Traffic Engineering Manual Volume 1 Chapter 4 Pedestrian Facilities Sep 2008 Ed 4(1)

8/11/2019 Traffic Engineering Manual Volume 1 Chapter 4 Pedestrian Facilities Sep 2008 Ed 4(1)

1/64

4-1

Traffic Engineering Manual Vol 1, Chapter 4 - Edition 4, September 2008

Chapter 4

Pedestrian Facilities


2/64

4-2


AMENDMENT RECORD

Ed/Rev No Page(s) Issue Date Amendment Description

Ed 1 All November 1990 Initial release (draft document)

Ed 1 Rev 1 All February 1995 Total review

Ed 1 Rev 2 All September 1995 Minor revision

Ed 1 Rev 3 All May 1996 Amendments made afterRegional comment received

Ed 1 Rev 4 All July 1997 Minor amendments

Ed 2 September 1997 General release

Ed 3 December 1999 Amendments related to RoadRules - Victoria

Ed 3 Rev A 4-9 October 2001 Text amendment (Councilresponsibilities)

4-10 Amendements to 4.3.1, 4.3.2

4-11 Amendments to 4.3.4

4-14 New claim form

4-26 Minor amendment

4-32 Minor amendment to Figure 4.11

4-44, 4-45 New Figures 4.13, 4.14 & 4.15

4-47 New Figure 4.18

Ed 4 All September 2008 New edition - total review


3/64

4-3


Contents

4.1 INTRODUCTION ................................................................................. 5

4.2 GENERAL GUIDELINES .................................................................... 7

4.3 CHILDREN'S CROSSINGS ................................................................ 9

4.3.1 Children's Crossing Supervisors .......................................... 10

4.3.2 Crossings Eligible For Subsidy............................................. 10

4.3.3 Training of Supervisors ........................................................ 11

4.3.4 Administrative Arrangements ............................................... 11

4.4 PEDESTRIAN CROSSINGS (ZEBRA CROSSINGS) ......................15

4.4.1 Pedestrian Crossings With Flashing Lights .......................... 15

4.4.2 Pedestrian Crossings Without Flashing Lights ..................... 17

4.5 PEDESTRIAN OPERATED SIGNALS..............................................21

4.5.1 Puffin Crossings ................................................................... 25

4.5.2 Pelican Crossings................................................................. 26

4.6 GRADE SEPARATION ..................................................................... 29

4.6.1 Guidelines for Grade Separation ......................................... 29

4.7 OTHER PEDESTRIAN TREATMENTS .............................................31

4.7.1 Kerb Extensions ................................................................... 31

4.7.2 Pedestrian Refuges .............................................................. 32

4.7.3 Medians................................................................................ 34

4.7.4 Pedestrian Fencing .............................................................. 35

4.7.5 Improved Street Lighting ...................................................... 35

4.7.6 Lower Traffic Speed .............................................................. 36

4.7.7 Education Programs for Pedestrian Safety ......................... 36

4.8 SHARED ZONES .............................................................................. 39

4.8.1 Design Guidelines for Shared Zones ................................... 40

4.9 PEOPLE WITH DISABLITIES .......................................................... 43

4.9.1 Introduction .......................................................................... 43

4.9.2 Responsibilities for Provision of Facilities for the Disabled .. 44

4.9.3 VicRoads Strategy and Action Plan ..................................... 44

4.9.4 Facitlities for the Disabled on Arterial Road Projects ........... 45

4.9.5 Audio-Tactile Pedestrian Push Buttons at Traffic Signals ..... 46

4.9.6 Tactitle Ground Surface Indicators (TGSIs) ......................... 46


4/64

4-4


4.9.7 Kerb Ramps and Island Cut-Throughs ................................. 49

4.9.8 Wheel Chair Detector Loops at Traffic Signals ..................... 50

4.9.9 'Puffin' Pedestrian Signals .................................................... 50

4.9.10 Footpaths ............................................................................. 50

4.9.11 Other Provisions ................................................................... 52

4.9.12 Programming of Annual Retrofit Works ................................ 53

4.9.13 Recording Complaints .......................................................... 54

APPENDIX 1 - FUNDING SCENARIOS FOR NEW/IMPROVEMENTWORKS ON ARTERIAL ROADS .....................................................55

APPENDIX 2 ...............................................................................................57

Choice of Ramp and TGSI Treatment ............................................... 57

Bus Stops ......................................................................................... 61


5/64

4-5


In Rule 18 of Road Rules - Victoria a pedestrian includes:

(a) a person driving a motorised wheelchair that cannot travel atover 10 kilometres per hour (on level ground); and

(b) a person in a non-motorised wheelchair; and

(c) a person pushing a motorised or non-motorised wheelchair;

and(d) a person in or on a wheeled recreational device or wheeled

toy.

Pedestrians are a diverse group and pedestrian facilities should be designedto cater for this diversity. The group includes children, the elderly and peoplewith a disablity. In 1988 an Australian Bureau of Statistics survey concludedthat 16% of the population were impaired in some way either by vision, hearingor in movement.

Three groups of pedestrians have a high risk of crashes: children, people over60 and people with a high blood alcohol content.

Children

A high proportion of children pedestrian accidents occur on the trip home fromschool on local or collector roads. Parked cars obstructing the child's viewis a significant factor in many accidents and children are less likely to usepedestrian facilities correctly. Children are less able to perceive hazardoussituations and specific measures need to be considered to reduce risks.

The elderly

The elderly tend to use pedestrian facilities correctly but have accidents onstraight sections of undivided arterial road and at intersections away fromtraffic controls. Elderly pedestrians are also over represented in accidentsat tram stops and other public transport locations.

Alcohol

Over 40% of adult pedestrian serious injuries and fatalities in Victoria involveda pedestrian with some alcohol in their blood and one quarter of these hada very high alcohol content. Many of these accidents occurred on the nearside of the road at night time away from traffic controls.

Traffic control devices enable pedestrians to cross a traffic stream. This is eitherachieved by regulations requiring motorists to stop for pedestrians crossingat the device, such as children's crossings and pedestrian crossings, or bysignals actuated by a pedestrian push button. In addition, adult supervisors maybe used at children's crossings and traffic signal locations, both intersection

and mid-block, to enhance operation and safety of the crossings for schoolchildren. Traffic control devices provide a time separation of pedestrians andvehicles. Pedestrian overpasses and underpasses provide a spatial separationof pedestrians and vehicles. Shared zones provide an environment wherepedestrians and vehicles are integrated.

This chapter should be read in conjunction with:

AUSTROADS Guide to Traffic Management

Australian Standard 1742.10 - Pedestrian Control and Protection


4.1

Introduction


6/64

4-6


Major Traffic Control Items

The following pedestrian facilities are Major Traffic-Control Items and may onlybe installed, removed or altered with written approval from VicRoads:

Pedestrian Crossing Signs

Traffic Signals (including pedestrian operated signals)

Children's Crossings

Municipal Councils may approve the installation, alteration or removal ofChildren's Crossings on municipal roads under delegated powers, subject toVicRoads guidelines.

Municipal Councils may also approve temporary conversion of pedestrianoperated signals which are primarily for the use of school children, to children'scrossing with two flags displayed for each direction of travel, in instances whenthe traffic signals malfunction or fail on a municipal road. In exercising this power,Children's Crossing Supervisors should be instructed to inform VicRoad's TrafficManagement Centre, and seek immediate police assistance in managing thecrossing as a 'children's crossing' with flags. The Crossing Supervisor shouldalso use hand-held stop signs until the Pedestrian Operated Signals are backin operation.

Minor Traffic Control Items

Other pedestrian devices are not Major Traffic Control Items but also giveimproved safety and mobility to pedestrians. Pedestrian refuges are deviceswhich provide protection for the pedestrians in the centre of the road enablingthem to cross a single direction of the traffic at a time. They can be used inconjunction with other devices where road width is sufficient. Traffic islands,medians, and safety zones, are all forms of pedestrian refuges.

A pedestrian overpass or underpass may be appropriate where the constructioncosts can be justified.


