--CO --I􀁾􀀠􀁾􀀠 -i I' f 􀁾􀀠􀁾􀀠f\; I 􀁾􀀠􀁾􀀠􀁾􀀠f"-: " (\ 􀁾f\\, 􀁾􀀠􀁾􀀠􀁾􀁜􀀻of '1'1 ;t , 􀁾􀁾􀀠 􀁾􀁾􀀠 0:;0'\ 􀁲􀁾􀀠 'I;:) -􀁉􀁜􀀩􀁾􀀠􀁾􀁾􀀠􀁾􀀮<::I " 􀁾􀀮"'i \)\ 􀁾􀀠􀁾􀁾􀀠........
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. --. -, .'.-' . . .." 􀁾􀀠􀀧􀁾􀀧􀁾􀀭􀀧􀀠'1'-fZ( (f.J!r;t::tJ KIMf1 r-f>ec:.. T L.<""{". (i 2--i4--'?4 􀁾􀀠-f 44> Y'-72Ler'"'1 . ..' 􀁾􀀮􀀠; ,-i @􀁾􀀮􀀭􀀭􀀻􀁾􀁱􀀭􀀽􀀧􀀳􀁾􀀱=􀁃􀀻􀀨􀀻􀁾􀀨􀀯􀀩􀀠•.....
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Public Works I Engineering 16801 Westgrove. P.O. Box 144 Addison, Texas 75001 DATE ATTENTION REc Telephone: (2141450·2871 • Fax: (2141931·6643 GENTLEMAN: WE ARE SENDING YOU 􀁾􀁁􀁬􀁴􀁡􀁣􀁨􀁥􀁤􀀠o
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�􀀭􀀭􀀭􀀭􀀭􀀭_________ 􀁓􀁉􀁇􀁎􀁅􀁄􀁉􀁟􀁾􀁾􀀯􀁍􀁟􀁟􀀧􀁟􀁟􀁟􀁟􀁟􀁟􀀧􀁫􀁊􀀮􀁟􀀢􀀧􀁟􀀧􀀮􀀡􀀡􀁕􀁾􀂷􀁾􀀽􀀭__ If enclosures are not as noted, please notify us at once. 
".' TABLE £1. (9) "':'.' .' . .. Desirable MinimuinDriveway Spacing •. Street Type SpeedRange,MPH . Minimum Spacing BetweenDri Keways, .. Feeta, . 􀁾􀁬􀁴􀁾􀀭Arterial' 35-40 200 􀀿􀁴􀀡􀁒􀁾􀁆􀀻􀀭􀀧􀁦􀁯
􀁲􀁥􀀺-Collector 30-35 150 . LOcal 25-30 100 aThese spacings are measured from driveway throat to driveway throat as shown by"J" in figure f.. 􀂷􀁢􀁲􀁨􀁥􀂷􀁭􀁩􀁾􀁩􀁭􀁵􀁭􀀠spacings can
be halved if the adjacent driveways are operated as a 􀁯􀁮􀁥􀁾􀁷􀁡􀁹􀀠pair. The above minimum driveway spacings (Table 21) ·will prevent conflicting movements at adjacent driveways from
overlapping. It is·recognized that at 􀁾􀀠some sites these minimum values may be too restrictive, and if justified by an engineering study of site conditions, lesser spacings may be.used.
But, under no conditions should commercial and industrial driveway spacings be reduced below the critical minimum values stated in item "J" of Figure f. for the various street classifications.
