used for major generator driveways and where trucks turn.
b. Also established in consideration of the distance to the first driveway on the adjacent property.
c. If the cross road is divided, the driveway is normally located in advance of the crass road left-tum bay.
d. lf intersection is signalized, greater dimension suggested- refer to Figure 8.8.2

Figure 8.5.6: Simple Radius Intersection Arrangement with Two-Way Accesses

Along Auxiliary Lane of a Divided Arterial

26 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

11 I
II ~
1I I II i auxiliary or "escapeH lane,

_______________ /
J
I I •1 I I
~\ ,, --------
or taper, optional

'
collector or local
cross road

"'
"'

Notes: 1. One-way angled driveways

along undivided roads used
to discourage right turns only
but subject to wrong-way
movements
2. Greater C distance may be required
for transit stop
3 Y vanes with length of left storage,
min. Y = 30 m.
Sidewalk omitted for clarity

typical dimensions
criteria dimension ref. commercial industrial
width w 4.5 to 7.5 m 5.0 to 9.0 m
right-turn radius R' 4.5 to 12.0 m 6.0 to 15.0 m
minimum spacing
-from property line Pb
"R "R
-from street comer
·far side c s.om s.om
• cross street approach A°" 5.0m 5.0m
• cross street departure o' 5.0m 5.0m
-between driveways E 25.0m 25.0m
minimum angle 11' 60° to 10° 45° to 60°

Notes: a. Values at or near the high end of the range to be used for major generator driveways and where trucks tum.
b. Also established in consideration of the distance to the first driveway on the adjacent property.
c. If the cross road is divided, the driveway is normally located in advance of the cross road left-tum bay.
d. If intersection is signalized, greater dimension suggested- refer to Figure 8.8.2
e. Minimum angle of 70° desirable where pedestrians routinely cross.

Figure 8.5.7: Simple Radius Intersection Arrangement with One-Way Angled Accesses
Along Auxiliary Lane of a Divided Arterial

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

8.6 TWO-WAY LEFT-TURN LANES

8.6.1 GENERAL

Where left turns into commercial developments occur along a two-way arterial road, the separation of
the left-turning traffic from the through traffic is highly desirable. Three alternative methods are
generally used:
• raised median with separate left-turn bays
• painted median areas with exclusive left-turn bays
• continuous two-way left-turn lanes.
The use of a continuous two-way left turn lane (TWLTL) as a centre lane of an undivided arterial road is
an effective means of accommodating the left turns under certain conditions. The most common
applications of a TWLTL are along an arterial road where the access requirements on both sides are
frequent and cannot be significantly reducedi where a raised centre median cannot be feasibly
incorporated due to the negative impact on adjacent land uses and high implementation costsi or where
a raised median does not offer significant collision reductions. The implementation of a TWLTL in a
commercial area is usually a retrofit situation, where access has not been adequately controlled. In
industrial areas, a TWLTL may be appropriate for the design of a new road, in consideration of the
inherent low volumes and speeds as well as the maneuvering requirements of large trucks.
Two-way left-turn lanes are normally only used with 3- and 5-lane cross sections. Current Canadian
practice in major cities suggests that 7-lane cross sections with a centre two-way left turn lane are also
feasible. However, due to the potential conflicts associated with multiple lanes, it is important to ensure
that the geometric conditions which influence safety are highly favourable for this application.
Five-lane undivided cross sections are the most common for the implementation of the TWLTL. Four-
lane undivided arterials are often candidates for retrofitting to provide the fifth lane. Three-lane and
seven-lane cross sections are also used but are not as common as the five lane arrangement. Figure
8.6.1 illustrates a typical layout of a TWLTL within a five-lane undivided cross section.

In the case of an undivided arterial roadway, where left turns occur directly from the through lanes,
widening the roadway cross section to add a TWLTL provides an immediate significant gain in
operational efficiency, capacity and safety. In certain cases, it may be possible to eliminate a parking
lane to provide the additional cross section width to implement a TWLTL. In another example, a six lane
undivided arterial roadway could be converted into a five-lane cross section with wider curb lanes for
cyclists and a centre TWLTL. The conversion may be appropriate where the centre lanes are frequently
blocked by left-turning vehicles.
Arterial roadways with reasonably straight and flat alignments, along with offset intersections and/ or
commercial strip or industrial development on both sides are typical situations where a TWLTL can be
effectively applied. With these types of developments, the individual driveway volumes are low to
moderate. Roadways with pronounced crest vertical curves or high volume driveways are not well
suited to the TWLTL technique. A combination of exclusive left-turn lanes and a TWLTL may be feasible,
if the high volume accesses are well spaced in relation to the other accesses.
The efficient operation of the TWLTL is partly dependent on appropriate lane markings and effective
10
signing to clearly identify the intended operation. Overhead signing is particularly beneficial for cross
sections with five or more lanes where:

28 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 Access

• Frequent obliteration of pavement markings can be expected, such as in areas with significant
snow accumulation.
• Intense roadside development reduces the effectiveness of side mounted signs.
• Misuse of the two-way left-turn lane is prevalent and uncontrollable by the pavement markings
and normal signage.
• The two-way left-turn lane is on a multi-lane arterial roadway with frequent signalized
intersections.
Overhead signs are typically placed at one- quarter or one-half points between major cross roads. They
are positioned a minimum of 50 m away from the intersections to assist in adequate visibility.
Two-way left-turn lanes are generally not extended through a major intersection. They are terminated
prior to the intersection and replaced with a single exclusive left-turn lane. Appropriate pavement
markings or divisional islands should be used to terminate the two-way left-turn lane in advance of the
exclusive left-turn lane at the major intersection.
8.6.2 WIDTH
Widths for TWLTLs are generally the same as the adjacent through lane, but not less than 3.5 m for
design speeds equal to or less than 60 km/h. A width of 4.0 mis desirable for design speeds greater than
60 km/h. The additional width over the adjacent lane recognizes that vehicles are making turning
maneuvers from both directions simultaneously, and adds a measure of safety. Widths greater than 5.0
mare generally avoided due to operational problems.

one-way driveways
used to encourage
right turns only,
adjacent to
cross road

minor
cross
- major
cross ~ :;:;:
road road

-
2WLTL functional for multiple driveways # dedicated left-turn
low turning volumes serving retail area area provided for
at minor cross road or strip development major cross road

Figure 8.6.1: Typical Two-Way Left-Turn Lane (TWLTL)

June 2017 29
 Geometric Design Guide for Canadian Roads
Chapter 8 - Access

8.6.3 APPLICATION
Since opportunities for a left-turning vehicle to decelerate within the limits of a TWLTL may be restricted
by access spacing and the potential for conflicting vehicle movements, a TWLTL is best suited for urban
roads with operating speeds of 50 to 60 km/h. Operating speeds up to 70 km/h may be tolerated where
most other conditions are favourable.
Two-way left-turn lanes operate successfully over a wide range of arterial road volumes. The successful
operation is the result of a number of interrelated factors including:
• Horizontal and vertical alignments
• Sight distance
• Cross section dimensions
• Through traffic volumes
• Left-turning traffic volumes
• Frequency of traffic signals
• Frequency of cross roads
• Frequency of accesses
• Driver familiarity.
Due to the complexity and number of design factors to be considered at any specific site, it is difficult to
stipulate a set of limiting conditions for the effective operation of TWLTLs. The physical conditions at
each potential site are normally examined by experienced geometric design and traffic operations
personnel, and engineering judgement is used to determine the potential for and improvements
required to successfully implement a TWLTL.
Two-way left-turn lanes may be prone to improper use, particularly in jurisdictions where few TWLTLs
exist and driver unfamiliarity is a problem. Some of the potential operational problems are as follows:
• Vehicles may make angle turns across the TWLTL, leaving the rear of the turning vehicle
encroaching into the adjacent through lane while waiting for a gap to merge with or cross the
through traffic stream.
• Left-turning vehicles may enter the TWLTL too far in advance of the access where the left turn is
to be made, and thereby impede or risk collision with opposing left-turning traffic in the TWLTL.
• Through vehicles may use the TWLTL as a passing lane to overtake slower moving traffic in the
through lanes.
• Left-turning vehicles may not use the TWLTL to decelerate from the operating speed of the
arterial, but decelerate substantially in the through lane before entering the TWLTL.
• Cyclists may perceive the TWLTL as a relatively protected area, and ride along it for long
distances.
• Crossing pedestrians are at a greater risk, due to their unexpected presence in the lane, its wide
cross section, the lack of a physical refuge area and the distance from streetlights, making them
more difficult to detect at night.
• Potential conflicts between drivers using the TWLTL to make a left turn before an intersection
and those using it to make a left turn at the intersection. The TWLTL should be brought to a clear
end prior to the intersection either through paint markings at minor road intersections or a
raised median at major intersections.
Proper education and enforcement programs can be effective to achieve a significant reduction in
improper use. The general advantages and disadvantages ofTWLTLs are summarized in Table 8.6.1.

30 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

Table 8.6.1: Advantages and Disadvantages of Two-Way Left-Turn Lanes

.
Advantages Disadvantages
• well suited to strip development • generally not suited for operating
with frequent low to medium speeds >70 km/h
volume driveways
• remove turning traffic from the
• not suitable to high volume
through lanes, significantly
driveways, exclusive turn lanes
improving traffic safety and
preferred
capacity
• not as restrictive to access as a • left-turn paths not clearly defined
raised median and turning conflicts can occur
• implementation costs and right-of-
• limited to tangent alignments with
way requirements are less than
good sight distance
that of a raised median
• traffic level of service lower as
compared to divided roadway
• opposing traffic flow not physically
separated as with a raised median
• pedestrians required to cross wide
roadway without a physical central
refuge area
• operation may not be clearly
understood by the unfamiliar driver

8.6.3.1 Explicit Evaluation Of Safety

Two-way left-turn lanes (TWLTLs) diminish conflicts with vehicles turning left from the main roadway
and provide a refuge for vehicles turning left onto the main road. Approximately half of the collisions
involving vehicles entering or exiting driveways are associated with left- turn maneuvers. Almost all
research articles relating to the safety effect ofTWLTLs are for multi-lane roadways in urban and
suburban settings. The relationship between the reduction in number of collisions versus the density of
access points is given by the following equation:

CMF = 1 - 0.35 (0.0047X + 0.0039x2 )

2
(0.745 + 0.0047X + 0.00039X )

Where CMF =the Collision Modification Factor

X =the number of access points
per kilometre (total of both
directions)

The collision modification factor for TWLTLs is depicted graphically in Figure 8.6.2. For example, if there
are 24 driveways on a 1.5 km section of undivided roadway, the number of driveways per kilometre is
24/1.5 or 16 access points per kilometre. By using the equation outlined above or as shown in Figure
8.6.2, the collision modification factor is determined to be 0.79. The percentage reduction in collisions
which could be anticipated if a TWLTL was installed would be (1-0.79) x 100 = 21%. The cost of installing

June 2017 31
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

a TWLTL can be compared to the benefit of the reduction in collision costs to determine the advisability
of the installation.

1.00

'
"'\
0.95
' '\
'\
\
0.90
5 \
u I'\
.!'!
c
~u
!E
"O
0
0.85 '
E
c
'\
'\
~
au '\ ~
0.80
!"-..
''
0.75 '' r-. ......
......

