Pedestrian crossing facility guidelines and prioritisation system user
Contents
1. W T O oc LL O W Q lt O p Z Q a Zz W I gt oO Q Oo a W m i O IE Z Q 8 Z 5 Don t use Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 20 Issue 22 3 2010 Special Cases Regardless of the pedestrian facility prioritisation point score consideration may be given to the installation of a zebra crossing at a site where community severance is created by a primary arterial and no other controlled crossing points exist within 200 metres of the proposed site and or significant proportion of the pedestrian activity required to make the crossing is elderly or people with a disability See clause 6 7 Mid Block Pedestrian Actuated Signals Special Cases also Other relative criteria for specific treatments always need to be satisfied for example a zebra crossing shall not be installed where more than one lane travels in the same direction Other considerations Zebra crossings on flat top road humps can be used on local and collector streets and are generally located near schools or shopping precincts Ensure that the road hump profile is suitable for low floor buses Kerb extensions and or pedestrian refuges may be incorporated into at grade zebra crossings Less suitable when crossing numbers are small Pedestrian crossings zebra2. Allowance Allowance Allowance Adjustment factor 1 1 25 1 5 5 2 3 Duration of Pedestrian and Traffic Volumes Additional points are allocated to take account of the duration of high level traffic and pedestrian flows Flow data should be provided for both peak traffic and peak pedestrian hours as demonstrated in the shaded box below Up to 5 time periods are allowed in the worksheet Flow Duration 1 hour 2 hours 3 hours 4 hours gt 4 hours Points 0 1 2 3 4 The worksheet calculates points for LOS and pedestrian volume for each high level pedestrian traffic flow hour input in the worksheet SE Pedestrian and traffic volumes might peak at different times of the day It is necessary to identify high level traffic and pedestrian flow periods throughout the day input the values in the worksheet and assess which combination or combinations provides the highest point score For example if the highest combined scores are 8 and 8 2 hour periods worksheet 2 potential ped volume points potential ped LOS points the number of extended hours of high pedestrian traffic volumes is 2 The table indicates that for 2 hours of extended duration of pedestrians and traffic flows 1 point should be added to the general score Note that if the highest scores are very close e g 8 8 and 9 1 point difference between results the three high flow periods 3 hours should be considered and the relevant points allo
3. Unsignalised and Signalised Intersections depicted on the following page At a zebra crossing the driver must be able to see any pedestrian waiting to cross and the crossing pavement markings and other cues in time to stop to allow the pedestrian to cross This is the approach sight distance ASD as defined in the Austroads Guide to Road Design Part 4A Unsignalised and Signalised Intersections At signalised intersections the driver must be able to see the signal lanterns at the stopping sight distance A minimum of two signal faces need to be visible Where stationary queues are expected stopping sight distance must also be provided to the rear of the queue Points are allocated to take account of restricted visibility only when the introduction of a new crossing type will address an existing visibility deficiency In some cases pedestrians desire to cross at particular locations despite their view of approaching traffic being poor making it difficult for them to choose a safe gap to cross the road If motorists have adequate ASD provision of a controlled crossing zebra or traffic signals will alleviate the problem as ASD is usually less than CSD in urban environments At a refuge or kerb extension facility for example when the walking distance is such that the calculated CSD is less than ASD in Table 4 the ASD to the refuge island should also be satisfied Crossing Sight Distance From Austroads Guide to Road Design Part
4. at roundabouts must be designed in accordance with Austroads Guide to Traffic Management and Guide to Road Design Series Advantages Relatively low cost to install and maintain Shorter delays to motorists than signalised crossings except where pedestrian volumes are high Disadvantages Pedestrians expectation of priority can create a false sense of security Can be poorly respected by motorists and may add to driver frustration Pedestrians especially children may not take into account the distance motorists need to react to their presence and stop e Can result in higher levels of rear end collisions as motorists in following vehicles may not be able to see pedestrians and are not prepared for the leading vehicle to stop May require ongoing education campaigns Supplementary lighting may be required at some pedestrian crossing locations refer Chapter 17 RP amp D Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 21 6 4 Zebra Crossings on Slip Lanes If using the Pedestrian crossing prioritisation workbook to assess a slip lane treatment toggle both median refuge options on the Data input 1 tab Step 1 refuge row to No and treat the traffic volumes at the slip lane as the Total flow at Step 2 Guidelines e Pedestrian