In addition, as·depicted below, it is desirable to 􀁳􀁰􀁾􀁣􀁥􀀠driveways driveways to reduce the potential conflicts that could arise between vehicles entering the street system frbm
a driveway and those on the street itself. These spacings were determined using a running speed of 30 mph for the through lanes, 15 mph for. a turning speed from intersecting streets,
and an acceleration of 3.0 ft/sec2: The higher limit represents the spacing that allows the second vehicle to proceed without reducing speed and the lower limit would require the .second
vehicle to alter speed or direction. 10-3 
-"""J<.."--_':f --f;' /' " ,. :,. ,"'" , '" , \ '}', .. ' \ \ \, \ .6 =,15°48'13" R == 250.00' . ", A -140 1'9''''6'' , -"L'CL ?l==:N'l33'􀀧􀀰􀁾􀀲􀀰􀀧􀀲􀀧􀀭􀀧􀀬􀀻􀀵􀀢􀀰􀀢􀀧􀀢􀁗􀀧􀀺􀀭A=
3"::'; ...... :::':---' .-4" 􀂷􀁾􀀭􀂷􀁏􀀠' 􀀧􀀭􀀭􀁾􀀮􀀮􀀮􀀭􀁾􀀮􀀮􀀮􀀮􀀮􀀠􀁾􀀺􀀺􀀠. '-' '.' "R F 􀀵􀀷􀀰􀁾􀁏􀁏􀀧􀀠, ' \ 􀁾􀀠􀁾􀀧􀀠1/2" IROH ' 73.06' R -_ 63( .... ';L = 142.50'_ "'I" ROO
LC =N31°17'1"W \ a/S" IRON N38°26'56"W L = 37. '142;1,'5" \ ROO 4530' , LC = N3[• 37.53 N38°2S'5 .'W 􀀧􀁾􀁾􀀠3/8" (RON-"50.85' \ ROO \ \. \ \ '\ \ \ .. " \ •• ,1,-.' ;, ' ,\ --'-, ----.
,"'6=31°19'05" R = 630.00' L= 344.36' .Lc= N22°47'28"W"" '. 340.09' 
􀀬􀁾􀁾􀀬􀀠􀀢􀁾􀁾􀀷􀁾􀀠" "",." ..",' , ' , I. ! I I I ",I w Z!:;, .>-, IE,I' 􀁾􀀱􀀠:ill.., I ,. ,I I ,I ..1...!1--1-----.a.o.w. '.II.I.IIIE I • .A' I 1: trv .1 I---15'111111. TYPICAL
DRIVEWAYS TO A CORNER COMMERCIAL ESTABLISHMENT OR PUBLIC BUILDING-URBAN Figure 13 􀁾􀀠" 􀁾􀀢􀀠, 
'. '\ '120 2SO . 12 :IlL 20,;i .' -.. n ItO' ·zoo 12 :!l IS 90 120 'Il 34 IIi U) 􀁨􀁣􀁬􀁾􀁤􀁴􀁦􀁴􀀹􀀠curt; 􀀮􀁮􀁾􀀠􀀡􀁬􀁵􀁴􀁴􀁾􀁲􀀠(2) 􀁉􀁮􀁫􀀢􀀻􀁩􀁯􀁾􀁢􀀴􀀧􀁴􀀺􀀧􀀢􀀠of 􀁣􀁵􀁴􀁢􀂷􀁾-iout
􀁾􀀧􀁤􀁾􀀮􀀠-entr4ftCt' ""dth. "W2' dlvl6e'd.b1 soltd' . whitt Hne-. hl"l-t line co b.c.1t of .' , 􀂷􀁣􀁵􀁲􀁢􀂷􀁬􀁓􀀭􀁦􀁯􀁬􀁬􀁾􀀧􀀱􀀺􀂷􀀠. _ V ,/AJ9ht"l&M.-' ' Ltft lene )l 16.S· U.S
31 la.5 U.S 3< ZO.5 U.S r: 6.to 8 􀁦􀁴􀁾􀀠",;,'.,-".-.. 􀀭􀁾􀀠 ". , 􀁾􀁴•􀀮􀀡􀀮􀀡􀀮􀁾􀁴􀀧􀁴􀂷􀀠tit!'a.lI!"t .'rt «fce"t)· . l GcRl ·􀁾􀁩􀁾􀀠...! ·r, 2_ ,. 30 :30 .l.G 􀂷􀁾􀁏􀀠:. 0'·.0
;" 􀁾􀀠-, (3) Tot.l width back to'"fMc\. of 􀁣􀁾􀁲􀁢􀁾􀀠dhfded 􀁳􀁾􀁬􀁉􀁤􀁷􀁢􀁴􀁵􀀮􀁈􀁲􀁵􀁥􀀺􀀠u'foUolll$: . 'J : ",l . RIght 􀁢􀁾􀁥􀀠t;-_, U.S -1..]0 ,j' . '6.. 5 . Il:S' j za .. 14.5
'. ' ..... ,',-. .J l I 􀀨􀀱􀀧􀁾􀀧􀀠. FIGURE 37. SUGGESTED DESIGN FOR DIVIDED DRIVEWAY ACCESS TO ARTERIAL STREETS (8) . 