0.70
0 5 10 15 20 25
access points per km

Figure 8.6.2: Collision Modification Factor vs. Access Points per km for TWLTLs

8. 7 SERVICE {FRONTAGE) ROADS

8.7.1 GENERAL

Service (frontage) roads are public roads which are adjacent to and generally parallel to major roads
such as freeways, expressways and major arterials and may be used in a rural or an urban environment.
They provide for a number of functions, depending on the nature of the major road and the needs of the
adjacent land uses. The primary function of a service road is to serve the circulation and access needs of
the adjacent lands, while controlling access to the parallel major road. Service roads also segregate the
low-speed local traffic from the high-speed through traffic on the major road. Cross connections
between the service roads and the major roads are provided at cross roads, typically spaced at intervals
of 400 to 1600 m or more, particularly in rural areas.
The use of service roads is appropriate along any major road where it is desirable to prohibit direct
access, and is particularly effective where the design speed of the major road is in excess of 70 km/h.

32 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 - Access

Service roads provide a physical separation of through and local traffic. Service roads normally operate
as local roads, but occasionally as collectors, with operating speeds between intersections in the order
of 50 to 60 km/h. The alignments of the typical bulbed service road connections to the cross road are
designed to suit vehicle approach speeds to the stop condition at the cross road and are generally SO
km/h or less.
Where the service road provides a local road function, accesses are usually frequent. Both residential
and industrial land uses can be effectively served by service roads. Through residential areas, the buffer
between the major road and the dwellings can be strengthened by the use of effective landscaping or
streetscaping elements within the outer separation. For commercial land uses that depend largely on
drive-by visibility, the inherent indirectness of access between the major road and the commercial
properties, particularly those near mid-block, makes service roads unattractive for many commercial
land owners.
Service roads can be used effectively for the provision of on-street parking, where off-street parking is
insufficient. In these cases, it is preferable to limit the parking to the side opposite the adjacent
development. With this arrangement, the sight lines for the traffic movements in and out of the
driveways remain unobstructed, enhancing collision free operation for both vehicular traffic and
pedestrians crossing the driveways. However, a disadvantage is that persons disembarking from a
parked vehicle are required to cross the service road to reach the adjacent development.
The most important element of service road design and the single cause of most operational difficulties
is the treatment of the service road intersection with the cross road. The resulting proximity of the two
intersections along the cross road (the service road I cross road intersection and the cross road/ major
road intersection), present multiple conflicts for pedestrians as illustrated in Figure 8.7.2, and often
cause a variety of vehicular traffic operational problems if sufficient separation is not provided. The
minimum spacing between the two cross road intersections, created by widening the outer separation
(bulbing), is determined in consideration of the:
• Turning movements and vehicle types to be accommodated
• Provision of adequate storage for queued vehicles on the cross road, particularly when the
major roadway/ cross road intersection is signalized
• Ability to effectively place traffic control devices (signals, signs and pavement markings) which
clearly define and control the operation of the two adjacent intersections.
From a traffic operations perspective, the greater the separation between the two intersections on the
cross road, the better. However, right-of-way requirements increase substantially as the outer
separation width increases, and the effective guidance of unfamiliar drivers to properties along the
service road becomes more difficult. Large separations also increase the pedestrian walking distances
significantly, or encourage potentially unsafe shortcutting movements by pedestrians across the service
road and cross road. The primary advantages and disadvantages of service roads as an access control
measure are provided on Table 8.7.1.

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

Table 8.7.1: Advantages and Disadvantages of Service Roads Adjacent to

and Paralleling a Major Urban Road

.
.. ·.. · .•. Advantages· . > ••
.... . ·. . ·. Party Affected .
• Access to the major road is restricted to selected widely-spaced cross Road authority/ user
roads, thereby enhancing the ability of the major road to carry traffic
• Service roads are public roads controlled and regulated by the road Road authority
authority rather the adjacent land owners
• A physical buffer is provided between the major road and the Road authority/ land
adjacent land use owner
• Are particularly effective for providing access to fronting land uses Road authority/ user
when the major road design speed is greater than 70 km/h
• Parking can be accommodated along with the service road if there is Road authority/ developer
a special need /user
• Can be used effectively as part of a planned bike route system
.
Road authority/ user

.· .... •
Disadvantages . ·. . . Party Affected
• Safety and capacity problems often result if the bulbing setbacks at Road authority/ user
the cross road are insufficient
• Requires substantial right of way Land owner/ developer/
road authority
• Effective traffic control for the service road/ cross roadway Road authority/ user
intersection difficult to achieve due to the close proximity of the
cross road/ major road intersection
• Access considered as being too indirect/ particularly by mid-block Road authority/ developer
retail type establishments /user
• Walking distances and number of road crossings are increased Road authority/ user
• A safety problem can be created due to sight line restrictions Road authority/ user
occurring at driveway intersections with the service road when
parking is permitted on the development side of the service road
• High capital and maintenance costs in the overall road network, the Road authority/ developer
costs may be justified to provide traffic capacity and safety

8.7.2 ONE-WAY SERVICE (FRONTAGE) ROADS

In an urban environment one-way service roads may be preferred over two-way service roads from a
traffic operation and safety standpoint due to the simplified operation of the cross connections to the
major road and the cross roads, and the reduction in the number of crossing conflicts. Indeed, in most
cases, connections to the cross road can be eliminated altogether, by providing appropriately designed
slip-off and slip-on connections to the major road. This is often feasible with one-way service roads
along divided arterial roads. The most appropriate connections are generally determined on the basis of
traffic operational, origin-destination and capacity considerations. One-way service roads also require
less pavement and right-of-way widths than two-way service roads.

The one-way operation of the service road does, however, inconvenience local traffic. This can be a
significant disadvantage to commercial landowners and in guiding an unfamiliar driver to a particular
property. Circulation of traffic on the adjoining road network is often necessary due to the one-way
operation, which may create other significant traffic operation or land use concerns. It is generally

34 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

desirable to conduct a detailed traffic impact study prior to implementing one-way service roads.
Figure 8.7.1 illustrates typical terminal treatments for one-way service roads paralleling a divided
arterial road. The one-way service road is introduced immediately beyond the cross road intersection,
and, in the opposing direction, is terminated prior to the beginning of the full width left-turn auxiliary
lane on the cross road intersection approach. This arrangement allows drivers, wishing to make a left
turn or U-turn (where permitted) maneuver at the cross road, sufficient opportunity to weave across the
through traffic lanes and reach the left-turn storage area.
Figure 8.7.1 also depicts an intermediate (mid block) right-in/ right-out T-intersection between the
divided arterial and the one-way service road. The intermediate connection to the arterial reduces the
spacing between connections, and thereby improves the accessibility to the adjacent land uses and may
alleviate capacity problems at the cross road intersections. The intermediate connection normally has
four important characteristics:
• No median break provided on the divided arterial
• A minimum offset of 100 m downstream from a cross road intersection in urban and suburban
areas and 200m in rural areas
• A bulbed configuration, which increases the width of the outer separation to provide for
improved sight lines for entering and exiting vehicles and storage space for right-turning vehicles
entering the arterial
• No access is permitted in the vicinity of the T-intersection.
The cross section on Figure 8.7.1 provides some typical dimensions, associated with one-way service
roads, as follows (further information on cross section considerations is given in Chapter 4):
• A minimum outer separation width of 3.0 m
• A minimum one-way, single travel lane service road widths as follows:
o No parking provision, with allowance to pass a stopped vehicle
4.8 m, industrial I commercial land uses
4.6 m, residential land use
o Provision for parallel parking on one side
6.3 m, industrial I commercial land uses
6.1 m, residential land use
o Provision for parallel parking on both sides
9.1 m, industrial I commercial land uses
8.9 m, high density residential land use.
Long uninterrupted lengths of one-way service roads, particularly those without parking, may encourage
high operating speeds and should generally be avoided. In determining the overall right-of-way width
requirements, possible future widening of the major roadway is taken into consideration when selecting
the widths of the outer separation and median areas.

June 2017 35
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

service road access not

recommended in vicinity
of T-intersection 100.0 minimum offset
to nearest right in/right out T-intersection

I
I~ ~::::=2.Sl~·de~w~a~lk=:::;;;;:
R=7.5m j
=l:====-~----~L_J "- nu~tion
-
-=-
median

a
- sidewalk
desirable offset

4-lane divided arterial

divided arterial • 3.0

I
min'! 4.6 _ 9.1 1
Irg~tt·r
offset

sidewalk service outer 2 median outer 2 service sidewalk

road separation separation road

typical section a - a

Notes: 1. Service road widths (single travel lane) vary

with parking requirements and land use: - 4.6 - 4.8 min., no parking
- 6.1 - 6.3 min., parking one side
- 8.9 - 9. 1 min., parking both sides.
2. Fencing may be desirable in the outer separation to reduce headlight glare and to control
pedestrian crossing, minimum width to be based on lateral clearance requirements.
3. Greater width may be warranted when street lights located within the outer separation,
or by allowance for future widening of major road.

Figure 8.7.1: One-Way Service Road/ Cross Roadway Intersection Treatment

8.7.3 TWO-WAY SERVICE (FRONTAGE} ROADS

Two-way service roads can be used effectively to provide access to lands adjacent to a major road
facility where direct access is prohibited. The service roads are most often connected to cross roads
which in turn interconnect with the major road. Connections onto the major road, exclusive of a cross
road, may also be feasible, provided that the alignment design accommodates the turning paths of the
design vehicles for the permitted turns. The ability of the two-way service road to function safely and
provide a reasonable level of service to the adjacent land uses is primarily dependent on the design of

36 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 - Access

the service road I cross road terminal, in consideration of the predicted traffic volumes and vehicle
types.
11
Figure 8.7.2 illustrates the number of crossing conflicts created at a major road/ cross road
intersection with paralleling two-way service roads on both sides, continuing through the cross road. In
total, 64 crossing conflicts are created within the zone. If traffic volumes along the service roads and
cross roads are high, and the service road/ cross road intersections are not sufficiently setback from the
major road/ cross road intersection, severe operational problems often occur. These include congestion
and a high collision potential as a result of the inadequate capacity, overlapping maneuver areas, the
number of conflicts in close proximity, and the need for the driver to make numerous complex decisions
within a large paved area over a short distance with poorly defined vehicle paths.
It is therefore desirable, from an operational perspective, to provide as much separation as is practical
between the service road I cross road intersection and the cross road I major road intersection. In
retrofit situations, the desirable separations may not be feasible.
Figure 8.7.3 illustrates a suggested minimum separation, between the two cross road intersections,
where the cross road design volumes are low (2000 veh/d) and the cross road I major road intersection
is unsignalized. The values and relationship between the minimum separation and the cross roadway
volumes may be a matter of local policy. The 24.0 m separation between the edges of pavement of the
major roadway and the service road allow the U-turn maneuver to be made by a single unit truck. If
larger vehicles are required to make this maneuver, a greater separation is needed. The alignment
changes along the service road to widen the outer separation and achieve the increased separation of
cross road intersections is commonly referred to as bulbing. The geometry of the bulbed alignment is
designed in consideration of the vehicular approach speeds to the stop condition at the cross road, and
the right-of-way availability.
Normally, sidewalks are provided on the land use side of the service road. With this arrangement, the
pedestrian walking distances are increased significantly as the separation between the two cross road
intersections increases. Figure 8.7.3 illustrates the disadvantage to the pedestrian created by the bulbed
alignment. The figure also portrays an optional pedestrian route whereby a crossing of the service road
is incorporated near the start of the bulbed alignment to minimize the walking distance.
Figure 8.7.3 also illustrates suggested minimum two-way service road widths as follows:

• no parking provision
o 7.0 m for commercial I industrial land uses
o 6.6 m for residential land use
• provision for parallel parking on one side
o 9.8 m for commercial I industrial land uses
o 9.4 m for residential land use
• provision for parallel parking on both sides
o 12.6 m for commercial I industrial land uses
o 12.2 m for residential land use.
These minimum widths generally apply to the tangent sections of the service road only.