5. F extremely difficult to cross the road Tables 1 and 2 define LOS in terms of average time between suitable gaps A crossing with LOS C would indicate that pedestrians could cross the road with a reasonable degree of comfort LOS D indicates that pedestrians would experience some degree of difficulty LOS E would indicate that the time between suitable gaps was unsatisfactory and most pedestrians would have considerable difficulty crossing the road Remedial action to facilitate the crossing task would usually only be considered for sites with LOS D F A site with LOS E or F would be given priority for treatment over sites with Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 LOS D The points system provides a more graduated approach and ensures that other relevant factors are considered Times for LOS with interrupted and uninterrupted flows are expressed as the average time in seconds between available gaps for pedestrians to cross a road 5 1 1 LOS for Uninterrupted and Interrupted Flows Table 1 is used to evaluate the LOS at sites with uninterrupted traffic flows This applies to sites where traffic arrives in a purely random manner Table 2 is used for sites with interrupted flows This applies when traffic upstream of the site is interrupted in a regular cyclic manner by traffic signals or other traffic control device A
6. e Where vehicle queues are likely to extend across railway crossings or adjacent intersections Signal coordination may mitigate this problem or e Where it is feasible to upgrade a nearby unsignalised intersection Regardless of the pedestrian facility prioritisation point score consideration should be given to the installation of a mid block pedestrian actuated signals at a site where e community severance is created by a primary arterial and e two lanes or more need to be crossed in one movement and or Special Cases no other controlled crossing points exist within 200 metres of the proposed site and or significant proportion of the pedestrian activity required to make the crossing is elderly or people with a disability Other relative criteria for specific treatments always need to be satisfied for example sight distance requirements must be satisfied Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 25 e Suitable for pedestrians with a disability in particular audio tactile signals can be Assigns the right of way to vehicular and pedestrian traffic Can be incorporated into a coordinated signal system which reduces delays to motorists AC EMILE i provided for pedestrians with hearing and or vision impairment Where pedestrian volumes are high pedestrian actuated signals will better regulate pedestri
7. eee or 0 45 channel R5 35 L 7 NY R5 85 R 7 gah l l J B p tal od 1 This figure shows kerb extension or blister island 8 When kerb extensions or blister islands are options at a refuge island installation Appropriate designed in accordance with the above Notes application of kerb extension blister islands or and extend 2 5m or more from the kerb R5 35 refuge island must be chosen to suit site signs may be located at the TP of the kerb conditions extension and the kerbline or at the approach and 2 For details on refuge islands and kerb extensions depart of the blister islands refer MUTCD Part 10 and TRUM 3 13 9 It is recommended that when parking restrictions 3 Kerb extension width and the gap between blister have been reduced the first parking spaces be islands must equal the gap in the refuge island allocated to motorcycles so as to provide some 3m or marked crossing width extra visibility to and from the facility 5 Minimum lane width W 3 3m plus appropriate 10 Compliant kerb ramps and or cut through allowance for cycle friendly design or bicycle treatments and tactile ground surface indicators lanes Lane width may need widening for TGSI should be installed as appropriate at horizontal curves crossing points 6 Use equal radii for kerb returns on kerb extension P acement of R 1 707 x B No Standing Any Time R5 35 7 Parallel parking restrictions may be reduced as Signs at parallel pa
8. margin of three seconds Generally a crossing speed of 1 2m s is recommended however 1 0m s may be used where elderly or pedestrians with a disability are present or pedestrian crowding is likely to reduce the walking speed If the crossing is in two parts for example with a refuge or median then two parts of the crossing should be considered separately The time between suitable gaps can then be calculated based on the length of the gap the traffic volume and the number of trafficable lanes SE Because pedestrians arrive randomly when crossing a road they will have to wait less than the average time between suitable gaps to cross Those who arrive just before a suitable gap in the traffic appears will wait for little or no time Those who arrive just after a previous gap in the traffic will wait for the full time between gaps The average time pedestrians will need to wait will be equal to approximately half the time between suitable gaps because of the randomness of pedestrian arrivals However due to the random nature of the traffic flow the time between gaps is also quite variable The calculation is based on the average time between gaps but some gaps will be much closer and some much further apart than the average The 95th percentile time between gaps is about double the average time The average pedestrian has to wait only half the average time between gaps but a few pedestrians those who are unlucky enough just to miss a gap at a ti