7/64

4-7


In addition to the more specific guidelines given in the remainder of this chapter,Table 4.1 will assist in the selection of the most appropriate pedestrian device,having regard to the traffic function of the road as outlined in Chapter 1. Neitherthis Table, nor the more specific guidelines which follow, should be taken as thesole criteria by which the need for a particular facility is assessed. Matters suchas capacity, safety and level of service for all road users must be considered.


4.2

General

Guidelines

Principal

Functional

Category of

Road

Functional

Sub-category

Overpass or

Underpass

Pedestrian

Operated

Signals

Pedestrian

Crossing

- WITH

Flashing

Lights

Pedestrian

Crossing -

WITHOUT

Flashing

Lights

Children's

Crossing

Pedestrian

Refuge

or

Median

Major Traffic

RouteFreeway 33

Traffic Route

Primary

Arterial 3 33 31 33 2

Secondary

Arterial 3 33 3 3 332

Local Street

Collector 3 3 3 33 33

Local Street 3 3 3 3 3 3

33 Most likely to be appropriate

3 May be an appropriate treatment

Inappropriate treatment

Pedestrian devices should not be needed

1 Children's crossings are sometimes used on low volume Primary Arterials, especially

in rural areas2 So long as adequate width is available to retain the number of traffic lanes3 Pedestrian crossings (zebra crossings) may be appropriate in a local shopping

centre

TABLE4.1: GUIDELINESFORSELECTIONOFAPPROPRIATEMID-BLOCKPEDESTRIAN

FACILITIESACCORDINGTOTRAFFICFUNCTION

The following sections outline numerical guidelines for determining whether ornot a particular pedestrian facility is appropriate. It must be noted that these

are guidelines, and the numerical values are not the only factors to consider fordetermining the need or appropriateness of a pedestrian device. Other factorsrequiring consideration include the speed zone, pedestrian needs/desire lines,neighbouring facilities, types of pedestrians, road geometry, accident history,abutting land use, proximity of alternative pedestrian devices and other sitespecific conditions.


8/64

4-8



9/64

4-9



4.3

Children's

Crossings

A Childrens Crossing is defined in Rule 80 of Road Rules - Victoriaas an area of road -

(a) at a place with stop lines marked on the road, and -

(i) children crossing flags; and

(b) indicated by -

(i) 2 red and white posts erected on each side of the road; or(ii) 2 parallel continuous or broken lines on the road surface

from one side of the road completely or partly across theroad; and

(c) extending across the road between the posts or lines.

The provision of a children's crossing may be considered at locations whereduring any hour on a normal school day, 20 or more children cross the roadwithin 20 m of the proposed crossing location and the vehicle flow during thesame hour exceeds 50 vehicles per hour.

The above figures should be used for a Council installing a children's crossing

under the delegation by VicRoads. If the above figures are not met and theCouncil wishes to install a children's crossing, the proposal should be submittedto the VicRoads Regional Director and consent sought to the MTCI.

A children's crossing should not be installed for the sole use of kindergarten childrenunless the children will be escorted by an adult when using the crossing.

These crossings should not be installed where the speed limit during operationis above 60 km/h. Refer to Chapter 7 for details on school speed zones withrespect to children's crossings.

Following approval for the installation of a children's crossing, it is theresponsibility of Council in accordance with the Code of Practice 'OperationalResponsibility for Public Roads' to arrange for the installation of the crossing onmunicipal and arterial roads in accordance with standards provided by VicRoads,and to provide the standard Children Crossing flags (sign R3-3).

Standard layouts for children's crossings on roads with and without mediansare shown in Figure 4.1.

Two Children Crossing flags must be displayed for each direction of travel forthe crossing to be legally effective, but the flags should be displayed only duringperiods when school children are likely to be proceeding to or from school. Flags

should not be on display through the day, but may be displayed at times duringthe day when significant numbers of students need to cross the road.

CHILDREN'SCROSSING


10/64

4-10


4.3.2 Crossings Eligible For Subsidy

Accident risk to children crossing the road at a particular site is dependant ontraffic volumes, vehicle speeds, visibility and the number of children crossing.Primary school age children are particularly at risk. Therefore supervisedchildrens crossings, pedestrian crossings, signalised pedestrian crossingsand pedestrian crossings at signalised intersections will be eligible for subsidyunder this scheme if the following warrants are met:

Children's crossings for primary school children- where the numberof children (minimum 20) multiplied by the number of vehicles in the hour

(minimum 100) exceeds 5,000.Children's crossings for secondary school children- where the number

of children (minimum 20) multiplied by the number of vehicles in the hour(minimum 250) exceeds 25,000.

Pedestrian operated signals- more than 20 primary school children perhour.

Other crossings- where the Council obtains VicRoads' agreement to theneed for supervision on account of special needs (eg. children with disabilities)or other factors affecting safety, such as excessive vehicle speed, roadgeometry, limited sight distance, volume of heavy vehicles or road width.

Crossings that traverse dual carriageways should generally require only

one supervisor unless there is an existing left turn slip lane or where othercircumstances would not allow adequate supervision from the centralmedian.

A driver must not stop on a children's crossing, or on the road within 20 mbefore the crossing and 10 m after the crossing (unless permissive parkingsigns are erected) to provide adequate visibility of children waiting to cross.As the crosswalk lines or red and white posts define the school crossing, theno stopping area is measured from this location (see Figure 4.2). The 20 mand 10 m no stopping area does not have to be signed but it is desirable thatsigns be erected. There will also be situations where this distance needs to be

lengthened, and in these cases signing is necessary. The 20 m and 10 m nostopping area may only be reduced if the road is suitably narrowed to provideindented parking in the vicinity of the crossing. In this case, parking signs mustbe installed to legally create the parking area.

A children's crossing is a MTCI and approval to install, remove or alter isdelegated to Councils on municipal roads.

The relevant Road Rules covering Childrens Crossings are 80 and 171.

4.3.1 Children's Crossing Supervisors

State Government subsidies are provided to municipalities for adult supervision

of childrens crossings used by school children. The following guidelinesspecify requirements for sites to be eligible for subsidy, and the administrativearrangements for the scheme.

The appointment of a childrens crossing supervisor is not dependent on aGovernment subsidy and a Council may appoint a supervisor at any time,on a voluntary or paid basis, provided the person is properly trained andequipped.

Safety needs for children at specific locations should be considered as part ofa comprehensive management plan for child safety in the surrounding area. A'Safe Routes to School' approach is recommended. Councils should ensure thatthe management plans include appropriate engineering solutions to provide a

safe environment for children at all times of the day.


11/64

4-11


4.3.3 Training of Supervisors

A condition of the subsidy is that supervisors be trained before or very soon aftertaking up duties. Training is to cover the procedures to be adopted by supervisorsand the traffic laws relating to supervisors and crossings generally.

The training of supervisors is to be arranged by councils using the trainingpackage developed and distributed to all Councils by VicRoads. The packageincludes supervisors handbooks, an instructors handbook and a trainingvideo.

4.3.4 Administrative Arrangements

The total funds available under the scheme will be determined by theGovernment as part of the budget process.

Subsidies for eligible crossings within each municipality will be paid inDecember and June as a block grant on submission of a Tax Invoice. Thegrant will be calculated annually by distributing the total funds availablebetween municipalities, in proportion to the number of supervisors at eligiblecrossings.

Councils are required to review the eligibility of all crossings each year andprovide VicRoads with a certified listing of eligible crossing locations and thenumber of supervisors required at each crossing by the end of November as abasis for determining the grant for the following financial year. The submissionshould include new sites where it is expected that warrants will be met in thenew school year (for example, if a new school is to be established, or enrolmentsare expected to substantially increase). Pedestrian and vehicle counts should beconducted at new sites within the first two weeks of the school year to confirmtheir eligibility for a subsidy.

Applications should be forwarded to the relevant VicRoads' regional office. Oncethe application has been submitted and budget determined, any supplementary

sites are to be funded within the allocation provided, or funded fully by Council,until the next financial year.

Councils may use other sources of funding to supplement the Governmentsubsidy.

Where commercial sponsorship is provided, the display of advertising materialon uniforms shall be restricted to a decal emblem attached to the front of theuniform/vest, with area not exceeding 150 square centimetres (A6 paper size).Advertising must not be attached to the back of the uniform/vest as this wouldreduce the vest's high visibility characteristics.

