5.4 Entrances and Driveways

Legibility

The cyclist passing the gate, as with pedestrians, always has priority over access or egress traffic. Specifically, the designer should avoid the use of vehicular aprons.

Functionality

Entrances should be designed in such a way that vehicles can safely enter and exit the property, without comprising the cycling or pedestrian function. Specifically, the cycle and footpath facility should be continuous across the entrance and not ‘dipped’ at the crossover. This will reinforce the legibility above.

Homogeneity

Due to the inherent conflict in direction, it is essential that vehicular speeds are minimal when turning in or emerging from a driveway.

• Short ramps at kerbs to facilitate vehicular traffic – see Short Ramps below.
• The footpath and cycle facility should be pulled right across the entrance(s) such that there is no change in vertical alignment of cycle facility.
• Continuous surface materials reinforce the continuity of pedestrian and cyclist priority across the entrance.
• At certain entrances with high volumes, such as petrol stations or retail parks, it may appropriate to construct a Vertical Transition to drop the cycle track to 50mm above road level. In such cases, the cycle facility must have a red surface to clearly identify the potential conflict. The 50mm level change will assist in reducing vehicular speeds.

Uncomfortable and potentially dangerous surface due to driveway apron

Where the cycle track or pedestrian footpath is immediately adjacent to the carriageway, the vehicular ramp is best provided by a bevelled kerb. Bevelled kerbs at entrances may need to be wider than the standard kerb width depending on the level change.

Where there is a verge between the cycle track and carriageway, the ramp is best placed within the verge width as this will not compromise the cycle track and will not require a bevelled kerb.

If a bevelled kerb cannot be provided in an existing or retro-fit situation, a short bituminous ramp extending slightly into the roadway may be considered. In this instance, care must be taken not to interfere with drainage channels.

Good detail for cyclists but should also be applied for pedestrians

Where there is a high frequency of driveways, consideration could be given to either a continuous raised cycle track or a segregated at-grade cycle lane. Alternatively, the route could be downgraded as an access route, with speed restrictions implemented and advisory cycle lanes provided.

Driveways along Standard Cycle Lanes

Design Issues:

1. Footpath and cycle lane continuous across all entrances
2. Bevelled kerb ensures slow vehicular access and egress.
3. In existing situations, if a new kerb is not feasible, a bituminous ramp may need to take the place of the bevelled kerb.

Driveways along Raised Cycle Tracks

Design Issues:

1. Footpath and cycle lane continuous across all entrances
2. Bevelled kerbs from carriageway to cycle track and from cycle track to footpath ensures slow vehicular access and egress.
3. In existing situations if new kerbs are not feasible, bituminous ramps may need to take the place of the bevelled kerbs.

Driveways along Cycle Tracks with Verges

Design Issues:

1. Footpath and cycle lane continuous across all entrances
2. Bituminous ramp from carriageway to cycle track
3. Bevelled kerb from cycle track to footpath ensures slow vehicular access and egress.

Driveways along Two-Way Cycle Tracks

Design Issues:

1. Footpath and cycle lane continuous across all entrances
2. Bituminous ramp from carriageway to cycle track. If no verge present, use a bevelled kerb.
3. Bevelled kerb from cycle track to footpath ensures slow vehicular access and egress.