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

f e"'"' "'e t
C.)
"O

ili:outer separatiOn~

major road
---

---
~outer separation~A

---

Figure 8.7.2: Crossing Conflicts at Intersections with

Parallel Two-Way Service (Frontage) Roads

38 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 -Access

sidewalk
unsignalized 1-'---unsignalized _ _ _ _ _ _ _~c~ro~s~s~r=o=a=d_________
intersection intersection ---

Notes: a. W - see Table 8.9.1

b. If the arterial/cross road intersection becomes
signalized, a median is often desirable on the
cross road, as illustrated on Figure 8.7.4
c. Service road widths vary with parking requirements
24.0 and land use - 6.6 - 7.0 min., no parking
min.
c: - 9.4 - 9.8 min., parking one side
-12.2 - 12.6 min., parking both sides.
d. Fencing may be desirable in the outer separation
to reduce headlight glare and to control pedestrian
crossing, minimum width to be based on lateral
clearance requirements. Location dependant on
a snow storage requirement.
e. Greater width may be warranted when illumination
located within the outer separation, or by allowance
for future widening of major road.
f. Optional sidewalk alignment to shorten pedestrian route.

~
gutter
I

j'
1/2 of divided arterial 6.6 -12.6b
min.
·1 ror offset

-----=~-m-e~d~ia_n_1l=__.................:a~~d:------- ................_,,~;=s~id~e~w-alk
separation

typical section a-a

Figure 8.7.3: Two-Way Service Road I Cross Road Intersection Treatment, Cross Road
Volumes~ 2000 veh/d, Unsignalized Intersection

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

Greater widths are often warranted along the bulbed alignment to facilitate the tracking characteristics
of turning vehicles. Further information on cross section considerations is provided in Chapter 4.
Figure 8.7.4 illustrates a similar bulbing treatment to that of Figure 8.7.3. The minimum separation
provided between the major road and the service road remains at 24 m. However, in this layout a raised
median is implemented on the cross road to limit turns to right-in and right-out only. With this
arrangement, the cross road can normally operate safely and efficiently with cross road volumes greater
than 2000 veh/d and with the cross road I major road intersection being signalized.
An optional triangular island is shown at the throat of the service road as it connects with the cross road.
The island is beneficial in preventing wrong-way left turns from the service road onto the cross road.
However, the presence of an island can be a detriment to efficient operation where turning trucks are
significant. In these cases, omitting the island is generally preferred to provide greater maneuvering
area for the turning trucks.
Figure 8.7.5 depicts a minimum separation of 45 m between the inner edges of pavement of a two-way
service road and the adjacent major road at the intersection. A separation of at least 45 mis desirable
where the cross roadway design traffic volumes are greater than about 5000 veh/d, and where the cross
road /major road intersection is signalized. It is preferable to base the setback or bulbed distance on the
predicted left-turn storage requirements on the cross road. The storage length needed for the left-turn
movement from the cross road onto the major road is usually the governing length. For collision free
and efficient operation, the storage length needed for the predicted peak period traffic volumes is
provided between the two intersections on the cross road. With this criterion, the intersection of the
cross road and the service road is only infrequently blocked by vehicles stacked at the cross road/ major
road intersection. As the separation between the two intersections is increased, the traffic operation
and safety also improves due to the elimination of overlapping conflict areas. However, the increased
separation creates less direct and obvious routing to the service road. This is generally a disadvantage to
the driver who is unfamiliar with the area.
There may be conditions whereby it is warranted to signalize cross road intersections with both the
arterial and with the service road. If signals are installed at both intersections, it is important to co-
ordinate the signal timing to maximize capacity and reduce driver frustration.

40 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 Access

sidewalk

signalized
-- cross road
intersection

island optional for divided

cross road (not recommended
where numoer of turning trucks is significant).

Notes: a. W - see Table 8.9.1

b. Right turn bay to be utilized when arterial
design speed > 60 km/h or when warranted by
right-turn traffic volumes - bulbing setback to be
increased by right-turn bay width (3.5 - 3.7 m typical).
c. Service road widths vary with parking requirements
and land use - 6.6 - 7.0 min., no parking
- 9.4 - 9.8 min., parking one side
-12.2 -12.6 min., parking both sides.
d. Fencing may be desirable in the outer separation
to reduce headlight glare and to control pedestrian
crossing, minimum width to be based on lateral
clearance requirements. Location dependant on
snow storage requirement.
e. Greater width may be warranted when illumination
located within the outer separation, or by allowance
for future widening of major road.
f. Optional sidewalk alignment to shorten pedestrian route.

~
I 1/2 of divided arterial 6.6-12.6b
min.

typical section a-a

Figure 8.7.4: Two-Way Service Road/ Cross Road Intersection Treatment,

Cross Road Volumes> 2000 veh/d, Signalized Intersection

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

sidewalk

signalized unsignalizedd
,__=___,___ _,,.intersection 1----+---
intersection
b ..;

Notes: a. W - see Table 8.9.1

b. Check to ensure sufficient left turn
storage distance provided on cross
road, between intersections.
c. Right turn bay to be utilized when
arterial speed > 60krn/h or when
warranted by right-turn volumes.
d. Signalization of service road I cross
road intersection may be warranted,
if so, to be coordinated with arterial I
cross road signals.
iii e. Optional sidewalk alignment to
I shorten pedestrian route.

22.0 - 22.8 min

gull~~ I:
offsetl
7.0 - 7.4 3.0 '
min 1· 2.,0' , • min
min 3.0
1·
7.0 - 7.4
r
:I g~tter
offset

median
typical section A - A

22.0 - 22.8 min

7.0 - 7.4
· 1·
3.0
min
1·
5.0
min ,. 7.0 - 7.4

median
typical section B - B

typical cross road sections

Figure 8.7.5: Two-Way Service Road/ Cross Road Intersection Treatment,

Cross Road Volumes > 5000 veh/d, Signalized Intersection

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Geometric Design Guide for Canadian Roads
Chapter 8 - Access

8.8 CORNER CLEARANCES AT MAJOR INTERSECTIONS

8.8.1 GENERAL

Corner clearances upstream and downstream of an intersection should be governed by the functional
area of an intersection. AASHTO specifically states that: "Driveways should not be located within the
functional of an intersection, or in the influence area of an adjacent driveway." 12 This boundary would
include the longitudinal limits of auxiliary lanes. While AASHTO does not present guidelines as to the size
of this functional area, logic indicates that it must be much larger than the physical area (see Figure
8.8.1). It extends both upstream and downstream of the intersection and increases as the percentage of
trucks increases.

defined by physical area

defined by functional area

Figure 8.8.1: Intersection Boundaries

Corner clearance is the distance from an intersection to the nearest access upstream or downstream of
it. Corner clearance is measured from the near curb of the cross roadway to the near edge of the access
throat, as illustrated by Figure 8.8.2. It consists of three components: the curb return radius at the
intersection, a length of tangent, and the curb return radius or flare dimension at the driveway or public
lane.

June 2017 43
 Geometric Design Guide for Canadian Roads
Chapter 8 Access

driveway or
public lane

_J~
(typical)

arterial, collector
A
sianal• "O
ro
e
bl A
min. clearance, m
item arterial collectorb local b
?QC 55 15
or local road
e"'"' B #a 25 15
I
19
(.)
c 70 55 15
esign1Jj 1 D 7Qc 55 15
d.nvewayor
'
public lane
(typical)
Notes: a. Distance (#) positions driveway or public lane in advance of the left turn storage
length (min.) plus bay taper (des.).
b. Lesser values reflect lower volumes and reduces level of service on collectors and locals.
c. Reduced distances feasible if auxiliary lane implemented, see Section 8.5
d. Values based on operating speed of 50km/h, higher values desirable
for higher speeds or may be warranted by traffic conditions.

signals at the cross road

driveway or
public~
_J
(typical)
F

arterial, collector
or local road
1iJ
e
"'"'
btJ F
G
min. clearance, m
item arterial collectorb localb
35
#a
20
25
15
15
e

19
(.)
H 25 25 15
J 35 20 15
FleC-
p iclane
(typical)
Notes: a. Distance (#) positions driveway or public lane in advance of the left turn storage
length (min.) plus bay taper (des.).
b. Lesser values reflect lower volumes and reduces level of service on collectors and locals.

stop control at the cross road

Figure 8.8.2: Suggested Minimum Corner Clearances to Accesses or

Public Lanes at Major Intersections

Inadequate corner clearance between accesses and signalized intersections along a major road, such as
a major arterial, can create serious operational problems including:

44 June 2017
Geometric Design Guide for Canadian Roads
Chapter 8 - Access

• Access/ egress movements are blocked by vehicles queued at a red light.

• Vehicles wanting to turn left from an undivided roadway into an access on the far side of the
intersection may also be blocked; the resulting traffic back up behind the vehicle waiting to turn
may extend into the intersection area.
• To reach their destination, drivers are challenged to make difficult left and right turning
movements between vehicles stacked at or approaching the traffic signal.
• Right turn ingress and egress movements at an access on the near side of an intersection may
interfere with right turning traffic at the signalized intersection.
• Slow moving or stopped vehicles are encountered on the roadway immediately beyond the
major intersection; this is a particular problem for vehicles that have made a left or right turn at
the intersection, are still focused on that maneuver and are ill-prepared to perceive and react to
an unexpected vehicle.
The first difficulty may be a concern to the business operator or resident only. However, the other four
are of serious concern to both the road authority and the user.
8.8.2 SUGGESTED MINIMUM CORNER CLEARANCE DIMENSIONS
Figure 8.8.2 provides suggested corner clearance dimensions for various classifications of roads at an
operating speed of SO km/h. For higher speed roadways, clearances of up to two times the values
stated may be desirable. Greater corner clearances may also be warranted by the estimated queuing at
the intersection, based on the proposed traffic control, number of lanes and anticipated traffic volumes.
The upper half of Figure 8.8.2 illustrates the suggested minimum corner clearances for accesses
upstream or downstream of a signalized cross road intersection. Dimensions A and Care applicable to
an undivided roadway, Band D to a divided roadway. Dimensions A, C and D, for an arterial roadway,
are based on the provision of a clearance equal to the stopping sight distance at SO km/h on the
departure leg, between the signalized intersection and the first potential access conflict. A reduced
distance is feasible for dimension A of an arterial if an auxiliary lane, as described in Section 8.5, is
provided to separate turning vehicles from the through traffic stream. Suitable dimensions can be
determined from Figures 8.5.1, 8.5.5, 8.5.6, 8.5.7 and 8.6.1. Dimension B varies with the length of left-
turn storage on the divided roadway. As a minimum, Bis equal to or greater than the storage length, but
desirably Bis equal to or greater than the storage length plus the bay taper.
The lower half of Figure 8.8.2 presents suggested minimum corner clearance dimensions adjacent to an
intersection with stop control, rather than signals, at the cross road. Dimensions F and Hare applicable
to an undivided roadway, G and J to a divided road. Dimensions F and J are based on right-turning
vehicles at the intersection being able to perceive and react to a conflict at the first access. Dimension H
is based on providing space for three passenger vehicles to be queued at the stop control without
blocking the driveway. Dimension G is based on the same philosophy as dimension Bin the upper half of
the figure.
The lesser values shown on Figure 8.8.2 for collector and local roads reflect the reduced needs
associated with lower traffic volumes and a decreased expectation in level of service.