Random audits may be undertaken by an independent auditor to ensure that

crossings meet the warrants for supervisor subsidies.Questions about the children's crossing supervisor subsidy scheme may bedirected to the relevant VicRoads' regional office.


12/64

4-12


FIGURE4.2: STANDARDLAYOUTSFORCHILDREN'SCROSSINGS

FIGURE4.1: DETAILSOFPOSTANDFLAG

80-120

m

+ Fluorescent yellow-green

background


13/64

4-13


FIGURE4.3: STANDARDLAYOUTSFORCHILDREN'SCROSSINGSONDIVIDEDROADS

Note for Figure 4.2:

The 20 m and 10 m No Stopping areas do not have to be signed but it isdesirable that signs be erected. If signs are used, they should comply with theR5-36 sign as shown.

Parking may be permitted within the statutory no stopping distances where

indented parking is provided. In this case, permissive parking signs must beinstalled. The parking signs become MTCI's and may be approved by Councilon municipal roads under delegated powers. Refer Chapter 9.

Yellow edge lines should not be used on the approaches to childrens' crossingsunless parking is to be banned at all times.

80-1

20m

#

#

#

#

#

#

Fluorescent yellow-green background#


14/64

4-14



15/64

4-15



4.4

Pedestrian

Crossings(Zebra

Crossings)

A pedestrian crossing is defined in Rule 81 of Road Rules - Victoriaas an area of a road -

(a) at a place that has a pedestrian crossing sign (with or withoutalternating flashing twin yellow lights); and

(b) indicated by white stripes on the road surface that are -

(i) approximately parallel to each other; and(ii) from one side of the road completely or partly across the

road.

Pedestrian crossing sign means a sign similar to that illustrated inRule 81 of the Road Rules - Victoria. (Sign R3-1).

Symbol and border: BLACK

Background: FLUORESCENT YELLOW-GREEN

(R3-1)

A pedestrian crossing sign is a major trafc control item and its installation

or removal is not delegated to Council.

4.4.1 Pedestrian Crossings With Flashing Lights

The installation of a pedestrian crossing with flashing lights may be appropriatewhere, for any one hour of an average weekday, the following apply:

The number of pedestrians crossing within 20 m of the proposed site exceeds60 persons per hour, and

The number of vehicles per hour which pedestrians have to cross in onebound exceeds 500.

NOTE: In determining the pedestrian numbers, each older person, person witha disability and unaccompanied child of primary school age should count astwo.

Pedestrian crossings with flashing lights are best used where traffic speeds arelower (due to congestion, traffic management devices or restricted carriagewaywidths). A typical situation would be in a shopping street or commercial area.Drivers are more aware of pedestrians in these situations and with lower speedsdrivers will be more inclined to give way to pedestrians. At locations where theabove guidelines are met but traffic speeds are higher, pedestrian operated

signals should be considered.Pedestrian crossings give pedestrians priority over vehicles. Delays to bothpedestrians and vehicles may be minimised compared with pedestrian operatedsignals, although vehicle delays can increase considerably when pedestrianflows become very high.

Road Rule 172 of Road Rules - Victoria, establishes a No Stopping area of20 m on the approach side and 10 m on the departure side of a pedestriancrossing. These distances are measured from the nearest part of the pedestriancrossing. However, parking may be permitted within these statutory No Stoppingdistances by use of permissive parking signs. This should only be done if theparking is indented.


16/64

4-16


It is a standard requirement that all pedestrian crossings with flashing lightsbe provided with supplementary lighting in accordance with AS/NZS 1158.4.Figure 4.4 shows typical crossing layout.

600

600

2000min

3600

Luminaire

Luminaire

FIGURE 4.4: PEDESTRIANCROSSINGWITHFLASHINGLIGHTS


17/64

4-17


4.4.2 Pedestrian Crossings Without Flashing Lights

A pedestrian crossing without flashing lights is a legal pedestrian crossingunder Road Rule 81. However these devices should only be allowed underthe circumstances outlined below. Figures 4.5 and 4.6 show typical designlayouts.

Pedestrian crossings without flashing lights are Major Traffic Control Items,requiring VicRoads approval for their installation, removal or alteration.

The pedestrian crossing sign (walking legs) must only be used in conjunctionwith white striped linemarking on the pavement of the road crossing as definedin Road Rule 81(3). There must be a sign on both sides of the road facing eachapproach.

Road Rules - Victoria requires that if a driver is turning left using a slip lane, thedriver must give way to any pedestrian on the slip lane. It is considered that thisrule should provide adequate protection for pedestrians crossing low volume leftturn slip lanes without the need for any supporting signs or road markings.

It is acceptable to install pedestrian crossings without flashing lights across

slip lanes at intersections where pedestrian demands are high and pedestriansafety is not achieved due to poor sight distance. VicRoads Regions will considersuch sites on a case by case basis and determine if installation of pedestriancrossings is necessary. Consideration should be given to erect advancediamond pedestrian crossing ahead warning signs on the approaches to thecrossing.

Give Way to Pedestrians signs should not be used at left turn slip lanes.

Acceptable Locations:

Collector and local roads on which traffic speeds are low.

Left-turn slip lanes at signalised intersections where VicRoads Regions

consider them to be necessary. Car parks.

Other off-road situations, eg. caravan parks, reserves.

Service roads where pedestrian operated signals or intersection signalsoperate on the main carriageway.

Unacceptable Locations:

Across arterial roads

Left turn slip lanes at unsignalised intersections (unless considerednecessary for pedestrian safety).

Where there is poor visibility on the approach to the proposed site of thecrossing, or where conspicuity of the device may be less than optimal.

General Guidelines:

Pedestrian volumes of 20 or more per hour.

Vehicle volumes of 200 or more per hour for the same hour.

Speed limit of 50 km/h or less.

Vehicle speeds of 60 km/h (85th percentile) or less.

NOTE: In determining pedestrian numbers, each older person, person witha disability and unaccompanied child of primary school age should count astwo.


18/64

4-18


Design Details

The signs should be manufactured using class 1 reflective material.

Pavement markings and sign location should comply with Figures 4.5 and 4.6.

Street lighting to V3 level, AS/NZS 1158, is required to sufficiently illuminatethe crossing and the pedestrians on or about to enter the crossing. If streetlighting is not provided, or it is not to V3 level, then flood lighting is required

in accordance with AS/NZS 1158. Internally illuminated signs may be used to improve conspicuity.

When used at left turn slip lanes, the crossing should be applied to all sliplanes at the intersection. (Refer to Section 3.6.4 for information on sliplanes.)

Pedestrian crossings may be used in conjunction with flat top road humps(raised pavements) or kerb extensions. The pavement marking stripes mustbe white.

A high degree of conspicuity for these crossings is to be maintained at alltimes and care must be taken to ensure that drivers approaching the crossinghave clear visibility of the signs, the crossing itself and the footpaths adjacentto the crossing.


19/64

4-19


FIGURE4.5: TYPICALKERBEXTENSIONTREATMENT

FIGURE

4.6: TYPICAL

SLIP

LANE

TREATMENT

PEDESTRIANCROSSINGSWITHOUTFLASHINGLIGHTS

*

*Fluroescent yellow-green

*Fluroescent yellow-green

*


20/64


21/64

4-21


Pedestrian Operated Signals are a Major Traffic Control Item, and as suchthey require VicRoads approval and must be installed in accordance withVicRoads standards.

The design should include all signposting and linemarking associated with thesignals and specify installation by either the Council or VicRoads. All signs androadmarkings at the site form an integral part of the overall design and should

not be removed or altered without consultation with VicRoads. Street lighting toV3 level, AS/NZS 1158, is to be provided at pedestrian operated signals.

Pedestrian operated signals should not be installed on roads with a speed limitabove 80 km/h. If necessary, the speed limit should be reduced to 80 km/h orless.

Pedestrian Operated Signals for school children are functionally the same asnormal Pedestrian Operated Signals. (Signal pedestals on school signals areno longer painted in red and white stripes.)