􀁾􀁊􀀿􀁔􀁽􀀠'1 c::tLu4d I 􀁮􀁾"'" PI (e4-􀁾􀁴􀂥􀀬􀁶􀁾􀁊􀁖􀀩􀀧􀁦􀀧􀁾􀀠driveway. rrc-',' , \. • Residential' Driveway Access to Arterial Streets. Residential driveway access to arterial
streets should not be permitted except for major multiple family "cluster" developments. • Frequency' of direct access driveways: Functional Classification Prima ry Arteria 1 , Secondary
Arteri a 1 Collector local (Residential) Urban Major generators under, specific conditions 1 per 200 ft. of frontage 2 per 100 ft. of frontage No Control Rural 2 per mile per side, farm
residences and field drives only 6 per mile'per side 'No restriction on number No Control • Driveway Spacing. Driveways should be spaced a minimum of 200 feet (example for 40 mph arterial)
apart to provide safe traffic operation on arterials' and driveways during all periods (peak and' off-peak) of the day. In some instances, where such spacing would create a hardship,
but where the average spacing of driveways within 300 feet of the subject property could be maintained at 200 feet, a minimum spacing of 150 would be permissible. Where such spacing
control cannot readily be achieved within a particular parcel, joint access.with an adjoining property should be sought. If officials are satisfied that sufficient attempts to secure
jOint access' , have been made and that joint access is still not possible, and access cannot be provided via another street, driveway access to the arterial may be granted if minimum
corner clearances are met. However, this access should be limited to right turns in and out (left turns in and out prohibited). • Corner Clearance (example for 35 mph arterial). The
minimum tangent curb length between a driveway and an intersection of the arterial with a cross street should be 50 feet. If the intersection is or is likely to be signalized,, then
traffic movements to and from any driveway within 125 feet of 􀁾􀁮􀀠inter9-12 
section with a collector and 250 feet of an intersection with an arterial should be limited to right turns only. • Property Clearance. The minimum distance between the property line
of a parcel and the nearest edge of the nearest driveway to that property line should be 100 feet, except if the driveway provides joint access to more than one parcel. A joint access
driveway may be<located on the property 1i ne. • Sight Distance. Adequate sight distance should be available at every driveway. Any movement for which adequate sight distance is not
available should not be permitted. Joint access or access to another street should be sought in such cases. • Median Openings. If and when medians are constructed on any arterial (street)
spacing between median openings should be at 􀁬􀁾􀁡􀁳􀁴􀀠400 feet. The ( spacing may be reduced to 300 feet if a competent traffic study shows that a lesser spacing will still safely
and efficiently accommodate left turn movements to existing <and projected future development in the immediate vicinity. • Number of Driveways. Each parcel should be permitted access
through one driveway, either on the parcel or as part of jOint access. Additional driveways may be needed and provided under the following conditions: 1. If the daily volume using one
driveway would exceed 5,000 , vehicles (both directions). 2. If traffic using one driveway would exceed the capacity of a stop sign controlled intersection during one peak street traffic
hour on the peak site traffic hour. 3. A competent traffic analysis shows that traffic conditions warrant " two or more driveways. 9-13 
·'.' . 'A,' 􀁾􀁉􀀠o!"r {., 'In all cases, minimum spacings and 􀁣􀀱􀁥􀁡􀁲􀁾􀁮􀁣􀁥􀁳􀀠should be provided.., For major traffic,generators, it may be more appropriate tO,signa1ize certain
driveway intersections than to provide more non-signal ized driveways. Any driveway signals should be located'to provide proper spacing of signa.1s. • Driveway Layout. The configuration
O( arrangement of driveways along a street can influence traffic operations at individual driveways. For this reason, driveways should be located, designed, and operated to function
as a coordinated system of access points. Every time a new driveway is, constructed"it must be coordinated 􀁷􀁩􀁾􀁨􀀠existing driveways. It is particularly important to fully coordinate
the location, design, and operation of all driveways serving the same development. Some basic principles relating to driveway arrangement and layout to consider in developing a coordinated
system of access pOints are discussed below: 1. Motorists are very hesitant to violate normal one-way traffic operation (enter on the right and exit on the left), if it is implied by
the driveway layout. Two driveways serving the 'same development located side by side, strongly imply normal one-way operation. Motorists will tend to enter using the driveway on the
right (looking from the street) and exit us ing the driveway on the 1 eft (looking from the street). To a lesser extent, motorists even associate normal one-way operation with three
driveway configurations. They will tend to use the far right driveway for entrance maneuvers, 'the far left driveway for exit maneuvers, and the middle driveway for both. 2. If a ,particular
driveway configuration does not imply normal one-way operation, drivers tend to enter using the 'first driveway they reach. They tend to exit using this same driveway if returning to
the point of origin of their trip. 