Due to small corner parcel sizes and the legal requirements for access provision, it may not be feasible
to provide the suggested minimum corner clearances. Engineering judgement and a good understanding
of traffic operations are needed to determine the most suitable access layout and related roadway
provisions for the prevailing conditions.

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 Geometric Design Guide for Canadian Roads
Chapter 8 Access

8.9 DRIVEWAYS
8.9.1 GENERAL
Driveways are important elements in the effective operation ofthe road system and the provision of
collision free and orderly access to development. They warrant design considerations similar to those for
the intersection of public roads. In many cases, the turning volumes at a driveway to a high activity land
use, such as a major shopping centre, are higher than at the intersection of two local roads.
Driveway location and design are influenced by both road classification (including design hour volumes,
design speed and auxiliary lane warrants) and land use which may dictate the need for an auxiliary lane.
Driveways permitted along roads in the upper end of the road classification system, such as arterials, are
widely spaced and designed so as to minimize interference with the mobility of the through traffic.
Along local roads, driveways are the key elements needed to achieve the primary function of providing
access to the adjacent development. Driveways along local roads are closely spaced and designed in
consideration of functionality as to vehicle type, available space and the presence of pedestrians.
Driveway designs are influenced by the land use they serve. The three land use categories of residential,
commercial and industrial are commonly used to establish differing design criteria. The definition of the
three land use types are as follows:
• Residential: development consisting of single family residences or residential complexes
containing up to four dwelling units.
• Commercial: office, retail, institutional, or multiunit residential (5 or more dwelling units)
development primarily serving passenger vehicles but occasionally accommodating service
trucks.
• Industrial: development that primarily serves truck traffic, such as warehousing and truck
terminal facilities.
Driveways have a number of interrelated design elements that warrant consideration as part of good
design practice. These include:
• Operational considerations - one or two-way operation, number of lanes, restricted turns
• Sight distance considerations
• Turning characteristics - curb return or drop curb/ straight flared styles
• Width - minimum and maximum
• Angle of intersection, in consideration of one or two-way operation and the presence of
pedestrians
• Corner clearance from adjacent intersections
• Spacing between adjacent driveways on the same side of the road
• Throat length (set-back distance) required for a no conflict zone
• Spatial relationships to driveways on the opposite side of the road, particularly in the case of
undivided arterial roads
• Grades - minimum and maximum, and allowable maximum grade changes
• Pedestrian crossing considerations
• Volume of cyclists and type of cycling facility.
8.9.2 OPERATIONAL CONSIDERATIONS
Two-way driveways that intersect the road at or near right angles represent the most practical design
for most conditions, particularly for driveways along an undivided road. For minimum use driveways
(<25 veh/d), such as those serving single family residential land uses, the two-way movements may

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consist of a single lane, drive-in and a back-out maneuver. For high volume two-way driveways, the
driveway essentially consists of two one-way driveways separated by a centreline or median. Driveways
with traffic volumes exceeding 100 peak hour trips or 750 veh/d and multiple lanes are considered high
volume driveways.
For moderate (<750 veh/d) and high volume driveways along an undivided roadway, or where a median
opening is provided at a high volume driveway on a divided roadway, more than one lane in each
direction is usually required for driveway capacity purposes. The most common method to increase
capacity of a two-way driveway is to provide three lanes, a two-lane exit in combination with a single-
lane entrance. Along a busy road if only one exit lane is provided, the left-turn exit movement can cause
appreciable delays for right-turn exiting vehicles. Additional entry or exit lanes may be required for
driveways at high traffic generators, as determined by traffic capacity and operational analyses. The
driveway I roadway intersection may also warrant traffic signals in certain cases.
Major driveways positioned to form the fourth leg of existing T-intersections are normally effective in
efficiently and safely accommodating the traffic generated by a large development. Frequently, these
types of intersections are also signalized.
One-way driveways are relatively common along divided and one-way roadways and are particularly
appropriate on the left side of the road in the direction of travel. Two-way driveways on the left side of
one-way roadways are very inefficient and are generally only suitable for low volume conditions. One-
way driveways are angled to operate in a "slip-ramp" fashion and to make a wrong-way maneuver
visibly awkward. For roadways with design speeds of 70 km/h or more, the slip-ramps are implemented
in combination with auxiliary lanes for deceleration and acceleration. Where pedestrians routinely cross
the one-way driveway, it is desirable to provide a driveway intersection angle of 70 with the sidewalk,
rather than something less, to encourage vehicular deceleration and to provide the driver with a better
opportunity to observe a possible pedestrian conflict. The high intersection angle also reduces the
distance across the driveway for the pedestrian.
One-way driveways are also effective in the vicinity of busy intersections, to limit the number of possible
conflicts in the zone of the intersection and to discourage potentially hazardous maneuvers to and from
the driveways. Further information on the use of one-way driveways, in this context, is provided in the
discussion on corner clearances at minor intersections, in Section 8.9.7.
Another method to reduce the number of conflicts created by a driveway along a two-way undivided
arterial or other major undivided roadway is to restrict the left turns. This restriction is normally most
effectively accomplished by introducing a short section of raised median on the major roadway or by
using a channelizing triangular island which clearly discourages left turns. The geometry for the island is
determined in consideration of the types of turning vehicles and their turning characteristics, and
whether or not the island will be used as a pedestrian refuge area. A minimum island size of 30 m 2 is
desirable to clearly discourage left turns and to provide a large pedestrian refuge area. A typical design
for left-turn restrictions at a driveway along an undivided roadway is shown in Figure 8.9.1.

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see Chapter 4: Cross

Section Elements for

-- --
---- raise 1s an ,
min. size= 30 2..!!!.,.
--
--
Note: Also applicable to divided street to prevent wrong·way movements.

Figure 8.9.1: Left-Turn Restrictions, Undivided Road

Retrofitting of existing roadways provides an opportunity to improve the spacing and geometry of
existing driveways, where such modifications are desirable. By working with the affected property
owners, it is often possible to improve both traffic operations and pedestrian and cyclist safety by
implementing measures such as consolidating driveways, providing increased corner clearances, and
narrowing unnecessarily wide driveways.
A single lane design is appropriate for one-way operation. Use of a lane to reverse a tractor-trailer into
or out of the driveway, a maneuver that can take 30 seconds, is well beyond sight distances that are
typically available and is not recommended. This maneuver is especially a concern at night when
oncoming drivers may have difficulty seeing the retro-reflective markings on the trailer unless it is
perpendicular to the line of travel of the approaching traffic.
8.9.3 SIGHT DISTANCE

The provision of adequate sight distance for the exit maneuver from the driveway is one of the most
critical elements. The sight distance required is determined in consideration of the design speed of the
intersecting roadway and the sight triangle requirements described in Chapter 9.
Adequate sight distance is particularly important for commercial and industrial driveways. For minimum
use driveways along local roads, it is often difficult to provide the desired sight distance due to sight line
restrictions created by parked cars, fencing and vegetation. Reduced sight distances are generally
tolerable in these situations due to the low operating speeds and caution exercised by the drivers. The
placement of road hardware, such as utility cabinets and mail boxes, and landscaping within the right of
way, is normally controlled by the municipality or road authority to prevent obstructions to the required
sight lines. Some jurisdictions also obtain easements paralleling major road rights of way, and attach
bylaws controlling their use. In this manner, features that block sight lines and detract from the collision
free operation of driveways are controlled. It is not necessary to eliminate landscaping from the vicinity
of the driveway to provide the required sight distance. Ground cover planting and low shrubs, or trees
with high canopies, can be used effectively without affecting the sight lines of the driver. A typical range
for a driver's height of eye is 1.05 m, for passenger cars, to 2.5 m, for large trucks. Clear sight lines are

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provided for the full range of eye height. The height of object is 1.3 m, based on the height of a
passenger car. Safety problems related to sight distance occur where driveways are located on the
inside of horizontal curves or on the far side of crest vertical curves. It is therefore desirable to avoid
positioning driveways in these locations.
8.9.4 TURNING CHARACTERISTICS

Two styles of driveway are commonly used to accommodate the vehicle turning paths. These are the:
1. Straight flared design
2. Curb return design.
Jn the straight flared design, a drop curb section is often provided across the driveway. The drop curb
section is wider than the width of the driveway throat. For two-way driveways, the extra width is
normally distributed equally on each side of the driveway. The widening to each side of the driveway is
referred to as the driveway flare.
The curb return style incorporates a curved area of paving, usually formed by a curb with a simple curve
radius, to facilitate the path of the vehicles turning into or out of the driveway.
For driveways with volumes less than 750 veh/d along low to moderate volume roadways, the straight
flared style is frequently used. Residential driveways are a common application of this straight flared
style where a semi-mountable (rolled) curb and gutter section is used for the entire length of the
roadway. The semi-mountable curb and gutter section eliminates the need for drop curbs and to
determine driveway locations prior to initial roadway construction, or the need to remove and replace
curb after construction to accommodate driveways.
The straight flared style driveway often does not require any special treatment to accommodate
pedestrian crossings, particularly when the sidewalk is separated from the curb line of the roadway by a
wide boulevard. For sidewalks adjacent to the curb, however, the flared driveway design results in a
significant increase in the cross-slope of the sidewalk ifthe back of sidewalk profile is maintained. It is
desirable to limit the sidewalk cross-slope to a maximum of 0.02 m/m. However, slopes up to 0.04 m/m
are allowed in many jurisdictions. Care must be taken to ensure that sidewalk cross-slopes abutting a
curb meet the required accessibility guidelines. For additional guidance, refer to Chapter 6.
The curb return style driveway provides a better approximation of the turning path of vehicles, which is
an important factor in accommodating trucks and other large vehicles. The curb radius also reduces the
paved area required for the driveway entrance, compared to the straight flared style. The curb return
style, if properly designed, guides drivers along an appropriate turning path without encroaching on
more than one travel lane of the roadway. This reduces the interference with the through traffic and the
potential for rear-end and sideswipe collisions. The curb return style is well suited for moderate to high
volume driveways along moderate to high volume roadways and in industrial areas where trucks and
other large vehicles are common.
The curb return style driveway incorporates curb-cuts and sidewalk ramps to accommodate the
pedestrian crossing so alerting both drivers and pedestrians of the potential conflict zone. The higher
vehicle speeds encouraged by the smooth turning radii defined by the curb return however, may be a
disadvantage to pedestrians wanting to cross the driveway. As an alternative method to using ramps,
the sidewalk can be made continuous without alteration across the driveway, and the driveway grade
designed to match the sidewalk grade. In effect, the height of curb around the return is tapered down
from full height at the roadway to zero at the sidewalk. The continuity of the sidewalk or the use of

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contrasting construction materials across the driveway assists in defining a pedestrian crossing zone to
the driver.
The radius of the curb return style or the flare required to accommodate an equivalent turning radius is
meaningful only when considered in combination with the width of the driveway throat.
8.9.5 WIDTH
The width of a two-way driveway is measured parallel to the road since turns are generally oriented at
right angles. The dimension is typically measured beyond any entrance flare. The width of one-way
driveways, which are normally skewed, is measured perpendicular to the driveway.
It is desirable to state suitable driveway widths as a design domain. Dimensions at the lower end of the
domain are intended to define the minimum spatial and operational requirements. The maximum
dimensions assist in preventing driveways from becoming unwieldy with large paved areas and poorly
defined travel paths. The most appropriate width of a driveway is determined in combination with the
radius of the curb return (or the design vehicle turning radius and flare dimensions, if a straight flared
design is adopted), the desired operating characteristics such as turning speed, and physical limitations
which may exist at the site.
Table 8.9.1 provides a typical design domain for driveway throat widths and radii for both two-way and
one-way operation. In locations where special vehicles such as long combination vehicles or similar
vehicles are present, wider driveway throat dimensions or larger radii may be required.