Pedestrian operated signals may be provided where the following guidelinesare met:

For any hour on an average weekday: The number of pedestrians (P) crossing within 20 m of the proposed site

exceeds 100, and

The number of vehicles (V) which pedestrians have to cross exceeds 500 onan undivided road, or 1,000 where there is a median or pedestrian refuge,

or

A pedestrian crossing (zebra) would normally be justified but the operationof the crossing would interfere with the progression of vehicles to and/orfrom a nearby traffic signal installation andit would be practicable for theoperation of Pedestrian Operated Signals at or near the proposed site to beco-ordinated with the nearby signals.

or

A pedestrian crossing (zebra) would normally be justified but would behazardous for pedestrians due to conditions at the site (eg. disabled orelderly pedestrians, high vehicle approach speeds, high traffic volume, poorvisibility, etc)

or

Where crash records indicate that two or more pedestrian casualty crasheshave occurred in the last 3 years.

NOTE: In determining pedestrian numbers, each older person, person witha disability and unaccompanied child of primary school age should count astwo.


4.5

Pedestrian

OperatedSignals


22/64

4-22


Where the crossing is primarily intended for the use of school children, the devicemay be appropriate where for at least one hour of an average school day:

The number of children (P) crossing the road within 20 m of the proposedsite exceeds 50 per hour; and

The number of vehicles (V) which children have to cross during that hourexceeds 500; and

The product P x V exceeds: 25,000 for primary school children, or

34,000 for secondary school children.

Where the guidelines for a flagged children's crossing are met but the road hasa high traffic volume, pedestrian operated signals may be appropriate.

For pedestrian operated signals at schools it may be appropriate to use a schoolspeed zone. Refer to Chapter 7 for details.

Figures 4.7 & 4.8 show typical design layouts for pedestrian operated signalswith and without medians. Where LED lanterns are used, the layout of trafficsignal lanterns facing each direction of traffic should comply with the VicRoads

policy "Design of Traffic Signal Layouts with LED Lanterns".Road Rule 173 of Road Rules - Victoria establishes a No Stopping area of10 m on the approach side and 3 m on the departure side of a marked footcrossing at pedestrian operated signals not at an intersection. The approachdistance (10 m) is measured from the traffic lights pole nearest to the driver atthe crossing and the departure distance (3 m) is measured from the crossingitself. However, if a Parking Area is established by signs, stopping and parkingmay be permitted within these distances as indicated by the parking signs.

Connection to SCATS (Sydney Coordinated Adaptive Traffic System) providesmonitoring of the pedestrian operated signals and the facility to link the site tonearby signalised intersections if necessary. All pedestrian operated signals

on arterial roads in metropolitan Melbourne must be connected to SCATS. Allrural pedestrian operated signals on arterial roads should be connected toSCATS where practical. Pedestrian operated signals on municipal roads maybe connected to SCATS at the discretion of the municipality.


23/64

4-23


FIGURE4.7: TYPICALLAYOUTSFORPEDESTRIANOPERATEDSIGNALS

y

( )


24/64

4-24


FIGURE4.8: TYPICALLAYOUTSFORPEDESTRIANOPERATEDSIGNALS

High Mounted (HM)


25/64

4-25


4.5.1 Puffin Crossings

Puffin (Pedestrian User Friendly INtelligent) crossing facilities are similar inappearance to pedestrian operated signals and utilise the same hardware. Theyalso include additional overhead detectors (generally infra-red or microwave)to detect the presence of pedestrians on the crossing. The guidelines for theinstallation of pedestrian operated signal crossings also apply to the installation

of Puffin crossings.

Puffin crossings offer the following advantages:

the clearance phase is shortened when the crossing detectors sense that apedestrian has crossed quickly, reducing delays to vehicles,

the clearance phase is lengthened when the crossing detectors sensepedestrians still on the crossing towards the end of the normal clearancetime. This is an advantage for slower pedestrians.

In general all new mid-block pedestrian operated signals should be installedas puffin crossings.

Puffin crossings may be used for a crosswalk at an intersection in the followingcircumstances:

turns across the crosswalk are either fully controlled, in a slip lane or banned,(the detectors cannot distinguish between vehicles and pedestrians);

there is adequate separation between the pedestrian crosswalk and theparallel vehicle path to avoid false detections of vehicles.

At a trial site, the traffic volume of a two lane fully controlled left turn movementincreased 3-4% with the clearance time (3 second variation permitted) controlledby crossing detectors.

Puffin crossings are Major Traffic Control Items and as such new installations, orconversions to Puffin crossings, require VicRoads approval. Regional Directorsare authorised to approve the conversion to Puffin operation.

In order to ensure correct installation and operation, signal layout plans shouldclearly identify the proposed Puffin operation.

PUFFINCROSSING


26/64

4-26


4.5.2 Pelican Crossings

Pelican (PEdestrian LIght CONtrol) crossing facilities are similar in appearanceto pedestrian operated signals and utilise the same hardware. Pelican crossingsoffer an advantage over normal pedestrian operated signal (POS) crossingsby introducing an early start opportunity for vehicles to proceed if pedestrianshave cleared the crossing. This early start facility is a flashing yellow phase

for motorists, and it permits drivers to enter the crossing provided they giveway to any pedestrians still on the crossing. Rule 65 of Road Rules - Victoriacovers this matter.

Following conversion of a POS to a Pelican Crossing in an eastern suburb ofMelbourne, driver delay was found to have been reduced by around 50%.

The conversion of a set of pedestrian operated signals to operate in the Pelicancrossing mode requires VicRoads approval. If the crossing is in a 60 km/h speedzone (or less), authority to approve the conversion is delegated to the RegionalDirector. If the crossing is in a speed zone greater than 60 km/h the approvalof the Manager, Road and Traffic Standards is required.

In order to ensure correct operation, the signal layout plans should clearly identifythe proposed Pelican operation in the phasing diagram. It is recommended that ablack on white sign reading WHEN FLASHING GIVE WAY TO PEDESTRIANS(R3-V101) be placed at all new Pelican crossings to face drivers. It is alsonecessary to make the public aware of the changes to the crossing. A copy ofa typical letterbox leaflet is shown below (Figure 4.9). This is important duringthe initial months of operation, particularly when the Pelican is the first in anarea.

FIGURE4.9


27/64


28/64

4-28



29/64

4-29


Grade separated pedestrian facilities, (achieved through pedestrian bridges,overpasses or subways) provide the highest level of safety for pedestrianscrossing roads. However, in practice, pedestrians often do not use thesedevices due to the additional walking time and distance required to negotiatethe access ramps.

The cost of the facility requires a careful benefit/cost assessment in order

to provide best use of resources by comparing with alternative lower costpedestrian treatments. Grade separated crossings are best used wheretopography minimises the length of ramps required.

To give equal access for all users, it is generally necessary to use ramps and notstairs to access the overpass. The design of ramps must comply with AS 1428Design for Access & Mobility.

4.6.1 Guidelines for Grade Separation

Grade separation of a pedestrian crossing may be justified if each of the followingconditions are met for at least one hour of a normal weekday.

Where the proportion of pedestrians under 12 years of age and over 60 years

of age is 40% or less. undivided road V > 850 P> 250 and PV > 250,000, or

divided road V > 1,500 P > 250 and PV > 400,000

Where the proportion of pedestrians under 12 years of age or over 60 yearsof age is greater than 40%.

undivided road V > 750 P > 200 and PV > 180,000, or

divided road V >1,100 P > 200 and PV > 280,000

V is the volume of vehicular traffic (2 way) in vehicles/hour.P is the volume of pedestrian traffic in pedestrians/hour.


4.6

Grade

Separation


30/64

4-30



31/64


32/64

4-32


4.7.2 Pedestrian Refuges

Pedestrian refuges are kerbed islands near the centre of a road. They areperhaps the best treatment that can be provided to help pedestrians get acrossundivided roads with moderate to heavy traffic, because they simplify the taskof crossing the road: a gap in only one direction of traffic needs to be found atany one time. Refuge islands need to be adequately delineated; edge lines

on the approaches to a refuge island should be continued past the sides ofthe island, without any gap in the line (eg. at the pedestrian position) to guidedrivers past the island. Road lighting should be provided in accordance withAS 1158. Figure 4.11 shows a typical treatment.

APPROPRIATE LOCATIONS INAPPROPRIATE LOCATIONS

p

p

p

p

p

p

p

Where adequate room is availablefor traffic to pass (consider parkingbans to achieve this).