( 3. Drivers will tend to avoid dHveway maneuvers which are 􀁤􀁾􀁦􀁦􀁩􀁣􀁵􀁬􀁴􀀮􀀠hazardous. or illogical. They avoid (jriving behind a building or through an intersection to use the
"proper"· driveway if access to the "improper" driveway is more convenient and use of this driveway is not phYsically restricted. 4. A turning maneuver may be discouraged by geometric
design features (i.e •• small turning radius, angled driveway. etc.)' but design features alone generally do not imply to motorists "that the discouraged maneuver is illegal or prohibited.
Some motorists will invariably violate the intended meaning of the design if signing ·and/or pavement markings are not used. Even then, some violations may occur. • Type of Operation
(Two-Way Versus One-Way). A two-way driveway can efficiently service several hundred vehicles per hour (vph) if properly designed and controlled. The capacity cif a two-way driveway
is essentially the same as a stop controlled "T" intersection. If peak hour volumes exceed 100 vph, however, a divided driveway or one-way driveway pair should be considered in1ieu of
a two-way driveway. One-way operation is particularly desirable when there are over 40 left turns per hour at a driveway and property frontage exceeds 200 feet in length. Driveway design
must be completely coordinated with the type of driveway operation. Separ1)te design standards should be used for two-way and oneway driveways. • Number of Lanes per Drivoway. To a great
(>xtf'nt., t.he width for ingress movements will be determined by the turning requirement. Egress width will be determined by peak turning volumes. Generally, if egress left turns exceed
100 per hour, two egress lanes should be provided. Otherwise, one lane will be sufficient. • Prohibition of Turns. Left turns should be prohibited to and/or from driveways under the
following conditions: 1. Inadequate corner clearance (prohibit 1eft"turns to and from) 2. Inadequate sight distance (prohibit left turns with inadequate 
sight distance) 3. Inadequate driveway spacing (prohibit left turns to and from) 4. ,Median opening too close to another median opening (prohibition dependent on specific location of
adjacent openings) 5. Other capacity, delay, or safety conditions identified by agency making specific left turns detrimental to public interest. Most desirably left-turn prohibitions
are implemented physically with median channelization (if a median exist) or driveway channelization. Signing should also be installed as necessary. In cases where multiple driveways
with limited turns are needed, right-turns may need to be prohibited. Effective channelization should be provided for such driveways. • left-Turn lanes. When the peak hour, left turn
warrant is met, left turns lanes with the appropriate storage length should be provided. '. Right-Turn lanes. A right-turn deceleration lane should be installed at each driveway with
an average daily volume of at least 1,000 vehicles and an average peak-hour inbound right-turn of at least least 40 vehicles. Where several successive driveways meet the above warrant
or where driveway spacing is not adequate to avoid encroachment of the right-turn lane or another driveway. a continuous right-turn lane should be used. Continuous right-turn lane should
also be provided when 20 percent of the directional volume on an arterial (35 mph or higher) makes right turns. • Parking. 􀁃􀁵􀁲􀁾􀀠parking should be prohibited on all arterial streets
(in some cases, localized parking conditions make this impossible). • Frontage Roads (if applicable). All driveway access along arterials with existing or planned frontage roads should
be provided to (future) oneway frontage,roads. To gain temporary direct access to the'arteria1 (prior to improvement of that facility and construction of the frontage road system), the
petitioner should construct the section of frontage road adjacent to his/her property. This frontage road section should be located where planned. 9-16 
Any ri<tht-of-wa,Y within 100 feet of the 􀁾􀁲􀁴􀁥􀁲􀁩􀁡􀁬􀀠centm'line not previou!'ly " .. 􀀬􀁬􀁫􀀬􀀧􀁉􀀮􀀬􀁾􀁤􀀠·.lwlIl"h!! d(!dlcdt(!d VI'iOI' to i,SUdflce 01 d telllpol'IH'y direct
access (to the arterial) driveway permit. When driveway access is provided from frontage roads, driveway spacing and property clearance and minimum lot width requirements may be reduced
by one-third. However, minimum driveway spacing for temporary direct access to the arterial should be adjacent to insure safe traffic operation at the design speed. • Special Land-Use
Requirements. Certain land uses w'ill require driveways which do not totally conform to the guidelines stated previously. Examples of these land uses are service stations and drive-in
banks. Applications for pemits for "non-conforming" driveways for any such land use should be accompanied by a traffic engineering study technically justifying the nonconforming features.