Table 8.9.1: Typical Driveway' Dimensions

.
Dimension
··. , -_:- ', ,
Land Use
.. ••
. •· ... . .....
(m)
.
. Residential ··· • Commercial Industrial . .
.

Width (W)
- One way 3.0' -4.3 4.5' - 7.5 5.0-9.0
-Two way 2.0'-7.3 7.2' -12.0" 9.o' -1s.o"
Right turn radius (R) 3.0-4.5 4.5-12.0 9.0-15.0
Notes: a.
.. ..
M1n1mum widths are normally used with rad11 at or near the upper end
of the specified range
b. Increased widths may be considered for capacity purposes; where up to
3 exit lanes and 2 entry lanes are employed, 17.0 mis the maximum
width exclusive of any median
c. Applicable to driveways only, not road intersections

8.9.6 ANGLE OF DRIVEWAY

Two-way driveways normally intersect the roadway curb at or near 90°. However, a minimum acute
angle of 70°, as measured from the roadway curb line, normally operates in an acceptable manner.
For one-way driveways, where a skewed intersection assists in efficient traffic operation, skews in the
range of 45• to 60° are appropriate in industrial areas where pedestrians are infrequent. For commercial
and residential land uses, where pedestrian volumes are normally moderate to high, minimum skew
angles in the range of 60° to 70° are preferred to improve the driver's visibility of the pedestrian, and
vice versa, and to encourage lower turning speeds.

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8.9.7 CORNER CLEARANCES AT MINOR INTERSECTIONS

Figure 8.9.2 illustrates the corner clearance components at minor intersections. A corner clearance is
the distance between the near curb of a roadway intersection and the near edge of a driveway throat.
The distance is made up of three components: the intersection corner curb radius, a tangent section (C)
and the radius or flare for the driveway. Section 8.8 provides details of the desired corner clearances for
major intersections. It is good design practice to provide a tangent separation (C), between the curb
return of the public roadway intersection and the first driveway. Even a short separation assists in
reducing the impact of overlapping conflict zones and in promoting collision free operation.
Short tangent separations (C) are acceptable for residential land uses where driveway and roadway
traffic volumes are normally low. A minimum distance (C) of 2.0 mis suggested for residential
driveways. The resulting minimum corner clearance is then about 11.0 m: 6.0 m for the minimum corner
curb radius, the 2.0 m distance (C), and a 3.0 m minimum driveway curb radius.
For commercial and industrial land uses, the increased driveway volumes and the larger turning path
requirements warrant a greater corner clearance. A minimum dimension (C) of S.O mis suggested to
separate the conflict zones and to provide for a greater maneuvering area for turning trucks. For an
industrial area, this then results in a minimum corner clearance of about 2S.O m (11.0 m for the
minimum corner curb radius, the 5.0 m dimension (C), and a 9.0 m minimum driveway curb radius).
A high volume driveway on the near side of an intersection may warrant a left-turn storage area on the
roadway to accommodate left turning traffic into the driveway. If this is the case, the driveway is located
in consideration of the total distance needed for the back-to-back left-turn bays created on the
roadway. The combined left-turn storage and taper requirements significantly increases the corner
clearance requirements.
8.9.8 SPACING OF ADJACENT DRIVEWAYS

In addition to the corner clearance considerations described in Section 8.9.7, driveways are normally
located in consideration of their physical relationships to existing or possible future driveways. The
following three criteria need to be considered:
• minimum spacing between driveways
• minimum offset to property line
• maximum number of driveways based on property frontage.
The application of these design criteria assists in meeting the following objectives:
• Clearly identify to the user which property each driveway serves.
• Ensure that sufficient space is available between driveways for the positioning of traffic signs,
lighting poles and other surface utility fixtures, and road hardware.
• Separate the conflict areas for each driveway.
• Provide appropriate space between driveways for on-street parallel parking, where permitted
and in consideration of sight line requirements.
• Increase the length of potentially collision free pedestrian areas by minimizing the number and
width of driveways.
Roadway retrofit projects often provide the opportunity to improve existing driveway spacing.
The minimum spacing between driveways is measured between the end and start of the curb returns on
the adjacent driveways, shown as dimension (E) on Figure 8.9.2. A 1.0 m minimum spacing is
recommended between adjacent low volume driveways for residential properties, along local and

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collector roadways, while a 3.0 m minimum is the suggested dimension for both commercial and
industrial land uses. If there is a need to provide parallel parking between driveways along the roadway,
a spacing of 6.0 to 7.5 m is suitable. If the spacing provided is in the range of 3.0 to 5.0 m, the space may
appear inviting to a driver wishing to park, but if used, severely hampers the operation of the driveways
by reducing sight lines and interfering with the turning paths of the vehicles.

suggested minimum spacing

land use
P/L
0..
dimension figure ref. residential commercial industrial
b
from P/L p" OborR 0 orR R

from
cc,d
street comer 2.0 5.0 5.0
between
E d,e
'' __
L R_ o::
driveways 1.0 3.0 3.0

Notes:

~I
a. Also established in consideration of location of
first driveway on adjacebt property. €
::>
b. Driveways straddling the property line and ...: () w
common to both properties.
c. Greater distances for driveways adjacent to
major intersections; refer to Section 8.8
d. Greater spacing required along arterial - refer to
Section 8.5: Continuous Right-turn Auxiliary Lanes
e. Greater spacing often results from maximum
number of driveways per property; see Table 8.9.2

~c 1---1=----.-----.-
1R
L__
R 0
r--------- ---------.,
r.o.w. 1
--- +'- - - - 1 - -
' "'"~"'::>
c: ·-

curb
I{
'
~ 'O
0
()
Cl)
~

E c corners
radius
refer to Figure 8.9.1 corner 1
for typical design to clearance
restrict left turns

Notes: 1. For suggested minimum corner clearance at major intersections, see Figure 8.8.2
2. Where turns are not permitted, R;1.5 m assists in discouraging wrong-way movements.
3. For typical Rand W dimensions, refer to Table 8.9.1
4. Minimum angle of 70° desirable where pedestrians routinely cross driveway,
45° minimum otherwise.

Figure 8.9.2: Driveway Spacing Guidelines - Locals and Collectors

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For moderate and high volume driveways or for driveways along auxiliary lanes on arterial roadways a
greater spacing is beneficial in helping to reduce vehicle conflicts. Guidelines for driveway spacing along
arterial auxiliary lanes are provided in Section 8.5.2.
It is desirable to locate a driveway so that the curb return radius for the driveway falls entirely within the
front of the property being served. This concept is illustrated in Figure 8.9.2. The offset (P) to the
property line is measured to the throat width of the driveway.
For residential and commercial land uses, a minimum offset of zero is depicted on Figure 8.9.2. This
indicates that it is possible to locate driveways that straddle the property line and are common to the
two individual properties. The resulting driveway width is not double that of a single driveway, but
rather is designed to suit the volume and types of traffic anticipated at the common driveway. For
residential and commercial land uses, pedestrians crossing the driveway have normal expectations, and
it is advantageous to the pedestrians to limit the driveway width to a practical minimum.
For industrial land uses, driveways straddling the property line and serving more than one property are
not commonly used. The driveway widths and large paved areas necessary to accommodate the turning
paths of all possible turns at a shared driveway generally are not the most effective means of providing
access. Therefore, a minimum offset to the property line equal to the driveway curb return radius is
desirable. Typical curb return radii for industrial land uses are provided in Table 8.9.1.
An effective means of ensuring reasonable spacing between adjacent driveways is to limit the number of
driveways permitted per individual property. A typical design guideline, based on the fronting width of
each property, is provided in Table 8.9.2.
Table 8.9.2: Maximum Number of Driveways Based on Property Frontage"

Frontage (m) Minimum Number of Driveways'

15 1"
16-50 2
51-150 3'
> 150 4 or more'
Notes a. Subject to spacing guidelines presented in Subsection 8.5.2 and Figure 8.9.3
respectively
b. Single family residential properties normally restricted to one driveway, irrespective
of frontage
c. For large developments the location and design elements of driveways are normally
determined by a traffic impact study

When determining the optimum location and spacing of driveways, it is desirable to consider the traffic
characteristics of each driveway in relation to the expected traffic operations both upstream and
downstream. For industrial and commercial land uses, it is good practice to provide separate driveways
for the loading and parking areas.
8.9.9 SPACING CONSIDERATIONS FOR DRIVEWAYS ON OPPOSITE SIDES OF THE ROAD
For low volume roadways, such as locals and most collectors, the spatial relationship between driveways
on opposite sides of the road is not a necessary design consideration. Similarly, if one or both of the
driveways are low volume, this relationship does not impact traffic operations.
However, when the roadway has a moderate to high volume, and the driveway volumes are moderate
to high, such as an undivided arterial or a high volume collector serving a busy commercial land use, the

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examination of the relative location of opposite driveways constitutes good design practice. The key
traffic movements in the analysis are the accommodation of left turns into the opposite developments,
and the inter-development traffic flow.
The geometric requirements of the left-turn storage areas and tapers along the roadway often
determine the most suitable location of the driveways. Where a two-way left-turn lane (TWLTL) is used,
the potential for conflicting movements within the TWLTL can be reduced significantly by positioning the
driveways to avoid overlapping left turn zones. Aligning driveways directly opposite each other is
normally the most effective in promoting orderly use of the TWLTL. Figure 8.9.3 illustrates the
maneuvers associated with offset and directly opposing driveways.
Where inter-development traffic is expected to be significant, and signalization of the driveway
intersection is not desirable, the maneuver required to cross the entire width of a busy roadway in a
single continuous movement may be difficult. Jn this case, it is often advantageous to offset the
opposing driveways to eliminate the concentrated conflict zone. A minimum offset of 100 m between
driveway centrelines is desirable, as illustrated in Figure 8.9.3. This technique does, however, increase
the number of slow moving vehicles making ingress, egress and weaving maneuvers on the roadway,
which may present other operational concerns. The relative impact is assessed to determine the best
design decision.
Retrofitting of existing driveway locations may be warranted over time as traffic conditions change along
a roadway and at individual driveways. Alternatives to existing driveway locations, or driveway
consolidation to improve spacing, may provide effective solutions to traffic operational concerns.