Where there are high numbers ofpedestrians.

Where it overcomes a sight distancerestriction in one direction for

pedestrians.

On safe routes to school.

Over an extended length of road inconjunction with a painted median.

At tram stops on undivided roads, forwrong side loading, in conjunctionwith pedestrian signals and roadwidening to retain number of trafficlanes.

In conjunction with a median turninglane.

p

p

p

On a traffic route where it reducesthe number of traffic lanes (considerrealigning the kerbs to maintainnumber of lanes)

Where a heavy right turn volumeoccurs and a right turn lane cannotbe provided if the refuge island is

provided.Where they are not expected bydrivers or cant be lit or delineatedadequately.

ADVANTAGES DISADVANTAGES

p

p

p

p

p

p

Allow pedestrians to cross in twostages and find a gap in only onedirection of traffic at a time.

Can be low cost.

Available for use by pedestrians atall times.

Provide some physical separationfrom traffic for pedestrians.

May reduce vehicle speeds.

Low maintenance compared topedestrian operated signals.

p

p

p

p

If used with a pedestrian crossing,may lead to confusion about right ofway near the island.

May reduce on-street parking.

Road width reduction may squeezecyclists.

May require road widening.


33/64

4-33


FIGURE4.11: PEDESTRIANREFUGE

NOTES:

1. Island kerbs should be semi mountable and may be painted white.

2. Length of painted median is based on a lateral shift of 1 m/sec. Unidirectional raisedretroreflective pavement markers are provided at 5.0 m spacings.

3. Length of painted median should be increased or other delineation devices considered if visibilityto the island is reduced by vertical or horizontal alignment.

4. Painted median is preceded by barrier line extending for 30 m minimum.

5. Where refuges are used on arterial or high speed roads, pedestrians or children warning signs(W6-1 or W6-3), as appropriate, are erected together with supplementary plate REFUGE ISLAND(W8-25) in advance of refuge.

6. Kerb ramps should be provided with smooth inverts.

7. When used at intersections, the length of the innermost island may be reduced to accommodateturning traffic. A suggested minimum length is 1.25 m.

8. Street lighting in accordance with AS/NZS 1158 should be provided.

9. Pedestrian assist handrails may be provided on the island at the pedestrian crossing pointprovided the island is at least 2 m wide. If provided they shall be frangible.

10. Vehicle lanes adjacent to the islands should not be narrow creating a squeeze point forcyclists.

Minimum

Desirable

At a school

9 m

12 m

18 m

3 m

5 m

9 m

S

S

S

S

* Fluorescent yellow-green

*

*

*

*


34/64

4-34


4.7.3 Medians

Typical pedestrian behaviour is to use a direct route between two points, evenat increased risk. Medians help reduce the risk. Medians should be kerbed orraised (except on freeways, where kerbs increase the severity of any crash).On traffic routes, semi-mountable kerbing should be used. Where a kerbedmedian cannot be provided in an urban area, a painted median will usually

require refuge islands at intervals, to create adequate separation of traffic andrefuge space for pedestrians.


p

p

p

p

On a traffic route, where adequateroom is available to maintain thenumber of traffic lanes (considerparking bans to achieve this).

Where there are high numbers ofpedestrians.

Where there is a history or likelihoodof head-on crashes.

Where tram tracks are being

reconstructed and the road is wideenough for traffic lanes plus amedian.

p

p

On a traffic route where it reducesthe number of traffic lanes.

Where a heavy right turn volumeoccurs and a right turn lane cannotbe provided if the median is provided(redesign and leave gap in medianfor a length of right turn lane).


p

p

p

Allow pedestrians to cross in twostages and find a gap in only onedirection of traffic at a time.

Reduces the frequency of head-oncollisions.

Controls turning movements.

p Road width reduction may squeezecyclists.

EXAMPLEOFAKERBEDMEDIAN EXAMPLEOFAPAINTEDMEDIAN


35/64

4-35


4.7.4 Pedestrian Fencing

Pedestrian fencing can be useful in controlling pedestrian access to theroadway.

In the event of a collision, pedestrian fences must not present an additionalhazard. Particular consideration should be given to: Ensuring there are nohorizontal rails that can separate from the rest of the fence structure duringa collision and form a spearing hazard; and that the sections of fencing areseparable in the event of a collision to reduce the likelihood of roll-over.

The design of any pedestrian fencing must not restrict driver visibility at criticallocations - either to pedestrians or to other vehicles, e.g. at intersections anddriveways.


p

p

p

p

p

p

Near pedestrian crossings to guidepedestrians to the crossing.

Outside hotels to keep patrons offthe roadway.

At bus stops, especially schoolbus stops, to keep patrons off theroadway.

Near intersections, to prevent jay-walking.

At locations where parking is (orneeds to be) banned but illegal quickstop parking occurs.

Opposite school gates.

p

p

p

p

Where the fence and/or the postsmay obstruct sight lines betweenroad users (design the fence so thisdoes not occur).

Where pedestrians are unlikely toagree to being diverted and will seekto go around the wrong way (Selectanother type of treatment).

Where the hazard is no less forpedestrians at the end of the fence.

Where kerbside parking is permitted.


p

p

Redirects pedestrians to a safercrossing point.

Effective in stopping illegal parking.

p May get hit by errant vehicles.

PEDESTRIANFENCING

4.7.5 Improved Street Lighting

Improved street lighting should be considered at high pedestrian usage areassuch as at bus and tram stops, where pedestrian safety is a potential concern.

As the use of a shopping centre changes, such as with more late night shoppingor increased restaurant activity, the suitability of street lighting should bereviewed and upgraded if necessary. Refer to Chapter 6.


36/64

4-36


4.7.6 Lower Traffic Speed

If there is a high casualty rate for pedestrians on a section of road and otherpedestrian treatments are not suitable, reductions in the speed of traffic willgenerally result in fewer and less severe casualty crashes. A lower traffic speedcan be achieved by changes to the road environment or a lower speed limit.Refer to Chapter 7.

4.7.7 Education Programs for Pedestrian Safety

Background

Pedestrian casualty crashes are a substantial road safety problem comprisingapproximately 14% of fatalities and 10% of hospital admissions each year. Inthe metropolitan area, one in every five fatalities is a pedestrian. In Victoria,pedestrian fatalities totalled 41 in 2007.

Parliamentary Inquiry into Pedestrian Safety

In June 1999, the Parliamentary Road Safety Committee tabled its report"Walking Safely - Inquiry into the Incidence and Prevention of PedestrianAccidents". The Committee identified at risk pedestrians to be the young, theelderly and alcohol impaired. It recommended twenty-one countermeasuresincluding reduced speed limits on local roads, long-term land use planning,development of municipal road safety plans, the review of Responsible Servingof Alcohol programs and the increase in pedestrian penalties.

In October 2006, the Parliamentary Road Safety Committee tabled its report"Review of the Inquiry into the Incidence and Prevention of PedestrianAccidents". This report recognised that there has been a reduction in the numberof pedestrian fatalities and serious injuries since 1999.

The Committee recognised that reductions in speed limits and other varioustraffic measures, together with appropriate local government and land useplanning have reduced pedestrian trauma.

Intoxicated pedestrians, particularly men aged 30 to 49 years, together withelderly pedestrians are at most risk in terms of fatalities, while pedestrians aged18 to 21 are most vulnerable with respect to non-fatal crashes.

Children are also at risk. Up till age 11 or 12, children do not have skills to beindependently safe in traffic while teenagers, though more independent, areprone to risk taking.

Several recommendations supported by Government relate to the development,implementation and evaluation of educational initiatives. Some of these arerelated to pedestrian crossings and safe drop off and pick up facilities aroundschools.

Other Government policies affecting pedestrian safetyGovernment policies promoting active transport will encourage walking toachieve improved health, environmental and congestion outcomes. Initiativessuch as the Walking School Bus, Travel Smart, Melbourne 2030 and Go forYour Life will lead to greater numbers of pedestrians. In implementing theseinitiatives, safety of pedestrians must always be considered. VicRoads worksclosely with relevant government departments, agencies, local councils andother organisations to assist them in implementing active transport initiativessafely.