However, in no case should variations in corner clearances be pemitted, since they are critical critical to safe, efficient intersection operation. In summary, there are numerous cost-effective
ways'to preserve or increase roadway capacity, and safety. These are listed in Table]1. Many of these methods can be used to improve existing'conditions as well as for new driveways.
(4) 9-17 ' 
TABLE 19 Cost-Effective Techniques to Preserve . Roadway Capacity and Safety :t't-'hnioue 􀁦􀀡􀁾􀁣􀀱􀁴􀁹􀀠frovide two 􀁤􀁲􀁩􀁶􀁥􀁾􀁡􀁹􀀠exit 􀁬􀁾􀁮􀁥􀁳􀀠rather than 􀁯􀁮􀁥􀁾􀀠"Provide-additional
drivt'way.. Provide ltfl-1urn lane on arterial. Provide leit-turn 􀁤􀁦􀀧􀁣􀁥􀁬􀁾􀁲􀁡􀁴􀁩􀁯􀁮􀀠lane. Provide-continuous 􀁲􀁩􀁾􀁢􀁴􀁾􀁴􀁵􀁲􀁮􀀠􀁬􀁡􀁾􀁥.. rrovldr direct access only from
frontage roads. Sigr.ali1E 􀁾􀁲􀁩􀁬􀁊􀀨􀀾􀁷􀁡􀀧􀁹􀀠intersection. 􀁾􀂷􀁟􀀡􀀮􀁾􀁬􀁴􀀠froh1bit parking on arterial streets.. Provid(> ildequate driveway cr.trhoce width. Pradde two dri,.,['jo{i3..Ys
with limited turns n ther H.lln two S1cT.d.nd drht"...-ays. Provide ."'0 􀁯􀁮􀁥􀂷􀁾􀀧􀁡􀀮􀀩􀀧􀀠􀁤􀁲􀁩􀁜􀀢􀁦􀀧􀁾􀀧􀁡􀀧􀁹􀁳􀀠,.auler than !Joe t ....,o-"'ay drive",,'ay. " (l.cnneli1e
drivl""'ay,. or install "If<dian to prOhibit. 5r.t'lf:CUd If.ovl<ments.. tfl!>urE' adt.quatf' sight distance 􀁾􀁾􀁊􀀺􀀮􀁯􀁾􀁴􀀻􀀮􀁩􀀱􀀮􀁶􀁟􀁾􀁾􀀧􀁈􀁌􀁾􀁡f 􀁥􀁾􀀮􀁙􀀠r.illltiiU1l drivr""ay
Spat ing_y.inimun cortler clearance. 􀁾􀁩􀁮􀁩􀁭􀁾􀀠property 􀁣􀁬􀁾􀁡􀁲􀁡􀁮􀁣􀁥􀁥􀀮􀀠Provide access from collector street in lieu of access from arterial street. Consolidation of U(tSS
and conn!'ctions beh.-een adjacent properties. Provide 􀁡􀁤􀁾􀀧􀁱􀁵􀁡􀁴􀁥􀀠;nil:rnal circulation al'l'd pl'lrling spC'lce,. 􀁃􀁯􀁲􀀮􀁲􀀮􀁉􀀡􀀺􀀺􀀬􀀮􀁮􀁴􀁾_____________􀁾____ Drivl'way
ADI over -l,obo. 􀁏􀁲􀁩􀁾􀁥􀁷􀁡􀁹􀀠ADT over S.DOO. Va rie$.. 3S mph, 40 or more 􀁰􀁾􀁡􀁫􀀭􀁨􀁯􀁵􀁲􀀠right turns. 35 mph. 20 percent right turns during day_ 40 􀁾􀁰􀁨􀁴􀀠2D.000 AOT. shOrt
fronteges. See J.k:T:J.1.!1 on 􀁖􀁲􀀮􀁩􀀡􀁾􀀠:rraJ!ie Cor.-::rol T4'.:iecs. All locations. Provide mir.im.Jm 15 mph turning s,peed. "1-drive..ay inlersE'ctions, 40 left turtls in 􀁯􀁮􀁾􀀠direction.