9. performance Deduct points to account for adverse impacts of the crossing facility on the road network A mid block signalised crossing may have a significant impact on a major arterial road and a severe impact on a freeway or motorway A high overall score in the point system should not automatically warrant the installation of a pedestrian facility The proposed crossing should also meet the criteria established by the Pedestrian Facility Guidelines in Section 6 Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 13 A site on a freeway or motorway could score sufficient points in the system to warrant the provision of a signalised pedestrian crossing at a totally inappropriate location These points allow the site to be revised to reflect the appropriateness of the location Table 6 Point adjustments for impacts of pedesirian facilities on road network performance Option Adjustment Appropriate treatment for this road environment and impact on network 0 performance acceptable Crossing not really appropriate for this road environment or negative impact on 2 road network significant Crossing will have a major negative impact on road network performance 4 Crossing will have a extreme negative impact on road network performance 10 5 3 5 Pedestrian Connectivity Factors Extra points may be added where pedestrians hav
10. 3 5 50 1 3 4 5 2 3 5 8 60 2 4 6 7 2 5 8 11 70 3 5 8 10 3 7 11 15 80 4 7 10 13 4 9 14 20 90 5 9 13 16 5 11 18 25 100 6 11 16 20 6 14 22 31 110 7 13 19 24 8 17 26 38 120 8 16 22 29 9 20 31 45 130 10 18 26 34 11 23 37 53 Notes 1 Corrected sight distances should be rounded up to the nearest 5 m 2 The minimum and desirable standards set out in Table 4 are based on safe stopping distances for cars 3 Ata site with a grade drivers should ideally be able to see the markings of the pedestrian crossing or other cues signage from the recommended sight distance If the pavement markings or signage cannot be seen from the recommended sight distance then a more suitable location should be sought particularly if a new crossing is being installed 4 Correction to be added to ASD for downgrade and subtracted for upgrade 5 3 3 Proximity of alternative crossing Deduct points if there are alternative crossing locations within 200 m of the proposed facility Consideration could be given to deducting only half of the points indicated in the table if the alternative crossing facility is not signed or signal controlled i e if the alternative crossing facility is a formalised crossing with a refuge and or kerb extension but not a zebra or a pedestrian signal Proximity of alternative facility lt 50m 50 100m 100 150m 150 200m gt 200m Points 6 4 2 1 0 5 3 4 Road network
11. 4A Unsignalised and Signalised Intersections Vt CSD 3 6 Where CSD sight distance required for a pedestrian to safely cross the roadway m te minimum gap in seconds required for a pedestrian to safely cross the roadway V the 85th percentile vehicle approach speed or the speed environment in km h Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 10 Issue 22 3 2010 means centre line of lane CSD ASD Approach Sight Distance Any type of crossing CSD Crossing Sight Distance Plan Pedestrian eye height 1 07 m eye height of person in a wheel cha S CSD Driver s eye height 1 4m CSD gt Driver s eye height 1 1m ASD ASD Longitudinal Section Figure 1 CSD and ASD from Austroads Guide to Road Design Part 4A Unsignalised and Signalised Intersections Existing Sight Distance CSD P k gt Required Sight Distance CSD a 0 90039 al Points 3 1 0 When a pedestrian crosses a road with only 95 of the recommended CSD they will be required to walk 5 3 faster than if 100 CSD was provided For example if a pedestrian walking speed of 1 2m s 15 ile pedestrian speed is adopted for determining 100 CSD they would be required to walk at 1 26m s at 95 CSD A
12. Transport and Main Roads A PEDESTRIAN CROSSING FACILITY GUIDELINES AND PRIORITISATION SYSTEM USER GUIDE 1 Purpose This technical note provides guidance on the selection of traffic control devices to be used in the control and protection of pedestrian traffic on roads It also outlines a prioritisation tool to assess pedestrian crossing difficulty and prioritise sites for treatment Prior to amending the Manual of Uniform Traffic Control Devices MUTCD this document has been issued as a technical guideline in the TRUM Manual This will allow further feedback and iterative improvements to the methodology The Executive Director Traffic amp Road Use Management has approved the application of this methodology in lieu of the numerical warrants in Part 10 of the MUTCD 2 Abbreviations Abbreviation Full title AS Australian Standard ASD Approach Sight Distance CSD Crossing Sight Distance EAU Equivalent Adult Unit LOS Level of Service MUTCD Manual of Uniform Traffic Control Devices QLD RP amp D Road Planning and Design Manual TORUM Regulation eS r Road Use Management Road Rules 3 Definitions refer MUTCD for full descriptions Expression Definition An area of a road at a place with stop lines marked on the road with official traffic signs flags bearing the legend CHILDREN CROSSING displayed Two red and white posts are erected on each side of the road to deli
13. Use metal wedge to secure holding rail in steel pipe sleeve Alternatively 65NB Steel Pipe sleeve L i a i lt n HOLDING RAIL This Figure shows a pedestrian or cycle holding rail which may be installed at pedestrian or cycling crossing facilities For details on refuge islands refer MUTCD Part 10 and TRUM 3 13 A holding rail may be a max of 1500mm long for a wider refuge Centrally fix reflective tape on top of holding rail When installed at signalised crossings the horizontal rail must be 50mm minimum horizontally and vertically from the pedestrian push button le AE 200 dia Concrete Footing P rail A y Refuge opening A Pedestrian Surface the holding rail may be bolted to the concrete slab in either case the rail must be frangible All dimensions in millimetres 200 SECTION A A Figure 3 Holding Rail Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide
14. accordance with Austroads Guide to Traffic Management and Guide to Road Design Series e Provides a staged crossing at locations where pedestrian crossing movements are concentrated e Make the crossing task much easier for pedestrians e Provides physical protection for pedestrians e Are available for use by pedestrians at all times Advantages e Relatively low cost e Give pedestrians a resting place when crossing wide roads or intersections e Walk though areas of refuges can be installed at the same level as the road surface to ensure that pedestrians with prams and or a mobility impairment have easy access Ramps can also be provided if the walk through area is not at road level e May require minor road widening in certain situations e Require street lighting for major roads category V refer AS1158 1 1 or minor roads category P refer AS1158 3 1 e May cause damage to vehicles if drivers hit them e Will restrict parking near the refuge island Disadvantages May require pedestrian fencing to direct pedestrians through the refuge at the safest crossing point This can restrict pedestrian movement e May affect right turn access to properties e Where used as part of a staged signalised crossing they can result in increased delays to pedestrians as staging is usually done to improve traffic flow rather than benefit pedestrians Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines a
15. affic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 24 Issue 22 3 2010 6 7 Mid Block Pedestrian Actuated Signals tae ey ae Consider lower order facilities before considering mid block pedestrian actuated signals Guidelines e Pedestrian facility prioritisation point score 13 e Generally it should not be necessary to consider mid block pedestrian actuated signals if the introduction of a pedestrian refuge island results in a LOS of D or better e Refer MUTCD Parts 10 amp 14 TRUM Manual Volume 2 6 RP amp D Chapter 18 Austroads Guide to Traffic Management and Guide to Road Design Series Use this facility in locations where e A proven pedestrian black spot exists or e Lower order pedestrian facilities or alternative crossings are not feasible or where they exist pedestrians have difficulty in asserting precedence Where to Use Do not use this facility in locations e Where the speed limit is greater than 80 km h At locations with low traffic volumes e Where sight distance requirements cannot be met ASD Don t use e Where pedestrian flows are generally light or light for long periods of the day drivers accustomed to not being stopped at the crossing may begin to ignore the signals
16. ak at a different time from the traffic flows determine LOS and pedestrian volume points for both periods separately and use the higher score Refer to the shaded box on page 8 5 2 2 Pedestrian Volume Points Using the pedestrian volumes established in Table 3 points are allocated from the following tables depending upon whether the site is located in Brisbane and other major regional centres ora small community A more generous scale is used to allocate additional points to allow for community expectations in small communities Brisbane and other major regional centres Pedestrian Volume 9 59 20 60 60 120 120 180 180 240 240 300 gt 300 per hour EAU Points 2 0 1 2 3 4 5 Small Community Pedestrian Volume 9 49 10 40 40 80 80 120 120 160 160 200 gt 200 per hour EAU Points 2 0 1 2 3 4 5 Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB Issue 22 3 2010 Further points can be included if an additional allowance adjustment factor is required for pedestrians with disabilities as shown below Some allowance will increase actual pedestrian numbers by 25 Full allowance will increase numbers by 50 No Additional Some Additional Full Additional
17. an flows and result in lower delays to motorists than a zebra crossing Without careful consideration of site and traffic characteristics can result in excessive delay for motorists and or pedestrians signal disobedience and an 5 increase in certain types of accidents Disadvantages e Expensive to install and maintain Supplementary lighting may be required at some pedestrian crossing locations refer Chapter 17 RP amp D Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 26 Issue 22 3 2010 6 8 Signalised Intersections with Pedestrian Facilities Walk Don t Walk Signals Consider a median refuge option before considering other types of pedestrian crossings m 1 O wan am a an n l w Guidelines e Pedestrian facility prioritisation point score 11 e For general warrants for traffic signals refer to the MUTCD Part 14 Section 5 e Refer MUTCD Parts 10 amp 14 RP amp D Chapter 18 Austroads Guide to Traffic Management and Guide to Road Design Series Where to Use Use this facility in locations where Signals are being installed to control vehicular traffic movements and provision for pedestrians is needed and or Intersections with high pedest