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~-/t'tl_~
-
~-
--
---=----
- -
--=- L
-------?--"'r----
- -
-/-J;,;;;.-- ~~ ~
-
-~---~ _L _________ _
- - ::...CI - - -

Note: Diagrams are

conceptual only. a.
this offset avoided due to overlapping left turns

--------------~-7::'~-----------:-..;;;;-----
= = _______ ,.......v~ - . . . . , -------~= =
= ~ = =
- - - -
..:.L- =
-
=
--
=
-----------------~~-L'c----------~
- ,,
"\I11T fj /b.
better offset arrangement, but weaving may be difficult
offset driveways

Figure 8.9.3: Spacing Considerations for Opposing Driveways

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8.9.10 CLEAR THROAT LENGTHS

In order for major driveways to operate efficiently, both from the road side and internally, it is desirable
to provide a no conflict and storage zone within the driveway. This zone is commonly referred to as the
clear throat length or set-back distance and is measured from the ends of the driveway curb return radii
at the roadway and the point of first conflict on-site. Figure 8.5.2 illustrates how a throat length is
measured. Failure to provide sufficient throat distance results in frequent blocking of on-site circulation
roads which can in turn create queues of entering vehicles. The provision of appropriate clear throat
length or storage space is particularly important for drive-in service developments where the customers
remain in their vehicles while waiting to be served. These types of developments include drive-in
restaurants and banks, automatic car washes, and parking facilities with entry control. For large
developments, the appropriate throat length is best determined by a detailed traffic analysis based on
the traffic control provided at the road and the anticipated volumes and types of traffic. Table 8.9.3 is a
guideline for suggested minimum clear throat lengths for various types of developments.
14
Table 8.9.3: Suggested Minimum Clear Throat Lengths for Major Driveways

.. Minimum Clear Throat Length (m) .

Land Use Development Size .
Collector Arterial
<10,000 m' 8 15
Light Industrial 10,000 -45,000 m' 15 30
>45,000 m' 15 60
Discount Store >3,000 m' 8 15-25
<25,000 m' 8 15
Shopping 25,000 -45,000 m' 15 25
Centre 45,001- 70,000 m' 25 60
>70,000 m' 40 75
<2,000 m' 15 25
Supermarket
>2,000 m' 25 40
<100 units 8 15
Apartments 100 - 200 units 15 25
>200 units 25 40
Quality <1,500 m' 8 15
restaurant >l,500 m' 8 25
Fast food <200 m' 8 25
restaurant >200 m' 15 40
<5,000 m' 8 15
5,000 -10,000 m' 8 25
General office 10,001- 20,000 m' 15 30
20,001-45,000 m' 30 45
>40,000 m' 40 75
<150 rooms 8 25
Motel
>150 rooms 8 30
Notes 1. Refer to Figure 8.5.2 for method of measurement
2. For major developments, it is desirable to determine throat lengths and queue on the basis of a
site-specific traffic study

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8.9.11 GRADES
When selecting the most suitable grades for a driveway, a number of considerations are important
including:

• Road classification
• Driveway volume
• Maximum grade for the driveway within the right of way where it intersects the roadway
• Minimum grade for the driveway within this same zone
• Maximum driveway grade on-site
• Maximum rate of grade change
• Pedestrian crossing cross-slope
• Roadway, driveway, roadside and property drainage
• Cyclist accommodation.
Desirable maximum grade changes, between the roadway cross-slope and the driveway grade, vary in
accordance with the road classification. For the higher classification road, it is desirable to minimize the
grade change at the roadway edge, encouraging high speed turns into the driveway and reducing the
deceleration and interference with the through traffic on the major road. This is particularly important
for high volume driveways. Figure 8.9.4 provides guidelines for limiting the grade change at the road
edge. For high volume driveways on arterial roads, a maximum grade change of 3% is acceptable.
For low volume driveways on local roads, a maximum of 8% is acceptable.
Driveways are constructed at an incline from the roadway in order to prevent surface drainage along the
roadway from discharging down a driveway and onto private property. Where this is impractical, curb
drainage across the driveway can be effectively controlled by using a slightly deeper gutter and adjacent
catch basins. It is also common practice to limit the amount of property drainage that drains onto the
roadway via the driveway by providing separate on-site drainage systems.
Assuming a normal roadway cross-slope of 2.0% and the desirable maximum grade changes defined
above, the resulting maximum driveway grades within the boulevard and border areas are illustrated as
grade G,, in Figure 8.9.4. Where pedestrians cross a driveway with a grade exceeding 2.0%, it is
desirable to maintain the cross-slope on the sidewalk to a maximum of 2.0%.
Specifying a minimum grade for the driveway between the roadway edge and the right-of-way boundary
is also desirable. This ensures that the driveway has positive surface drainage and is therefore less
susceptible to icing. The suggested desirable minimum grade is 1.0% in all cases. As an absolute
minimum where tight physical controls dictate, a grade of 0.5% may be considered.
Figure 8.9.4 also provides guidelines for desirable maximum grade changes at the right-of-way boundary
and typical maximum on-site grades. Maximum grades and grade changes are avoided where possible,
particularly when driveway volumes are moderate to high. For low volume driveways along a local road,
the maximum grade change may be determined on the basis of the vertical clearance requirements for
the types of vehicles using the driveway. A maximum grade change of 12% over a horizontal distance of
3.0 m satisfies the vertical clearance requirements of most vehicles. The vertical alignment design of the
driveway is normally reviewed for the sight distance provided.

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E
"O "'"' ~
"'>- .0
"'3: ~
::i
;i
"O (.)
3
21
I
plan view I one-way or
two-way
I driveway

I
I
l:!
"' "'iii
> ~

-e :;"'0 ~ l:!"'
::i :2 0
(.) .0 <1) .0

I
I G 1 =driveway grade
I within riglit-of-way
I G 2 = driveway grade
profile view 1 on-site
I D1 = grade change,
road I road crossfall to G 1
cross s G1 D2 = grade change,
0Pe, 2 0% ,,, G1 to G2
. 0 •yp, ~'-.!J1

Note: Desirable to limit sidewalk cross slope to 2.0% max.

road driveway des. grade G 1 b desirable grade desirable desirable

G2, max. max. grade max. grade
classification volumed design domain° design domain c change, 0 2
change, D1

arterial high 1.0%-1.0% +4.0% I -2.0% +3.0% ±3.0%

low-moderate 1.0% - 3.0% +8.0% I -4.0% +5.0% ±5.0%
collector low-moderate 1.0% -4.0% +10.0% / -5.0% +6.0% ±6.0%
local min. use 1.0% - 6.0% +14.0% 1-7.0% +8.0% controlled
by vehicle
clearance

Notes: a. 0.5% acceptable as absolute minimum in certain cases.

b. Downgrades avoided to control road drainage.
c. Assumes the road has a normal cross slope of 2.0%.
d. High: >1500 v/d, moderate: >750 to 1500 v/d, low: 25 to 750 v/d, min. use: :S 25 v/d.

Figure 8.9.4: Driveway Grades

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Chapter 8 Access

8.9.12 PEDESTRIAN AND BICYCLE CROSSING CONSIDERATIONS

In the design of a driveway, it is important to integrate the needs of the pedestrians and bicycles into
the vehicular operational requirements of the driveway.
From a vehicular operational efficiency perspective, it is desirable to provide turning radii which enable
vehicles to turn at a reasonable speed. Large curb return radii, in combination with narrow driveways,
normally minimize the crossing distance and conflict exposure for the pedestrian and cyclist, while
allowing higher vehicular speeds. Conversely, small curb return radii, in combination with wide
driveways as needed to accommodate vehicle turning, increase the crossing distance and conflict
exposure for the pedestrian and cyclist, but may encourage lower vehicular speeds as a result of the
sharper turn. Jn general, narrow driveways with small curb return radii, but still adequate to
accommodate the design turning vehicle are preferred.
For additional guidance on accommodating pedestrian and cyclists at access and driveway locations,
refer to Chapter 6 and Chapter 5 respectively.

8.10 CULS-DE-SAC
Cu ls-de-sac and dead-end roads are local roads terminated or closed at one end.
Cu ls-de-sac need to be large enough to accommodate passenger vehicles and delivery trucks which are
used for service to houses. Such trucks are smaller and require Jess space for turning than the single-unit
(SU) design truck. For design, a delivery truck is assumed to have a wheel base of 4.5 m, a width
between outer extremities of tires of 2.5 m and a minimum turning radius of the outer front wheel of
10.5 m. Culs-de-sac are, however, often designed to accommodate SU vehicles because this is
representative of many garbage trucks. On industrial roads, the culs-de-sac are designed to
accommodate the SU vehicle. In addition to the standard design vehicles, consideration of
emergency vehicle movements, particularly fire trucks, should be considered. A check with local
authorities regarding wheelbases of current units is suggested.
A dead-end road is usually sufficiently wide to enable passenger vehicles and preferably delivery trucks,
to U-turn or at least turn around by backing once. The design commonly used is a circular pavement
symmetrical about the centreline of a roadway. One steering reversal is avoided on this design. Where a
radius of less than 14 mis used, the turn-around area is bordered by mountable curbs to permit
maneuvering of an occasional oversized vehicle.
Other variations or shapes of cu ls-de-sac to fit right of way and site controls may be provided to permit
vehicles to turn around by backing once.

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Chapter 8 - Access

REFERENCES

1 Stover, VG, Tignor, SC, and Rosenbaum, M J. 1982. 11 Chapter 4 -Access Control and Driveways 11 ,
Synthesis of Safety Research Related to Traffic Control and Roadway Elements Vol. 1. FHWA-TS-82-232,
Washington, DC: Federal Highway Administration.
1
2 Galber N.J. and Hoel L.A. 2010. Traffic and Highway Engineering, 4 h Edition, citing FHWA.1992. Safety
and Effectiveness of Highway Design Features, Vol. 1, Washington, DC: Federal Highway Administration.
3 Bonneson J.A. and McCoy, P.T. 1997. NCHRP Report 395: Capacity and Operational Effects of Midblock
Left-Turn Lanes. Washington, DC: Transportation Research Board of the National Academies, p. 2.
4 Stover, VG, Tignor, SC, and Rosenbaum, M J. 1982. "Chapter 4 -Access Control and Driveways",
Synthesis of Safety Research Related to Traffic Control and Roadway Elements Vol. 1. FHWA-TS-82-232,
Washington, DC: Federal Highway Administration.

5 Ibid.

6 Adapted from Gluck, J., Levinson, H Sand Stover, V. 1999. "Table 6 - Representative accident rates
(accidents per million VMT) by type of median-urban and suburban areas," NCHRP Report 420: Impacts
of Access Management Techniques. Washington, DC: Transportation Research Board of the National
Academies, p. 4.

7 Adapted from: Giguere, R.K., et al. 1996. "Figure 1-Trip Stages", Transportation Research Circular 456:
Driveway and Street Intersection Spacing. Washington, DC: Transportation Research Board of the
National Academies, p. 13.

8 Koepke. FJ., Levinson, H.S. 1992. NCHRP Report 348: Access Management Guidelines for Activity Centres.
Washington, DC: Transportation Research Board of the National Academies, pp. 51-52.

9 Transport Canada. 2014. Grade Crossing Standard. Ottawa: Transport Canada.

10 Transportation Association of Canada. 2014. "Figure C2-14," Manual of Uniform Traffic Control Devices
for Canada, Fifth Edition. Ottawa: Transportation Association of Canada.
11 Stover, V.G., Koepke. FJ. 1988. Transportation and Land Development, 1" Edition. Washington, DC:
Institute ofTransportation Engineers.

12 AASHTO. 2011. A Policy on Geometric Design of Highways and Streets, 6'h Edition. Washington, DC:
American Association of State Highway and Transportation Officials, p. 9-13.

13 Technical Committee 5B-13. 1985. Guidelines for Driveway Design and Location: a proposed
recommended practice. Washington, DC: Institute of Transportation Engineers.
14 Stover, V.G., Koepke. FJ. 1988. Transportation and Land Development, 1" Edition. Washington, DC:
Institute ofTransportation Engineers.

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Glossary

GLOSSARY

Acceleration Lane An auxiliary lane to enable a vehicle to increase speed to merge with
through traffic.

