Ordinances-2003-260

flat angles exit access since such access encourages high speed exit maneuvers and restrict the access users view of approaching traffic. When acceleration lanes are used, attention should be given to the design of access channelization, merging lengths, and pavement markings to ensure safe entry onto the prescribed roadway. ii. Deceleration Lanes Deceleration lanes, which are generally referred to as left or right turn lanes, will be designed on the basic requirements of storage, deceleration, or a combination of both. For urban areas, where roadside frontage is available, both acceleration and deceleration design requirements may be necessary. In rural areas, deceleration requirements may suffice. 1. Right turn deceleration lanes should be installed at an access on a prescribed roadway if the average daily two-way volume at the access is at least 1000 vehicles per day and the average peak hour entering right turn volume is at least 40 vehicles per day. Other factors such as the prescribed roadway design speed, the number of prescribed roadway approach lanes, composition of access traffic, and adjacent highway alignment should influence the need of a deceleration lane regardless if the volumes mentioned above are not met. 2. When a deceleration lane is installed at an access no other access should intersect the street within the deceleration lane or approach taper to the lane. iii. Left Turn Lanes A left turn lane is an auxiliary lane for storage speed change for left turning vehicles. This type of auxiliary lane is located at the left of one-directional pavement within a median or divisional island. Serious hazard, inconvenience, and considerable loss in efficiency of operation are evident on highways where such lanes are not available. Left turn lanes, therefore, will be mandatory for all industrial, commercial and residential development.