lOO-fopt 􀁭􀁩􀁮􀁩􀁭􀁾􀀠fron1age. $ame as above. teu than 100 probibi'ted turnS 􀁾􀀧􀁥􀁲􀀠dey. highdriv(",,'ay densitiE's or driveway close to intenection. See􀀺􀁾􀁌􀁾􀁾􀁾􀁈􀀷􀀰􀀠Fo"H,c'J:t'
or. 􀁃􀁣􀁾􀁣!Tic IJe#iign of Ru.""CZ E"-Pt:..Jayt; .. See rable Z. 50 􀁦􀁾􀁅􀀧􀁴􀀠or distance baSE'd on 7able 3, whichever is 􀁧􀁲􀁾􀁡􀁴􀁥􀀺􀁲.. One-half vrlues in iable 􀀲􀁾􀀠Corner
residential parcels. corner parcels rt'qui,dng more than one drivC'M'ay. rrontages too short to permit minimum spacing_ 9-18 
􀀭􀀮􀁮􀁉􀁾􀀠iiit:I j" Z: i I• Jd' 􀁾􀁩􀀠I -YI-TYPICAL DRIVEWAYS TO A CORNER COMMERCIAL ESTABUSHMENT OR PUBLIC BUILDING-URBAN Figure 13 \ 
'".' 􀀮􀀡􀀿􀀡􀀧􀀬􀂣􀀮􀁾􀁾􀁑􀁴􀁬􀁾􀁨􀂷􀁬􀀠(fte't)􀁟􀁾􀀢􀁨􀁩􀁃􀁨􀂷􀁣􀀮􀁥􀁏􀁩􀁜􀁴􀁲􀁴􀁾􀁬􀀠􀁲􀁲􀁬􀀡􀁾􀁴􀀩􀀠Arterhl " 􀀬􀁾􀀠􀁾􀁚􀀠' ..OJ ."z!Z) 􀁾􀁩􀁾􀀠, RZ 0 􀁾••d {!E"! 􀁾􀀠 2 ' 45 120
250 12 )0 20 ,,2' 20 .,10 5 200 ,)0 15 ' 15 540 120 12 32 IS ,0lS 90 110 . IZ l4 10 :30 25 0 (1) 􀁲􀁊􀁬􀁣􀁬􀁾􀁤􀁴􀁮􀀹􀀠,urb and gutter (l) Tout width b.ck w b.\ck of curb. divided soUd
􀁬􀁩􀁬􀁨􀁩􀁴􀁾􀀠J1ne as follows: (1) 8.,t"C'O-b4',,: of curb·! total 􀁷􀁬􀁤􀁾􀀮􀀠􀁾􀁴􀀢􀀧􀁬􀀧􀁉􀁣􀁥􀀠width. Ul. dlvtded,by ,",olid , "3 Right 􀁬􀁬􀁾􀁥􀀠left Latle ...nit. 􀁬􀁾􀁮􀁥􀀮􀀠􀀱􀀮􀁾􀁵􀁾􀀠􀁬􀁬
􀁮􀁾􀀠to back of curb u fo Ilows : 14.5 U.SZ8 ,30 16,.5 ll:S 􀁾􀁨􀁴􀀢􀁬..􀁮􀁾.. hft hne , 􀁾􀁾􀀠:¥l loS U.S 12 '8.5 13.5 l' 20.5 !l.S r:-6 to 8 ft. 2 Wf WI I 'j Rl j----l .2 􀀭􀀭􀀧􀁉􀁯􀁬􀁾II00I01-ll-
--1 . FIGURE 37. SUGGESTED DESIGN FOR DIVIDED DRIVEWAY ACCESS. TO ARTERIAL STREETS (8) 10-66 
TABLE £1 (9) Desirable Minimum Driveway Spacing Street Type SpeedRange,MPH Minimum SpacingBetween DriKeways,Feeta , Arterial 35-40 200 Collector 30-35 150 local 25-30 100 aThese spacings
are measured from driveway throat to driveway throat as shown by "J" in Figure 􀁾􀀮􀀠bThe minimum spacings can be halved if the adjacent driveways are operated as a one-way pair. The
above minimum driveway spacings (Table 21) will prevent conflicting movements at adjacent driveways from overlapping. It is recognized that at some sites these minimum values may be
too restrictive, and if justified by an engineering study of site conditions. lesser spacings may be.used. But, under no conditions should commercial and industrial driveway spacings
be reduced below the critical minimum values stated in item 􀀢􀁾􀀢􀀠of Figure 􀁾􀀠for the various street classifications. In addition, as depicted below, it is desirable to space driveways
to reduce the potential conflicts that could arise between vehicles entering the street system from a driveway and those on the street itself. These spacings were determined using a
running speed of 30 mph for the through lanes, 15 mph for. a turning speed from intersecting streets, and an acceleration of 3.0 ft/sec2• The higher limit represents the spacing that
