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Integration of Local Access Roads road and METRO corridor is being crossed.
Access to local roads is essential for function- All right-in/ right-out access roads need to
ing of the adjacent neighborhoods. However, give-way to traffic on the main road. Relevant
right-in/ right-out access roads also conflict signage may be required (give-way/ yield/
with pedestrian movements and may even stop). Additionally, zebra crossing signage
pose a safety risk. Particularly at areas with and/or markings may be required to empha-
high pedestrian demand, the number of local sise pedestrian priority.
access roads may need a critical review.
Depending on urban street type different
Ideally, a distance of approximately 100m be- 5
treatments of crossings are defined (see also 5
5
tween access roads can be maintained. How-
5
Spacing Schedule S02):
ever, a minimum distance of 50m between ac- raised table in areas with high pedestrian
cess roads should be kept, where possible. demand and priority.
To ensure appropriate spacing, it may be
drop-kerbs and asphalt paving without pe-
required to close some existing local access Figure 5.11 Typical right-in/ right-out access Figure 5.12 Typical right-in/ right-out
destrian priority in areas with lower pedes-
roads. including median access
trian demand.
Generally, right-in/ right-out access shall be
limited to one lane per direction, to reduce
the crossing distance for pedestrians and re-
duce the potential for illegal parking that may
block pedestrian movements. Widths and
turning radii shall be reduced to the minimum
possible to reduce vehicle speeds, but still
permit emergency access.
Typical dimensions have been defined for
right-in/ right-out access to local roads with
median and without median (see figures).
Some existing local roads are wider than the
dimensions specified in this manual. In these Figure 5.13 Application of raised table, including ramp 1:10 and bollards to restrict vehicular access onto walkway
cases connection shall be made in the form
of kerb extensions, effectively narrowing the
roads where the walkway along the arterial
95
Integration of Driveways and Property/
Building Access
There are many locations along the METRO
corridors where access to properties, small
driveways or buildings across the footpath is
required. Usage by vehicles is small (typically
up to 100 vehicles/ day) and pedestrian us-
age of the footpath dominates. It is necessary
to ensure that the continuation of the footpath Figure 5.14 Integration of building access across footpath using access kerbs
is maintained and that a clear priority for pe-
destrians is communicated to car drivers.
In these locations the footpath shall be con-
tinued. Vehicular access shall be provided by
using a special access kerb, integrating into
the streetscape. The access kerb is 350mm in
width, in line with the standard kerb width of
150mm + 200mm width of the kerb margin.
A special access transition kerb as shown in
adjacent figures shall be used on both sides.
A minimal upstand of 30mm will ensure drain-
age and tactility.
The vehicular access will further be visually
communicated to pedestrians by a change in
paving pattern.
Access and driveways with expected higher
vehicle volumes (i.e. access to larger parking Figure 5.15 Detail of access kerb and access transition kerb, including dimensions
lots) need to follow the design described on
the previous page for local access roads.