Access Control See Controlled Access.

Access Management The management of the location and basic dimensions of access to
property, from a roadway.

Ancillary Space The part of the roadway, between the travel lanes and the curb or
pavement edge.

Accident Not used. (See "Collision")

Adverse Crown Negative superelevation on a curve, due to the normal cross section
of non-superelevated sections.

Approach Nose The end of a median or island that faces approaching traffic.

Approach Taper The taper required in advance of an intersection to shift the through
lanes laterally to the right to provide the width for a left-turn auxiliary
lane.

Area of Contents An object or roadside condition that may warrant safety treatment.

Arterial Road A road primarily for through traffic.

Auxiliary Lane A lane in addition to, and placed adjacent to, a through lane intended
for a specific manoeuvre such as turning, merging, diverging,
weaving and for slow vehicles.

Average Annual Daily Traffic The total volume of traffic passing a point or segment of a roadway,
(AADT) in both directions for one year, divided by the number of days in the
year.

Barrier Transition A method by which a change in longitudinal barrier type provides

continuous protection to adjacent traffic.

Barrier Warrant A criterion that identifies a potential need for a traffic barrier.

Bike Lane A lane intended for the exclusive use of bicycles, within a roadway
used by motorized vehicles.

Bike Path A bicycle facility, physically separated from roadways, where motor
vehicle traffic, except maintenance vehicles, is excluded.

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Bike Route Any roadway signed specifically to encourage bicycle use.

Bikeway A roadway, or part of a roadway, intended for the use of bicycles,

either exclusively or shared with other vehicular traffic or
pedestrians.

Border The area adjoining the outer edge of the sidewalk.

Boulevard The strip of land paralleling the roadway between the curb and the
sidewalk, often planted with trees, grass, shubbery.

Braking Distance The distance travelled from the time that braking begins to the time
the vehicle comes to a stop.

Break Point The outer extremity of the shoulder where the side slope begins.

Breakaway A design feature that allows a device such as a sign, luminaire or

traffic signal support to yield or separate upon impact.

Bridge Railing A longitudinal barrier whose primary function is to prevent an errant

vehicle from going over the side of the bridge structure.

Broken Back Curve An arrangement of curves in which a short tangent separates two
curves in the same direction.

Building Line A line prescribing the nearest limits for the erection of buildings in
relation to a roadway.

Bulbing A widened portion of the median or outer separation, usually at an

intersection.

Channelization The separation and direction of traffic movements and pedestrians

into defined paths at an at-grade intersection through the use of
geometric features, pavement markings and traffic control devices.

Choker (curb bulb) A narrowing of a roadway, either at an intersection or mid-block, in

order to reduce the width of the roadway surface.

Clear Zone The roadside area immediately adjacent to the outer travelled lane,
clear of hazards, which may be used safely by errant vehicles.

Climbing Lane A lane added on the right side of a roadway on an upgrade intended
for use by trucks and other slow vehicles to discourage these vehicle
types from using the through lanes.

Collector Lanes Lanes on a freeway used for entering and exiting traffic, physically
separated from the through or express lanes except at specific
weaving locations.

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Glossary

Collector Road A road on which traffic movement and access have similar
importance.

Collision An event in which travel by a vehicle results in the vehicle being in

an inappropriate location, or in an appropriate location at an
inappropriate time, culminating in unwanted contact with a fixed
object, vehicle, other roadway user or other obstacle.

Collision-Free Circumstances under which a collision will never occur, i.e.

"absolute" safety.

Continuous Right-Turn Auxiliary A right-turn lane that is continuous for a significant distance serving
Lane a number of driveways.

Controlled Access The condition where the opportunity for access to a roadway is
controlled by public authority.

Corner Clearance The distance between the near curb of a street intersection and the
near edge of a driveway throat or public lane.

Crash Not used. (See "Collision")

Crash Cushion A device that prevents an errant vehicle from impacting fixed object
hazards by gradually decelerating the vehicle to a safe stop or by
redirecting the vehicle away from the hazard.

Crest Vertical Curve A vertical curve having a convex shape in profile when viewed from
above.

Criterion A value, determined either by mathematical relationships or by

experience, that represents the degree of excellence required for a
particular application, acknowledged as appropriate for that
application where prevailing conditions are normal and typical,
recognizing that in atypical circumstances some variation may be
appropriate. It may be regarded as a basis for assessing existing
designs and formulating opinion on their quality, but is not treated
as a rigid value to which there is any obligation for designs to
conform.

Cross Section The transverse profile of a roadway.

Cross Street A street of lower classification that crosses a roadway of higher

classification, either at grade or passing over or beneath.

Cross-Slope The average grade between edges of a cross section element.

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Glossary

Crosswalk Any part of a roadway specifically intended for pedestrian crossing,

which may be so indicated by signs, lines, markings or other
devices.

Crown The highest break point of the surface of a roadway in cross section.

Cul-de-sac A roadway open at one end only.

Curb A structure with a vertical or sloping face along the edge of a lane or
shoulder strengthening or protecting the edge or clearly defining
the edge.

Curb Drop The transition length required to decrease the curb height to
accommodate a driveway or sidewalk ramp.

Curb Return The curved section of curb used at intersections or driveways in

joining straight sections of curb.

Curve to Spiral (CS) The point of alignment change from circular curve to spiral curve, in
the direction of stationing.

Curvilinear Alignment An alignment predominantly made up of circular and spiral curves.

Deceleration Lane An auxiliary lane to enable a vehicle that is to make an exit from a
roadway to reduce speed after it has left the through traffic lanes.

Decision Sight Distance The distance required for a driver to detect an information source
or hazard, recognize the hazard or its potential threat, select
appropriate action, and complete the manoeuvre safely and
efficiently.

Deflection Angle The angle between a line and the projection of the preceding line.

Departure Taper The taper required beyond a flared intersection to laterally shift the
through lanes to the left, back to a normal alignment or cross
section.

Design Consistency An indication of the quality of design offered by a roadway.

Design Hour Volume (DHV) An hourly traffic volume selected for use in geometric design.

Design Speed A speed selected for purposes of design and correlation of the
geometric features of a road.

Desired Speed The operating speed that drivers will adopt on the less constrained

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Glossary

alignment elements of a reasonably uniform section of road (e.g.,

the longer straights and large radius horizontal curves) when other
vehicles or users do not affect their speed choice

Development Roadway A roadway whose primary purpose is to provide access to

undeveloped areas.

Double Left-Turn Lanes A pair of adjacent lanes intended for the exclusive use of vehicles
about to turn left. Interchangeable with dual left-turn lane.

Drainage Channel A channel intended to control and conduct storm water runoff.

Earth Roadway A roadway that has a driving surface consisting of subgrade

material.

Easement A right acquired by public authority to use or control property for a

designated purpose.

Effective Wheelbase (EWB) The distance from the centroid of the front axle group to the
centroid of the rearmost axle group, which significantly influences
the turning envelope. For two-axle vehicles, total and effective
wheelbase is the same.

End Treatment The method by which the end of a barrier facing on-coming traffic is
treated to minimize its hazard.

Energy Attenuator See Crash Cushion.

Entrance The general area where turning roadway traffic enters the main
roadway.

Entrance Terminal The part of an entrance comprised of auxiliary or speed change

lanes including the ramp proper up to the ramp-controlling curve.

Exit The general area where turning roadway traffic departs from the
main roadway.

Exit Terminal That part of an exit comprised of auxiliary lanes or speed change
lanes, including the ramp-controlling curve.

Express Lanes Lanes on a freeway used for through traffic, physically separated
from the collector lanes, except at specific weaving locations.

Express-Collector System A freeway in which the through or express lanes are physically
separated from the collector lanes.

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Glossary

Expressway A divided arterial roadway for through traffic with full or partial
control of access and with some interchanges.

False Grading The practice of distorting the profile of a roadway, relative to the
top of curb, so as to avoid flat grades in order to affect drainage.

Flare The variable offset distance of a barrier to place it further from the
travelled way.

Flexible Barrier A form of longitudinal barrier that is intended to redirect an errant

vehicle by rail tension, usually through a system of cables installed
in tension.

Frangible Readily or easily broken upon impact.

Freeway A road limited to through traffic, with access only through

interchanges.

Friction Factor The coefficient of friction between the tire and roadway, measured
either longitudinally or laterally.

Front Overhang (FOH) The distance from the front bumper of a vehicle to the centroid of
its front axle group.

Frontage Roadway A roadway contiguous to a through roadway so designed as to

intercept, collect and distribute traffic desiring to cross, enter or
leave the through roadway and to furnish access to property.

Geometric Design The selection of the visible dimensions of the elements of a

roadway.

Gore Area An area of pavement, usually delineated by paint lines, between the
edge of the through lane and an entry or exit roadway or ramp.

Grade Separation Vertical separation of two intersecting roadways or a roadway and a

railway.

Gradient The rate of rise or fall with respect to the horizontal distance.

Gravel Roadway A roadway that has a driving surface consisting of granular material.

Guardrail I Guiderail See Barrier.

Guidelines Outlines of acceptable practice.

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Glossary

Gutter A paved shallow waterway provided for carrying surface drainage.

Gutter Line The bottom of the curb face where it meets the concrete gutter,or
the paved surface where a gutter is not employed.

Gutter Lip The edge of a concrete gutter opposite the curb where it meets the
paved roadway.

Hazard Any obstacle or other feature such as an embankment, or a body of

water of depth greater than 1 m which, without protection, may
cause significant injury to the occupants of a vehicle encountering
it.

Heuristic An aid to design based on experience - a "rule of thumb".

High-Occupancy-Vehicle (HOV) A lane designated for the exclusive use of high-occupancy vehicles.
Lane

Highway Synonymous with roadway but generally limited to higher-speed

roadways in rural areas.

Horizontal Alignment The configuration of a road or roadway as seen in plan.

Horizontal Curve A curve in plan to provide for change of direction.

Independent Alignment A divided roadway in which each direction of travel is designed

independently, both in horizontal and vertical alignments, to take
advantage of topographical features.

Inside Jane The left lane in one direction of a roadway with two or more Janes
in that direction, also referred to as an inner lane.

Interchange A grade-separated intersection with one or more turning roadways

for travel between the through roadways.

Intersection The general area where two or more roads join or cross, within
which are included the roadway and roadside facilities for traffic
movements.

Intersection Approach That part of an intersection leg used by traffic approaching the
intersection.

Intersection Sight Distance {ISO) The sight distance to left and right available to a driver intending to
execute a maneuver onto a through roadway from an intersecting
roadway.

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Glossary

Island A defined area between traffic lanes for control of vehicle

movements or for pedestrian refuge.

Lane A part of the travelled way intended for the movement of a single
file of vehicles.

Left-Turn Lane A lane added on the approach to an intersection for the exclusive
use of left-turning vehicles.

Length of Need Total length of a longitudinal barrier needed to shield an area of

concern.

Local Roadway A roadway with the primary function of providing land access.

Long Combination Vehicle (LCV) A combination of a tractor and trailer(s) used for special purposes,
with an overall length greater than 25 m. Examples are 'triples' and
'turnpike doubles'.

Longitudinal Barrier A barrier whose primary function is to prevent penetration and to

safely redirect an errant vehicle away from a roadside or median
hazard.

Low-Volume Roadway A roadway with average daily traffic of 1000 veh/d or less, and
whose service functions are oriented toward rural roadway
systems, roadways to or within isolated communities, recreation
roadways and resource development.