allows the second vehicle to proceed without reducing speed and the lower limit would require the .second vehicle to alter speed or direction.\ 
---􀁾􀀬􀀭􀁉___-.'Il.-! •• _".'::J IF ,,'---\iF.o._..JII Figure 1. Minimum driveway spacings as controlled by vehicle trajectories. (3) The spacing 􀁢􀁥􀁴􀁾􀁬􀁥􀁥􀁮􀀠a driveway and an
adjacent street intersection (corner clearance) should be regulated to enhance traffic safety and operations in the intersection area. However, similar to driveway spacing, corner clearance
control is sometimes difficult due to the existence of corner properties with insufficient frontage lengths to enable good driveway location. Again, subdivision standards should recognize
corner clearance requirements. Corner clearance requirements for commercial a'nd industrial properties or collector -local streets and the various intersection combinations for arterial
streets are shown in Table 22 and Table 23. TABLE 22 (9) Collector and Local Street Miminum Corner Clearance Minimum Corner Clearance, Feeta Street Desirable 􀁃􀁲􀁩􀁴􀁩􀁣􀁡􀁾􀀠Type Minimum
Minimum Collector 100 50 Local 100 5D 10-4 
TABLE 23 (9) Arterial Minimum Corner Clearances Mimimum Corner Clearance. Feeta Intersection Desirable Critica 1 Type I'lintmum Minimum )(Arterial-Arterial 300 250 Arterial-Collector
200 125 Arterial-Local 100 50 aCorner clearance is measured from the intersection curb to the near drfveway curb. bDesirable minimum corner clearance is the clearance needed to assure
that conflicting driveway and intersection movements do not overlap_ Another significant reason to ensure adequate corner clearance is the effects on the street system created by driveway
blockage. As shown below, driveways located too close to an intersection can be blocked by vehicle queues on the street system causing delay to the driveway user in making an exiting
maneuver. The opposite is also true when vehicles desire to enter a driveway that is blocked by a vehicle queue. In this case. the potential exists for delay to occur on two different
streets as shown below. . ' Figure i. Blocking of near corner driveways. (3) 10-5 
Based 'on the principles of queueing theory, Table 24 depicts the 􀁰􀁲􀁯􀁢􀁡􀁾􀀠bil ity of a driveway located on a stree,t near a stop intersection becoming blocked by a vehicle queue.
These probabilities consider variables such as corner clearance. intersection service rate, and volumes in the lane adjacent to the driveway. As indicated by Table 24, as traffic flow
in the lane adjacent to the driveway approaches the capacity of the intersection, the probability that the intersection will be blocked increases rapidly for very limited corner clearances.