18. be used For any horizontal curve with a side friction factor greater than the desirable maximum value for cars in constrained locations use a coefficient of deceleration of 0 41 The resultant crest curve size can then be calculated according to using the relevant equations in the Guide to Road Design Part 3 Geometric Design Austroads 2009a 1 5 s reaction time is only to be used in constrained situations where drivers will be alert Typical situations are given in Table 4 2 of the Guide to Road Design Part 3 Geometric Design Austroads 2009a The general minimum reaction time is 2 s This check case assumes the same combination of design speed and reaction time as those listed in the table except that the 120 km h and 130 km h speeds are not used Combinations of design speed and reaction times not shown in this table are generally not used Refer to the Guide to Road Design Part 3 Geometric Design Austroads 2009a to determine the ASD for trucks around horizontal curves Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 12 Issue 22 3 2010 Table 5 Grade corrections to ASD Design speed Correction m major road Upgrade Downgrade Kh 2 4 6 8 2 4 6 8 40 1 2 2 3 1 2
19. cated from the table to the general score in this case 2 points for 3 hours 5 3 Road Environmental Factors 5 3 1 Crash History Crash points are allocated to take account of the crash history at the proposed site Determine the average number of pedestrian related crashes per year resulting in either injury or fatality to the pedestrian or vehicle occupant over the previous three years This should include pedestrian related crashes within 50m of the proposed crossing site Pedestrian related crashes also include rear end crashes resulting in injury where the crash is a consequence of the leading vehicle stopping for a pedestrian Points are allocated as indicated below Pedestrian Crashes in the past 3 Years 0 1 2 3 gt 3 Points 0 1 3 6 12 Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 Crashes caused by factors that cannot be addressed by the installation of a pedestrian facility should not be counted such as those crashes caused by intoxicated pedestrians or drivers 5 3 2 Restricted Visibility Visibility requirements at various crossing types are as follows At an uncontrolled crossing the pedestrian should be able to see approaching traffic in sufficient time to judge a gap to cross the road safely This is the crossing sight distance CSD as defined in the Austroads Guide to Road Design Part 4A
20. d traffic signals the TORUM Regulation Road Rules also requires turning vehicles to give way to pedestrians on side streets and slip lanes at any intersection Signalised intersection with pedestrian actuated traffic signals An area of roadway delineated by white stripes across the full width of roadway approximately parallel to the centre of the roadway together with associated pedestrian crossing and advance warning signs displayed to vehicular traffic The TORUM Regulation Road Rules requires drivers to give way to any pedestrian on a zebra crossing Zebra crossing 4 Background The implementation of pedestrian facilities is not an easy task given the diverse characteristics of pedestrians and motorists Issues such as the variation in pedestrian walking speeds the needs of pedestrians with a disability and the willingness of pedestrians and motorists to take risks in order to save time all contribute to the complexity of selecting an appropriate pedestrian facility These guidelines should be used to assist in exercising judgment and not as a substitute for it They are intended to assist assessors in ensuring that the major relevant factors have been considered in the selection process Where quantitative limits are recommended they are intended as a guide only and are no substitute for common sense and judgment based on local knowledge and past experience These guidelines were prepared following a broad cons
21. e High capital cost May require fencing and signage to encourage use May require changes in access points to encourage use e g bus stop locations school gates refer AS1158 3 1 May reduce personal security Have high lighting costs and Are prone to vandalism Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide m Ww W T O oc LL a m Q q O Z Q a Zz im I gt oO Q Oo a m m i O IE Z Q Oo Z 5 UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 28 Issue 22 3 2010 Overpasses e Level difference can cause problems for the elderly and pedestrians with a disability Disadvantages e Can be visually intrusive and result in privacy concerns for nearby residences e Projectiles may be thrown at passing vehicles from overpasses and some form of caging may be required to ensure safety for the traffic below Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 29 a D a or w We 3 R5 35 R R5 35 L REFUGE c TERTE W8 25 ISLAND TP Tangent Point WA y w 5 M je a a a ao _ Kerb extension ene a 4 a a a a 2 Es Fb a 4 24 a g a ao Y A eee E3 i zZ TLL Jp Me Mo T F a Refuge island e islands af a
22. e a desire or need to access facilities or services For example roads with existing Bike ways Public transport Event venues Outdoor facilities beaches parks picnic areas Focal points memorials lookouts rotundas Community facilities schools libraries age care child care hospitals or Shopping precincts Table 7 Point adjustments for impacts of pedesirian facilities on pedestrian connectivity Option Adjustment Crossing in this location is highly appropriate it provides a direct link to existing 2 facilities or services Crossing in this location is appropriate as it provides a useful link to existing A facilities or services Pedestrian connectivity issues in this location are neutral 0 Crossing in this location will have no impact on pedestrian mobility 5 3 6 Local Traffic Impacts Consideration should also be given the local traffic impacts of pedestrian facilities resulting from their physical requirements For example Loss of shop or business front parking Loss of driveway access Impact on drainage Relocation of water mains and other services due installation of pram ramps and Impact on surrounding residences Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 14 I