LRT Light rail transit.

Mainline The principal route.

Median A reserve, including shoulders, between lanes carrying traffic in

opposite directions.

Median Barrier A longitudinal barrier used to prevent an errant vehicle from

crossing the median.

Merging-End The physical end of an entrance terminal between the outer travel
lane and the ramp, beyond which traffic merges. Also known as the
painted wedge.

Minimum Passing Sight Distance The least sight distance required to make a passing maneuver
safely, based on a given set of circumstances.

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Minimum Stopping Sight Distance The least sight distance required to come to a stop under a given
set of prevailing vehicle, pavement and climatic conditions.

Minimum Turning Radius (TR) The radius of the path of the outside of the outer front wheel for
the minimum radius turning condition. In previous TAC design
guides, this dimension was used to denote the minimum design
turning radius.

Multi-Use Path (MUP) A path with multiple users of different types (e.g., pedestrians,
bicycles, and similar user types); a MUP may be shared (all users
share the same pathway space, with or without a marked centre
line) or may be separated (i.e., the pathway is separated into
parallel travelled ways, e.g. one exclusively for pedestrians and one
exclusively for bicycles).

Multi-Use Trail (MUT) See Multi-Use Path.

Noise Berm A physical barrier, consisting of compacted earth in a trapezoidal

shape, used as a means of minimizing the transmission of traffic
sounds.
\'
Normal Crown A cross section in which adjacent surfaces slope in opposite
directions from the centre line or a lane edge to affect drainage to
the sides.

Obstacle Any object impeding the path of a vehicle.

Offset Mid-Block Crossing A pedestrian crossing on a divided roadway in which the alignment
of the crossing is staggered at the median.

One-Lane One-Way-Roadway A roadway with one lane that carries one-directional traffic.

One-Lane Two-Way-Roadway A roadway with one lane that provides sufficient roadway width for
the safe passing of opposing vehicles.

Operating Speed The 85th percentile speed of vehicles at a time when traffic
volumes are low and drivers are free to choose the speed at which
they travel.

Outer Separation The area between the edge of the travelled lanes of a roadway and
the edge of the travelled lanes of an adjacent, parallel roadway.

Outside Lane The right lane in one direction on a roadway with two or more lanes
in that direction (also referred to as an outer lane).

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Glossary

Overall Length The distance between the front bumper of the power vehicle and
the rear bumper on the rear unit of a vehicle or trailer combination.
It equals the sum of its effective wheelbases, front overhand and
rear overhang.

Overpass (vehicle) A grade separation in which the subject roadway passes over an
intersecting roadway or railway.

Painted Wedge See Merging-End.

Parameter A quantity that is a variable in the general case and is constant in

the specific case under consideration. (Radius of circular curve is an
example in which radius varies from one curve to another but for
one particular circular curve is the same at any point on the curve.)

Pardo An abbreviation for the PARtial CLOverleaf interchange, a grade

separation having loop ramps in fewer than all four quadrants.

Parking Lane A supplementary lane intended for parking.

Passing Lane A supplementary lane intended for passing.

Passing Opportunity The distance ahead required to be visible to a driver to initiate a

passing maneuver safely.

Passing Sight Distance The distance ahead visible to the driver available to complete a
passing maneuver.

Platform Intersection An intersection in which the area common to the two roadways is
at the same elevation as the top of curb or sidewalk.

Policy Principle, course of action, or strategy adopted by government,

government agency or technical organization that reflects prevailing
community values, intended to provide direction and guidance in
the selection of technical and non-technical criteria for general
application, and specific dimensions in the planning and design
process. Policy necessarily incorporates some element of political or
other non-technical community viewpoints.

Posted Speed A speed limitation introduced for reason of safety, economy, traffic
control and government regulatory policy aimed at encouraging
drivers to travel at an appropriate speed for surrounding conditions.

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Glossary

Public Lane (Alley) A narrow minor street, usually without sidewalks, located at the
rear of lots for vehicle access to garages or other parking spaces and
which also serves as a utility right of way.

Raised Crosswalk A crosswalk on a curbed street whose elevation is the same as the
top of curb or sidewalk.

Ramp A turning roadway to permit the movement of traffic from one

through roadway to another.

Reaction Time The time that elapses from the instant a visual stimulus is perceived
by a driver to the instant the driver takes remedial action.

Rear Overhang (ROH) The distance from the rear bumper of a vehicle to the centroid of its
rearmost axle group.

Recovery Area Generally synonymous with clear zone.

Retrofit The reconstruction of an existing roadway with geometric

improvements.

Reverse Crown A typical surface cross section in which adjacent surfaces slope in
the same direction at the normal crown.

Reverse Curve Two curves, curving in opposite directions from a common point.

Right of Way The area of land acquired for or devoted to the provision of a road.

Right-Turn Lane A lane added on the approach to an intersection for the exclusive
use of right-turning vehicles.

Right-Turn Taper The taper from the edge of the through lane to the beginning of a
right- turning roadway at an intersection, where an auxiliary lane is
not used.

Rigid Barrier A form of longitudinal barrier that is intended to redirect an errant

vehicle with minimum deflection in the barrier system. It usually
consists of a continuous concrete mass.

Road The entire right-of-way comprising a common or public

thoroughfare, including a highway, street, lane, alley, bridge and
any other structure incidental thereto.

Roadside The area adjoining the outer edge of the roadway.

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Roadside Barrier A longitudinal barrier used to shield roadside obstacles or non-

traversable terrain features. It may occasionally be used to protect
pedestrians from vehicle traffic.

Roadway That portion of a road which is improved, designed or ordinarily

intended for vehicular use, inclusive of the shoulder.

Roadway Hump A speed control device in which the roadway surface is raised over a
length of about 3.5 to 4.0 m to a maximum height of 80 mm.

Roundabout A channelized intersection in which traffic moves counterclockwise

around a centre island of sufficient size to induce weaving
movements in place of direct crossings. It is sometimes referred to
as a rotary or traffic circle.

Rounding The introduction of a vertical curve between two transverse slopes

to minimize the abrupt slope changes.

Rumble Strips Indentations in the surface of a paved shoulder that provide an

audible or tactile warning to a driver that the vehicle has left the
travelled lane.

Rural Area An area characterized by low density development on large parcels.

Safety Zone A protected area within a roadway for the exclusive use of
pedestrians.

Sag Vertical Curve A vertical curve having a concave shape in profile viewed from
above.

Semi-Rigid Barrier A form of longitudinal barrier that is intended to redirect an errant

vehicle by rail tension and bending, by means of a system of posts
and rails or by a longitudinal bin.

Service Roadway Same as frontage roadway but not necessarily contiguous with the
through roadway.

Sha red Street A street designed to be shared by pedestrians, cyclists, and slow-
moving motorists, with no physical separation of modes and
typically an emphasis on use as a livable public space.

Shielding The introduction of a barrier or crash cushion between a vehicle

and an obstacle or area of concern to reduce the severity of impacts
of errant vehicles.

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Glossary

Shoulder That part of a roadway contiguous with the travelled way intended
for emergency stopping, and/or lateral support of the roadway
structure. It may also be configured to be accessible for bicycle
travel.

Shy-line Offset A distance beyond which a roadside object will not be perceived by
a driver to be a threat, to the extent of changing lane position or
speed.

Sidewalk A travelled way intended for pedestrian use, following an alignment

generally parallel to that of the adjacent roadway.

Sight Distance From any given point, the unobstructed distance a driver can see,
usually along the roadway ahead.

Sight Triangle The triangle formed by the line of sight and the two sight distances
of drivers, cyclists or pedestrians approaching an intersection on
two intersecting streets.

Slot Left-Turn Lane On a divided roadway, a left-turn lane which is angled and situated
entirely within a wide median to accommodate a divisional island
between the left-turn lane and the adjacent through lane.

Speed Hump See Roadway Hump

Speed-Change Lane A deceleration or acceleration lane.

Spiral Parameter (A) A measure of the flatness of a spiral. It is the square root of the
product of radius and distance from the beginning of a spiral, where
the radius is infinity. It has the units of length.

Spiral to Curve (SC) The point of change from spiral curve to circular curve, in the
direction of stationing.

Spiral to Tangent (ST) The point of change from spiral curve to tangent, in the direction of
stationing.

Spline A flexible drafting tool used to draw curved lines of varying radii.

Standard A value for a specific design feature, which practice or theory has
shown to be appropriate for a specific set of circumstances, where
no unusual constraints influence the design.

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Steering Angle The angle between the longitudinal axis of the vehicle and the
direction of the steering wheels, limited by the dimensions of parts
of the steering mechanism.

Stopping Distance The distance travelled by a vehicle from the instant the driver
decides to stop, to coming to a stop.

Stopping Sight Distance The required distance between a vehicle and an object, for which
the driver decides to stop, at the instant the object begins to come
into view.

Street Synonymous with road, but generally limited to lower speed roads
in urban areas.

Street Furniture Practical and decorative features introduced into the streetscaping,
intended to enhance the comfort, convenience and aesthetic
quality of the roadway environment.

Streetscaping The practice of applying aesthetic treatments to the street and its
facilities, intended to enhance the quality of the roadway
environment.

Suburban Area An area characterized by larger scale developments. Building

coverage and development density can vary, but typically are less
than in urban areas.

Superelevation The gradient measured at right angles to the centre line across the
roadway from the inside to the outside edge of a curve.

Superelevation Runoff The transition between a typical section of normal crown and a fully
superelevated section. (See also Tangent Runout.)

Surfaced Roadway A roadway in which the travelled lanes have been hard surfaced,
usually by some form of bituminous or concrete surface.

Swale A shallow drainage channel.

Tangent Runout The length of roadway needed to accomplish the change in cross-
slope from a normal crown to a location with the adverse crown
removed. See also Superelevation Runoff.

Tangent to Spiral (TS) The point of alignment change from tangent to spiral curve, in the
direction of stationing.

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Glossary

Taper Where an auxiliary lane is being developed or terminated, the

straight-line transition from the edge of the through lane to the
beginning of the full width auxiliary left-turn or right-turn lane.

Target Speed The speed at which the designer intends for traffic to operate.

Throat length The provision of sufficient unobstructed on-site driveway length to

prevent stopped vehicles from blocking the path of entering
vehicles or vehicles travelling along the circulation roadways on
site.

Through lane A lane intended for through traffic movement.

Toll Road A road open to traffic only upon payment of a direct toll or fee;
sometimes called tollway, throughway, turnpike or autoroute.

Total Wheelbase (TWB) The centre to centre distance from the front axle to the rearmost
axle of a tractor-trailer combination. (The nomenclature used for
design vehicles is based on total wheelbase, for example "WB-19"
refers to a tractor-semitrailer having a total wheelbase of
approximately 19 m.).

Trail A beaten or maintained path or track often for a specified type of

traffic (e.g. ski trail).

Transit lane A lane intended primarily for public transit vehicles.

Transition A method by which a change in longitudinal barrier type provides

continuous protection to errant vehicles.

Transition Curve A curve whose radius continuously changes (e.g. spiral).

Travelled Way That part of a roadway intended for vehicular travel. This includes
through lanes, turn lanes, and other auxiliary lanes. This does not
include shoulders or ancillary space.

Truck Escape Ramp (TER) A ramp provided on the right side of a long downhill section of
roadway to allow vehicles (usually trucks) to escape in the event of
brake failure.

Turning Roadway A separate roadway to accommodate turning traffic at the

intersection or interchange of two roads.

June 2017 G-15