Therefore, corner clearances of'at least one vehicle (roadway space of 25 feet plus 10 feet between stop bar and curb extension on the cross street) would be desirable for all classes
of roadway. The most 􀁤􀁥􀁳􀁩􀁾􀂭able, as indicated by Table 24, would be a roadway space of about three vehicles or about 85 feet which would avoid blocking for most traffic use levels.
TABLE 24 Probability of Driveway Blocking (near corner on stop street) (3) PROD.t.JUl'Y 1l1A:1l1A:r DRIVEWAY VOLUMB 'SBLOC<20(9&).aYr;N UNS CORNER CLEARANCEADJACENT INTERSECTION (NO.
OP V .....CLES)1'0 DIUVEWAY SEl\VICEllA"I'E , (VPII) (vrll) 0 1 ::I 3 4 5 6 50 100 50 25 13 6 3 ::I 1 200 25 6 2 300 17 3 I 400 , 13 ::I 500 10 ' I 100 200 SO 25 13 6 3 ::I I 300 33
II 1 400 25 6 "2 500 20 1 600 17 3 1 ISO 200 75 56 42 32 24 18 13 300 50 25 13 6 3 ::I I 400 38 10 5 ::I I " 500 30 , 3 1 600 25 6 2 10-6 
February 23,2001 Mike/Jim: Carmen recently showed me a file finaI pIat ofBelt Line-Surveyor Village Addition, dated Jaouary, 1998. As shown on the attachment, this plat included acquisition
ofrightof-way fur the future construction ofa right turn lane on Surveyor Blvd., at Belt Line Road. Also, attached is a copy ofthe CIP listing fur proposed right-turn laoe improvements
at this intersection. While we are considering the re-allocation offunds for certain projects, would it be a good time to initiate a contract fur design aod subsequent construction ofthis
right-turn lane? The original project estimate was $50,000. A "rough" updated estimate was generated to include surveying, design. aod construction ofa new right-turn lane(including
removal aod replacement ofpavement & signal aod utility line improvements}. The cost is closer to $55,000. Thanks. 􀁁􀁾Steve C. 
Project Summary: Funding: Hurdles: Scheduie: Design EngineerS: Contractor: Project Manager: Project Number: Surveyor Blvd. @Belt Line Road Northbound Right Tum Lane from Surveyor to
Belt Line Capital Project Summary February 2001 This project will provide a right turn lane fur northbound traffic on Surveyor Blvd. to turn east onto Belt Line Road. Necessary right-of-way
dedication is complete. . , 'Ihf: estimated project cost is $50,000. This project is not currently funded or programmed. None. Project complete 9 to 12 months after funding. None at
this.time. None at this time. Steve Chutchian None' at this time. 26 
, "'-'", 􀁾􀀠'. ;,'...": ." ,,' . . , \ . 1/'Z" RON.' -􀁎􀀲􀀴􀁾􀀰􀀷􀀧􀀳􀀳􀁴􀀧􀁗􀀠l:l. =5°08'58" . 27.'55' R = 559.00' 􀀺􀁾􀁾􀁟􀀭􀀭􀁪L = 50.24' -LC :=: N26°41'59"W l:l.= 7°37'46'" 1/'Z"
RON R "7' 250.00' L= 33.29' LC =N25°27'36"W 33.26' 50.22' l:l. =16°48'13"vLIRON R =: 250.00' . : c"":' 􀁾L =73.32'. c' 􀁾􀀠.. LC = N30002'50''W l:l. 􀀽􀀳􀁾􀀲􀀠􀁾􀀠'IX' _ 73.06' R =630
ROD N380 26'56''W L = 37.1 l:l. =1....°19.·.2.6.. ··.·R :=570.00' \ L =142.50' . LC = N31°17'13"W \ 142.13' \ 􀁎􀀳􀀸􀀰􀁾􀀠"W-􀀶􀀶􀀤􀁾􀀠3/8" 1:-\ ROD \ '\ \ \ "5 30' LC = N3E "&" • 37.53'
􀁣􀁾􀀠ROO \ \ \ \ .. '. ' u \ t; \ .... " c"", • \\ 􀁜􀁾􀁜􀀠'􀁾􀀠􀁾􀁾􀁜t.\ 1