23. e introduction of a refuge results in a LOS of D or better e Refer MUTCD Part 10 RP amp D Chapter 13 TRUM Manual Volume 1 29 Austroads Guide to Traffic Management and Guide to Road Design Series Use zebra crossings where e There is consistent pedestrian usage throughout the day Where to Use e On two lane roads with one through lane in each direction e The speed limit isnot more than 50 km h the MUTCD indicates zebra crossings are to be installed where the 85th percentile speed is not more than 60km hr This will be amended in the future to align with this guideline Do not use zebra crossings e On arterial roads or motorways e On roads where more than one lane of traffic travels in the same direction two three and four lane roads Some drivers may not physically see pedestrians because a vehicle in an adjacent lane may be obscuring their view This also includes one way roads with more than one travel lane Within 100 m of an alternative pedestrian facility except in central business districts or other locations where there is a well defined need e On roads with high flows of random pedestrian arrivals that will cause unacceptable delay to vehicles e Where sight distance requirements cannot be met ASD or e Where the delay to traffic would cause traffic operational problems Such as queuing over railway level crossings or safety problems including inadequate sight distance to the back of the queue m W
24. existing sites are converted to equivalent adult units EAU as shown in Table 3 This allows higher weightings to be given to sites with significant numbers of vulnerable pedestrians such as children or pedestrians with a disability Pedestrian volumes for sites without pedestrian provisions or with inadequate pedestrian provisions should be estimated to allow for suppressed pedestrian demand Suppressed pedestrian demand should be considered where e Pedestrians currently experience considerable difficulty crossing LOS D or e The presence of facilities such as schools shops or train stations are likely to result in a significant number of additional pedestrians who would normally cross if a provision was provided Where no current crossing facility exists pedestrians crossing within 50m of the proposed location should be considered In locations where a significant number of cyclists cross the road each dismounted cyclist can be counted as 1 EAU Mounted cyclists find the crossing task easier than pedestrians as they travel significantly faster and therefore require a shorter gap in the traffic Table 3 Equivalent Adult Units EAU calculation Pedestrians No of Peds hour Factor EAU Children under 12 years X 2 0 Elderly over 65 years X 2 0 Persons with a disability X 5 0 Adults X 1 0 Total EAU per hour Use the same one hour period used to assess LOS If the pedestrian flows pe
25. facility prioritisation point score 4 e Refer MUTCD Part 10 RP amp D Chapter 13 Austroads Guide to Traffic Management and Guide to Road Design Series Use this facility in locations where e The provision of this facility is a continuation of an established pedestrian route e Access is required to other pedestrian facilities at a signalised intersection e g traffic signals with pedestrian phases There are high entry angle 70 single lane slip lanes that discourage high speed turns e The 85th percentile speed of vehicles using the slip lane is not more than 60km h e The zebra crossing can be installed in an area at a reasonable distance from the give way line so that the driver is still looking ahead and not already looking for gaps in the traffic and or e There is evidence that pedestrians currently cross at unsafe locations Where to Use Do not use this facility in locations Don t use e Where sight distances cannot be met ASD e On multi lane slip lanes e Regardless of the pedestrian facility prioritisation point score consideration Special Cases should be given to the installation of a zebra crossing on a slip lane where pedestrians with a vision impairment regularly cross Advantages e Aids vulnerable pedestrians children elderly and pedestrians with disabilities Drivers attention could be focussed on looking for a break in the traffic and they might not see a pedestrian Disadva
26. ignalised Intersections With Pedestrian Facilities 6 8 Grade Separation 6 9 Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 16 Issue 22 3 2010 6 1 Pedestrian Refuge Island with optional footpath kerb extension refer to Footpath Kerb Extension guidelines Consider the pedestrian refuge option first before considering other pedestrian facilities Guidelines Pedestrian facility prioritisation point score 6 Generally it should not be necessary to consider other devices if the introduction of a refuge results in a LOS of D or better A refuge is preferred to footpath kerb extensions because It halves the crossing width It allows pedestrians to cross the road in two stages making the crossing task much easier because pedestrians only need to negotiate traffic in one direction at a time Refer MUTCD Part 10 RP amp D Chapter 13 Austroads Guide to Traffic Management and Guide to Road Design Series Use pedestrian refuges e Where a staged crossing is desired e On wide roadways 15m or more where the pedestrian needs to cross four Where to Use lanes or more Although there is a greater benefit from installing refuges on four lane roads installation on two lane roads also provides benefits for pedes