37/64

4-37


The range and scope of available VicRoads educational programs reflect thediverse nature of target groups. These include

Starting Out Safelytargets 0-5 year olds and deals with the four main roadsafety issues concerning young children and their parents/carers with astrong focus on pedestrian safety, safe places to play and getting ready totravel to school.

Primary School Traffic Safety Education programs such as Kids on theMoveprovide resources for use by classroom teachers that also involveparents in developing age appropriate pedestrian safety skills.

Secondary School Traffic Safety Education resourcesare available for useby classroom teachers to encourage safe and responsible road use attitudesand behaviours. These include teaching pedestrian safety in secondaryschools.

Safe Routes to Schoolsidentifies the factors in crashes involving childrenbetween the ages of 4 and 16, and develops integrated engineering, educationand enforcement actions to improve road safety around participating schools.This resource is available to local government.

Looking Out for Pedestrians is a practical guide about programs andother resources to improve pedestrian safety at the local level. It is a multiaction approach for local government officers to assist them in implementingeffective pedestrian safety projects.

Other agencies also provide relevant educational resources. Information aboutthese can be found on agency webistes such as:

Department of Education & Early Childhood Development

www.education.vic.gov.au/studentlearning/programs/traffic/resources.htm

o MetLink

www.metlinkmelbourne.com.au/about_metlink/metlink_education

o RACV www.racv.com.au

o TAC www.tacsafety.com.au


38/64

4-38



39/64

4-39


4.8

Shared

Zones

Pedestrian FacilitiesAShared Zone is a road or network of roads where pedestrians, cyclists andvehicles share the roadway.A shared zone is defined in Rule 24(2) of Road Rules - Victoria.

A shared zone is the network of roads in an area with:

(a) a shared zone sign on each road into the area, indicating the

same number; and(b) an end shared zone sign on each road out of the area.

Road Rule 83 states that a driver driving in a shared zone must giveway to any pedestrian in the zone.

In Road Rule 24 the speed limit for a shared zone is the numberof km/h indicated by the number on a shared zone sign on a roadinto the zone.

Road Rule 236 states that a pedestrian must not cause a traffichazard by moving into the path of a driver and must not unreasonably

obstruct the path of any driver or another pedestrian.Under Road Rule 188, a driver must not stop in a shared zoneunless a parking control sign permits stopping; or the driver stops ina marked bay; or the driver is dropping off, or picking up passengersor goods; or the driver is engaged in the door-to-door delivery orcollection of goods, or in the collection of waste or garbage.

Shared zone and end shared zone signs are MTCIs and are not delegated to Councils.

Appropriate locations:

low volume streets where pedestrians outnumber motor vehicles and wherethe pedestrian needs are best met by walking on the roadway, and

where the street has been constructed or reconstructed to a sufficientdegree to ensure significant visual interruption and where speed is physicallyrestrained, and

where there is no cross motor traffic.

A shared zone provides improved amenity for pedestrians and an improvedstreetscape.

Locations for shared zones may include lanes and streets in central businessdistricts, selected residential streets, shopping centres, and caravan parks.

SHAREDZONE

MCKILLOPSTREET

CITYOF MELBOURNE


40/64

4-40


The speed limit shown on the shared zone sign should be 10 km/h or 20 km/h.No other speed limit values should be used unless there are exceptionalcircumstances.

Inappropriate locations:

Shared zones are not suitable in the following locations:

on streets that carry over 200 vehicles per hour in peak periods, or over 1000

vehicles between 7.00 am and 7.00 pm.

on streets with a history of vehicle speed problems.

on unprotected locations where approach speeds exceed 40-50 km/h.

4.8.1 Design Guidelines for Shared Zones

The road should be discontinuous and any kerb should be removed toenhance the sense of equality between pedestrians and vehicles.

Speed reduction devices should be installed at a spacing of approximately40 m and these devices should be staggered on opposite sides of the reserveto require a weaving alignment through the shared zone.

A maximum design speed should be 20 km/h.

All entry and exit points to shared zones should be clearly signed.

A minimum trafficable width of 2.8 m should be maintained throughout thezone.

Straight lengths of roadway without speed reduction devices should notexceed 50 m.

Parking spaces should be provided adjacent to the trafficable path.

There should be no provision for traffic to flow across the zone.

Devices should include planting areas to contain the area visually.

It is desirable to create a surface texture difference between the shared zoneand the surrounding road network.

Bollards with reflectors may be used to delineate the shape of the roadwayfrom the approach side and to shield landscaping.


41/64


42/64

4-42



43/64

4-43


4.9.1 Introduction

The 1998 Australian Bureau of Statistics Survey Disability, Ageing and Carersrevealed that 3.6 million people in Australia had a disability of some kind (19%of the population).

The rate of disability increased with age, from 4% for children 04 years old,to 84% for those over 85 years of age.

Physical conditions, chiefly musculoskeletal disorders such as arthritis, were themost common cause of disability, followed by loss of hearing. Of the conditionsleading to mobility problems, a total of 455,100 reported using some type ofmobility aid:

208,900 people use a walking stick;

21,400 use crutches;

103,200 use a walking frame;

123,500 use manual wheelchairs;

19,100 use electric wheelchairs; and

13,500 (a growing number) use motorised scooters.

NOTE: The total number of users may be less than the sum, as some people may use more thanone type of equipment.

Approximately 330,000 Australians are blind or vision impaired and many morehave some reduction in the effectiveness of their sight, the majority of whomare over the age of 65 years. The ageing of Australias population is expectedto result in the number of people with vision impairment doubling in 25 years.

Different types of disabilities will lead to different implications for facilities anddesign. It also follows that requirements in facilities needed by senior citizenswill be higher than the average.

Providing for people with disabilities should be a normal part of the designprocess and should include the following:

pedestrian ramps without kerb edges and lips which cause problems forwheel chairs and people with walking aids,

providing a clear view for people with hearing impairments,strong contrasts between road and pedestrian areas, textured paving and

audio tactile traffic signals for people with impaired vision.

The following sections include details for providing for people with disabilities.

Reference is also made to the following documents:

AUSTROADS Guide to Traffic ManagementAS 1428.4 Design for access and mobility, Part 4: Tactile indicators.

Commonwealth Disability Discrimination Act

Under section 24(1) of the Disability Discrimination Act it is unlawful todiscriminate against people with disabilities when making facilities available.

Under section 24(2) of the Disability Discrimination Act it is not unlawful todiscriminate against a person with disabilities if in making the facilities available,unjustifiable hardship is caused to the person providing the facilities.

These guidelines supersede the following VicRoads documents:

Guidelines for New & Retrofitted DDA Compliance Works on Freeways, StateHighways, Tourists Roads and Main Roads (Final Draft) dated December 2000.

Providing for People with Disabilities - Traffic Engineering Guidelines (GR93-2,1993).


4.9

People

withDisabilties


44/64


45/64

4-45


Other facilities adjacent to the improvement project, but not physicallyaffected, should be considered for implementation in conjunction with theimprovement project if:

(a) the facilities were scheduled to be undertaken in the retrofit programwithin 5 years, and/or

(b) economies of costs can be achieved by construction with the

improvement project.

4.9.4 Facilities for People with a Disablity on Arterial Road Projects

Facilities to assist pedestrians with a disability shall generally include thefollowing facilities, as required:

Kerb ramps at pedestrian road crossing points;

Tactile Ground Surface Indicators (TGSIs) at pedestrian road crossingpoints;

Audio tactile pedestrian push buttons at traffic signals;

TGSIs at Bus Stop passenger waiting areas; and

TGSIs at Tram Stop passenger waiting areas.

In some instances, depending on demonstrated needs or design features

required, other facilities for disabled road users may also be required such as:

Pedestrian Crossings across left turn slip lanes;

Cut throughs at medians;

Wheel chair signal detectors; or

Puffin pedestrian signals.

Appendix 1 provides further information regarding scenarios relatingto situations where facilities that are not affected, may also need to be

retrofitted as part of the project.

VicRoads Improvement ProjectsAll road infrastructure projects being implemented under the Road Safetyor Network and Asset Planning Programs shall be provided with facilities toassist pedestrians with a disability. The cost of the facilities shall be fundedas part of the project.

VicRoads Retrofitting Projects

Works may be included in the Network and Asset Planning Program for retrofittingof existing facilities to provide facilities for pedestrians with a disability.

Works on Arterial Roads by Others (eg. Developers, Councils, Utility

providers)

Where works are being carried out on arterial roads by developers, municipalCouncils or utility providers, there may be a need to replace affected pedestrianfacilities that are suitable for people with a disability.

Bus Stops

All new bus stops (excluding dedicated school bus stops) and bus interchangesprovided on arterial roads are to include facilities for pedestrians with adisability.

Facilities must cater for the vision impaired and people using wheelchairs. Anynew footpath links at bus stops are to be provided by Councils.

Council is responsible for the maintenance of footpath works and the TGSIs.Therefore, VicRoads Regions must obtain agreement of Councils. The privatebus operator may also need to be involved.


46/64


47/64

4-47


Warning TGSIs

Warning indicators which have raised dots are generally installed on the roadnetwork where pedestrians need warning of potential hazards, such as in thefollowing situations:

At a kerb or kerb ramp for a road crossing to provide warning of wherethe footpath ends and the road is about to be entered. This may be at an

intersection, midblock crossing point, on a traffic island or median crossingpoint;

At a ramp or on a ramp landing to warn of the grade change. Typicalapplications would be at a ramp leading to a pedestrian overpass or to abus stop passenger waiting area;

At steps, stairs or escalators;

At a change in direction of directional indicators.

WARNINGTGSI

Warning indicators shall be placed:

Set back 300 mm from the line of kerb or edge of the hazard. In situationswhere the direction of travel from the pram crossing is skewed, the closestcorner of the warning indicator block will be at 300mm setback from the lineof kerb;

With 2 rows of 300mm square tiles i.e. 600mm wide, as a minimum;

Perpendicular to the direction of travel across the crosswalk.

Directional TGSIsDirectional indicators have raised bars and are generally installed on the roadnetwork in the following situations:

To give directional orientation to crossing points at an intersection where thefootway width between the top of kerb ramp and the property boundary isgreater than 3 metres;

To give directional orientation to a road crossing point within a trafficisland;


48/64

4-48


To give directional orientation where a person may wish to deviate from acontinuing path to have access to:

m A midblock road crossing point;

m A bus stop; or

m A tram or light rail stop;

To give directional orientation across an open area or designate the route tobe taken to avoid a hazard, in the absence of other tactile cues e.g. handrails,kerbs or walls etc.

DIRECTIONALTGSI

Directional indicators shall be placed:

With 2 rows of 300mm tiles (i.e. 600mm wide) across the continuing path,

to alert people following the building line that there is a choice of paths fortheir consideration. The width of the TGSIs ensures the indicators will bedetected as the length of a pedestrians pace is generally less than 600mm.The offset of the TGSIs from the building line should generally be 300mm.

With a single row (i.e. 300mm wide) placed in the direction of travel, eg.between a change in direction and a kerb ramp. Note: where the grade ofthe kerb ramp is flatter than 1:8.5 the Directional TGSIs are to continue downthe ramp to the Warning TGSIs.

TGSISPROVIDEDONATRAFFICISLAND


49/64

4-49


Change in Direction Plate

When a directional change, or a choice of direction is required, a warningindicator plate (minimum 600mm x 600mm) is used. The various directionsleading from this point are provided using a single row of directional tiles (i.e.300mm wide). The offset of the TGSIs from the building line should generallybe a minimum of 300mm.

Luminance Contrast

The luminance contrast (LC) relates to the light differential emitted from thesurfaces of two adjoining surfaces. This aspect is important for visually impairedpedestrians who are able see to some degree. The choice of tile colour isdependant upon the background pavement surface. Most manufacturers providea table of luminance values for their products. The full surface tile requires aLC of 30%, whilst individual dots require 45%.

Retrofitting Existing Pits Lids

Pit covers and lids within the surface area to be treated can prove difficult astiles cannot be cut into the surface. After first trying to avoid such items, theuse of adhesive TGSI products would be the preferred application in these

instances.

4.9.7 Kerb Ramps and Island Cut-throughs

Kerb Ramps

Kerb ramps should generally have a width of 1200mm and be oriented in thedirection of travel with a desirable maximum grade of 1 in 8 and no bull nose atthe line of kerb. The sides of the kerb ramp shall be graded surfaces splayed at45oto provide a gradual transition between the footpath and roadway levels.

At intersections, the kerb ramp should desirably be a continuation of the footpathwith the edge of the ramp (and TGSIs) in line with the property boundary.

Median and Traffic Island Cut-throughs

Centre median and traffic island pedestrian openings are desirable at roadsurface level as this allows easy access for wheelchair users. This also providesan edge guide to users.

A desirable median width of 2.4 metres or more will enable two sections oftactile warning TGSIs to be placed within the opening (one adjacent to eachcarriageway and each set back 300 mm from the line of kerb). On narrowermedian widths (1.2 to 2.4 metres) the two 600 mm sections of TGSIs may becloser together or combined, but still maintaining 300 mm setback from eachline of kerb. It is generally not feasible to provide TGSIs on medians less than1.2 metres.

Where kerb ramps are provided rather than cut throughs, the landing areabetween the ramps should be a minimum length of 1200 mm in the directionof travel.


50/64

4-50


4.9.8 Wheel Chair Detector Loops at Traffic Signals

Wheel chair users who have difficulty crossing the roadway within the usualpedestrian phase time at traffic signals (intersections or mid-block) maybenefit from longer pedestrian phase times. This can be achieved by providingwheelchair loop detectors and reprogramming of the signals so that phase timesare increased when the wheel chair activates the detector.

4.9.9 Puffin Pedestrian Signals

Puffin pedestrian signals appear similar to pedestrian operated signals, butprovide improved safety and level of service for slow moving pedestrians.This is achieved with additional overhead detectors to detect the presence ofpedestrians on the crossing. The additional detectors enable the pedestrianclearance times to be lengthened for slow moving pedestrians.

These facilities can be of benefit to wheel chair users or other disabled or elderlypedestrians that have difficulty crossing the roadway within the usual pedestrian

phase time. The signal timings can also be shortened when pedestrians crossquickly which can improve overall operational efficiency and reduce delays tovehicles.

For further details, see section 4.5.1.

WHEELCHAIRLOOPAT

TRAFFICSIGNALS

PUFFINSIGNALSWITH

OVERHEADPEDESTRIANDETECTORONTHESIGNAL

PEDESTAL


51/64

4-51


4.9.10 Footpaths

A basic requirement of the road system is to provide easily negotiable routes forall people. This means that footpaths should conform to minimum dimensionalrequirements and that obstructions be positioned so that they may be avoidedsafely and conveniently, by people with limited mobility.

The provision of footpaths that meet recommended dimensional and surfacerequirements is important for people who have difficulty in detecting ormaneouvering around obstacles. Many disabled people undertake much oftheir travel either on foot or in wheelchairs, so the development of an integratednetwork of footpaths is important for their mobility.

Widths and Clearances to Obstructions

Where possible, a minimum of 1500 mm but desirably 1800 mm footpathwidth should be provided which is sufficient to allow two wheelchairs topass. Narrower widths can be tolerated for short distances and betweenitems of road furniture. A minimum width in such cases is 1000 mm whichis adequate for people with walking disabilities. Wider areas should beprovided where people gather, such as at public transport stops and where

pedestrian volumes are high.

Road furniture and obstructions should be kept clear of footpaths to achievea minimum unobstructed width of 1200 mm. The unobstructed width shouldgenerally be provided adjacent to the building line as this is the preferred line oftravel for people with visual impairment. The vertical clearance to signs or otheritems above the footpath, including trees, should be not less than 2.0 m.

Surfacing, Gradients and Crossfall

Surfaces should be stable, even and of a relatively smooth but slip resistantmaterial. If covers or gratings must be located in a footpath they should benon-slip, flush with the footway surface and such that openings are not morethan 20mm wide. Gratings should be perpendicular to the line of pedestrian

movement so that gaps do not trap wheels and canes.

The topography and grade of the roadway generally controls the gradient ofthe footway that is adjacent to the road.