27. ivated by a push button Trials have shown that this type of control considerations reduces traffic delays Refer TRUM Manual Volume 2 5 for guidance on two aspect control Advantages e Aids vulnerable pedestrians children elderly and pedestrians with disabilities Pedestrians may cross the slip lane after pressing the push button but before the green pedestrian signal is displayed resulting in unnecessary delays to Disadvantages __ traffic Supplementary lighting may be required at some pedestrian crossing locations refer Chapter 17 RP amp D Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 23 6 6 Children s Crossing Installation of a children s crossing is independent of any score which emerges from this prioritisation point system Guidelines e Refer MUTCD Part 10 Queensland Transport School Environment Safety Guidelines www roadsafety qld gov au Austroads Guide to Traffic Management and Guide to Road Design Series Where to Use Use this facility in locations Outside a school or within 200m of a school location on the walking route where the requirements for such a facility arise only during specific and limited times of the school day In lieu of a pedestrian crossing zebra where a crossing would be used predominately during dayligh
28. me when by chance there is a long delay to the next gap may have to wait double this time or even longer This variability in the waiting time is taken into consideration when the delay thresholds for the various LOS categories were defined For simple cases such as uninterrupted traffic flows refer to Section 5 1 1 values for the average time between suitable gaps are built into the tables in the worksheet for given traffic flows and crossing widths These values have been derived from a microscopic simulation model spreadsheet The model evaluates the headways of 1000 vehicles according to a given traffic flow and number of traffic lanes at a particular location The model identifies and counts the suitable gaps in the traffic during a one hour operation The model also provides the 85th and 95th percentile time between gaps that can be used to ascertain the worst case delay scenario For more complex cases of uninterrupted flow data from other sources can be used e g site observation or from another model For interrupted flows sites near traffic signals the average time between gaps must be measured or calculated Pedestrian LOS is the most important factor in the points system Points have been allocated for each LOS based on the difficulty of the crossing task and the period of time a pedestrian needs to wait for a suitable gap to be able to cross a road Pedestrian LOS ranges from LOS A extremely easy to cross the road to LOS
29. mp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 18 Issue 22 3 2010 6 2 Footpath Kerb Extension Consider a Median Refuge option before considering footpath kerb extension Guidelines Design Series e Pedestrian facility prioritisation point score 7 e Generally it should not be necessary to consider footpath kerb extensions if the introduction of a refuge results in a LOS of D or better e Refer MUTCD Part 10 RP amp D Chapter 13 Austroads Guide to Traffic Management and Guide to Road Where to Use Use footpath kerb extensions May be used at an intersection mid block location or in association with a pedestrian refuge island marked pedestrian crosswalk zebra or traffic signals On wide roads particularly where motorists have difficulty perceiving the presence of pedestrians due to the road width Where there is substantial vehicle pedestrian conflict Special consideration should be given to roads where there is a significant number of children elderly or pedestrians with disabilities as the shorter crossing distance lessens their exposure Where a parking lane exists or creation of a parking lane will not compromise traffic capacity Don t use Do not use footpath kerb extensions where e Sight distance requirements cannot be met CSD and ASD Their introduction at an intersection impi
30. neate the crossing boundary Where the crossing is supervised an official traffic sign in the form of a hand held banner inscribed with the word STOP in black lettering on a fluorescent red or fluorescent orange background is held across or partly across the roadway The TORUM Regulation Road Rules requires drivers to give way to any pedestrian on or entering a children s crossing Children s Crossing Connecting Queensland Queensland www tmr qld gov au Government UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB Issue 22 3 2010 Expression Definition A signal installation other than at an intersection at which a Mid Block pedestrian pedestrian initiates a change of signal phasing a pedestrian phase actuated traffic signals usually by pressing a button The TORUM Regulation Road Rules requires drivers to stop at red traffic signals Includes any person walking running standing or sitting on a road or Pedestrian persons in a toy vehicle a pram or in a mobility device not capable of exceeding 10 km h Dismounted cyclists are also included Pedestrian refuge An island provided as a staging area for pedestrians crossing a road A signal installation at an intersection at which a pedestrian initiates a change of signal phasing a phase including a pedestrian phase usually by pressing a button In addition to requiring motorists to stop at re