The requirements for walkways and ramps are outlined in AS 1428.1- Designfor access and mobility, Part 1: General requirements for access - Newbuilding work. The standard indicates that walkways flatter than 1:33 do notrequire landings. Where walkways or ramps (other than kerb ramps) areprovided the maximum gradients and intervals for landings to provide levelrest areas 1200 mm long shall be:

m For walkway gradients of 1:33 a landing interval not exceeding 25 m;

m For walkway or ramp gradients of 1:20 a landing interval not exceeding15 m; and

m For ramp gradients of 1:14 a landing interval not exceeding 9 m.

For ramps and walkways where the adjacent ground has a steep slope, akerb (between 65 mm and 75 mm high) and hand rail (between 865 mm and1000 mm) should be provided to guide people with impaired vision.

AS 1428.1 specifies that crossfall for a walkway or ramp, whether crownedor one-way crossfall, should not exceed 1:40. Adequate shaping of footwaysshould be provided to ensure good drainage.


52/64

4-52


Road Furniture

Road furniture includes temporary or permanent items or equipment locatedwithin a pedestrian environment such as signposts, traffic signals and lightpoles, parking meters, rubbish bins, seats, letter boxes and advertising signs.People with physical and visual disabilities have difficulty in avoiding andmoving around obstacles in their path. In pedestrian areas, road furniture

should be located away from commonly used pedestrian routes. Poles and sign posts should be located in the nature strip or space adjacent

to the kerb between the footway and the carriageway. Any free standingobstacle should generally be at least 1000 mm high without sharp edges andprojections. Special design features such as varying textures and colourscan be incorporated to emphasise the existence of certain items of streetfurniture. Poles and bollards should be of colours that contrast with theirsurroundings. Alternatively, tall obstacles may be provided with contrastingcolour markings at eye level.

4.9.11 Other Provisions

Signs

All signs and information systems should cater for the needs of the young,elderly and people with disabilities. Signs are a primary means of conveyinginformation. Most people can read signs easily; however, people with limitedvision may have trouble discerning the information on signs and people withlimited mobility may have trouble getting into a position that allows them toread signs. It is important, therefore, that signs be placed where they canbe read easily and that they conform to minimum standards that ensure theirlegibility.

Traffic signs and pedestrian direction signs should comply with therequirements as specified in AS 1742, AS 1743 and AS 1744. Pedestrianroutes to destinations that are maintained to a standard usable by peoplewith disabilities should be marked by signs incorporating the internationaldisabled access symbol. AS 1428.1 specifies the form and layout of thatsymbol.

Lighting

When providing suitable conditions for the safe movement of the elderlyand people with disabilities, sufficient lighting is essential to enable them toanticipate and perceive hazards.

Many disabled people require above-average levels of illumination anduniform lighting is especially important when a surface is uneven or whenthere are obstacles such as road furniture to negotiate. Critical areas forillumination are steps and ramps. Pedestrian crossings and refuge islands

require a higher level of illumination than surrounding areas to bring thecrossings to the attention of both pedestrians and drivers.

Reference should be made to Chapter 6 of this manual Lighting of Roads inrelation to responsibilities and lighting levels appropriate to various situations.AS/NZS 1158 provides further standards in relation to public lighting.

Parking Provisions

It is essential that adequate parking provision be made close to facilities fordrivers and passengers with disabilities, as they can often only travel limiteddistances from a vehicle. The design of parking areas for the disabled alsoprovides space for loading and unloading wheelchairs beside and behindvehicles. The provision of suitably located kerb ramps at the parking area

would then allow ease of movement from the parking bay to the footpathnetwork.

AS 1428.1


53/64

4-53


The design of parking bays for disabled persons parking and the Code forthe Disabled Persons Parking Scheme, are detailed in this manual in Section9.5 Disabled Persons Parking.

The symbol used for defining parking bays for use by people with a disabilityis detailed in Traffic Engineering Manual Volume 2: Signs and Markings,Section 18.4.3.

Roadworks

Temporary works provide an unexpected and unfamiliar obstacle tomovement. For example, temporary warning signs, scaffolding, disturbedfootpath surfaces and excavations can provide barriers that people may havedifficulty in passing or detecting.

The Road Management Act 2004 Worksite Safety Traffic ManagementCode of Practice indicates that special provision should be made forpedestrians, including people with disabilities, if they are expected to passthrough a worksite. The path to be taken should be smooth and free fromobstructions, and clear directions should be given where the path changesdirection. Lighting should be provided if this would assist users of the path,

particularly in urban areas that have existing street lighting. If the works makeit necessary for pedestrians to cross the road within the worksite, particularattention should be paid to the crossing point to ensure that the pedestriansare visible to both the approaching traffic and operators of roadworks plantand equipment on the worksite.

Further information is provided in AS 1742.3.

4.9.12 Programming of Annual Retrofit Works

Funding and Priorities

VicRoads funds agreed works on freeways and arterial roads.

Prioritised listings for each compliance treatment are prepared by each

VicRoads region in accordance with annual Program Guidelines for thePedestrian Program.

Prioritising should be carried out for each compliance treatment category basedon regional knowledge and discussions with Council Disability Committees,disability advocacy groups, and disability representative groups concerned withpublic transport access, people with special needs, bus and tram operators andDepartment of Transport staff.

Initial attention should be directed to higher population areas, shopping centres,retirement villages, hospitals, aged care centres and centres providing servicesfor people with special needs. These areas are likely to be frequented by peoplewith disabilities.

Further, people with special needs are likely to have established travel patterns(eg: pedestrians and public transport patrons) and treatments may need tobe carried out along particular established travel routes, existing bus routesand modal interchanges. Usage of road infrastructure and traffic facilities, bypeople with special needs, may need to be determined from surveys or fromdiscussions with bus and tram operators and others. It is also necessary toconsider consistency of treatments along a particular route.

To determine the time frame for the installation of retrofit works, factors relatingto increased hazards resulting from heavy traffic flows, current level of usageby people with diabilities, provision of public transport, presence of footpathsleading from and to the traffic facility, should be considered.


54/64

4-54


Scope of Works

When treating a site, the whole of an intersection or midblock crossing shouldbe treated with audio tactiles, kerb ramps, TGSIs and other facilities as required,including the retrofitting the footpath areas which are not generally VicRoadsresponsibility. The footpath areas are included to provide a complete treatmentfor disabled pedestrians crossing at the arterial road intersection.

Upon completion of DDA works, VicRoads has ongoing responsibility for kerbramps and TGSIs in medians and islands (refer Code of Practice for OperationalResponsibility for Public Roads).

Kerb ramps and TGSIs in the footpath areas at intersections or midblockcrossings are to be maintained by the municipal Council. Therefore Councilagreement must be obtained for the proposed treatment works and for ongoingmaintenance, prior to implementation.

Where a continuous footpath is a prerequisite to the implementation of retrofitworks on arterial roads, it is desirable that Councils consider the funding andinstallation of footpaths at the same time as the VicRoads retrofit works so thatthe facility is complete and made fully accessible.

4.9.13 Recording Complaints

Where a request for a treatment to provide facilities for pedestrians withdisabilities is received and the costs of implementing the standards exceed thebenefits of a particular treatment, the case needs to be carefully considered.

VicRoads Regions should contact the Network and Asset Planning Departmentin the first instance to advise of any complaint in this regard.

Further to advice from the N&AP Department, VicRoads Regions may contactthe Human Rights and Equal Opportunity Commission (HREOC) for assistancein dealing with the matter. The Disability Discrimination Policy Unit of HREOCmay be contacted on phone: 1300 369 711. Fax No: 02 9284 9611. Postaladdress: GPO Box 5218, Sydney, NSW 2001.


55/64

4-55


Appendix 1

TypeofNew/

ImprovementWorksonArterial

Roads

Kerbramps,T

GSIs,

trafficsig

nalaudiotactiles

BusorTram/Lightrailpassengerwaitingareasatstops

Affectedbyworks

Remaininga

reasnotaffectedbyworks

New

roadproject

ORRoa

dconstruction

Traffic Engineering Manual Volume 1 Chapter 4 Pedestrian Facilities Sep 2008 Ed 4(1)

Documents

Transcript of Traffic Engineering Manual Volume 1 Chapter 4 Pedestrian Facilities Sep 2008 Ed 4(1)