31. nges upon heavy vehicle turning paths A cyclist pinch point would be created Advantages Improve safety by reducing pedestrian crossing distance and time Encourages pedestrians to cross at designated locations Make pedestrian crossing points more visible to drivers Care should be taken to ensure that street furniture and landscaping do not block motorists view of pedestrians May visually enhance the street through landscaping May assist in creating a lower speed environment Parking restrictions may be reduced refer Figure 2 for details Grates and ramps can be provided to allow wheelchair and pram access Disadvantages May occupy street area otherwise available for kerb side parking May require lighting May make it difficult to accommodate full bicycle lane Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 19 6 3 Zebra Crossings Oeh os Consider the zebra crossing option only if the installation of a pedestrian refuge or mid block pedestrian traffic signals is not suitable In this case a special study should be conducted to ensure the suitability of installing a zebra crossing Guidelines e Pedestrian facility prioritisation point score 8 e Generally it should not be necessary to consider zebra crossings if th
32. ntages Pedestrians expectation of priority can create a false sense of security e Supplementary lighting may be required at some pedestrian crossing locations refer Chapter 17 RP amp D UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide 22 Issue 22 3 2010 6 5 Pedestrian Actuated Signals on Slip Lanes Guidelines e Pedestrian facility prioritisation point score 11 e Refer MUTCD Parts 10 amp 14 TRUM Manual Volume 2 5 RP amp D Chapter 18 Austroads Guide to Traffic Management and Guide to Road Design Series Use this facility in locations e Where the provision of this facility is a continuation of an established pedestrian route Where to Use e Where access is required to other pedestrian facilities at a signalised intersection e g traffic signals with a connecting pedestrian phase e On high traffic high pedestrian volume roads and or e On double slip lanes Do not use this facility in locations Don t use e On low traffic low pedestrian volume roads or e Where sight distance requirements cannot be met ASD UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB Consideration can be given to the use to two aspect vehicle lantern signals red Other yellow to stop traffic when pedestrians are crossing on a green pedestrian signal act
33. or more complex cases including interrupted flows the average time between acceptable gaps needs to be surveyed at the site 5 1 2 LOS Point Allocation Using the LOS established in Tables 1 or 2 points are allocated from the following tables depending upon whether the site is located in Brisbane and other major regional centres or a small community Brisbane and other major regional centres LOS A B C D E F Points 4 1 3 5 8 11 Small communities LOS A B C D E F Points 1 1 4 7 10 12 These values have been assigned so that an LOS F will not on its own justify mid block signals Additional points from pedestrian volumes crash history and or other site environmental factors will be necessary in order to reach the threshold score for mid block traffic signals The points allocated are subject to calibration of the system to ensure the outcomes are reasonable Fewer points are assigned to LOS C and above in Brisbane and other major regional centres in recognition that pedestrians in these busier locations have an expectation of longer delays Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 5 2 Pedestrian Volumes Additional points are allocated to take account of the number of pedestrians utilising the crossing as follows 5 2 1 Pedestrian Equivalent Adult Units Pedestrian volumes from
34. pproach Sight Distance Refer to Table 4 for Approach Sight Distance and Table 5 for Grade corrections for ASD from Austroads Guide to Road Design Part 4A Unsignalised and Signalised Intersections Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 Table 4 Approach sight distance ASD and corresponding minimum crest vertical curve size for sealed Roads vert curve radius 100 x K 11 Based om approach sight distance for a car 1 Design speed h 1 1 h 0 d 0 362 km h R 1 5s3 R 2 0 s R 2 5 s ASD m K ASD m K ASD m K 40 34 5 3 40 7 2 50 48 10 5 55 13 8 60 64 18 8 73 24 0 70 83 31 1 92 38 9 80 103 48 5 114 59 5 90 126 72 3 139 87 3 151 104 100 151 104 165 124 179 146 110 193 171 209 198 120 224 229 241 264 130 257 301 275 344 Truck stopping capability provided d 0 22 h Oam dN Om by the minimum ai Tog crest curve size 4 Notes 1 4 If the average grade over the braking length is not zero calculate the approach sight distance ASD values using the correction factors in Table 5 by applying the average grade over the braking length In constrained locations typically lower volume roads less important roads mountainous roads lower speed urban roads and tunnels a coefficient of deceleration of 0 46 may
35. rian volumes and there is no alternative crossing facility Do not use this facility in locations 3 Bel y LEG e Where sight distance requirements cannot be met ASD e Supervision may be provided if significant numbers of school children are Other present considerations e An exclusive pedestrian phase scramble crossing can be used to allow pedestrians to cross in all directions generally in CBD environments with significant vehicle traffic and high pedestrian volumes e Suitable for pedestrians with a disability in particular audio tactile signals can be provided for pedestrians with hearing and or vision impairment Advantages e Can be incorporated into a coordinated signal system which reduces delays to motorists e Provides safer access for side street traffic Expensive to install and maintain unless signals are being installed to control vehicular traffic movements z e P trian me that turning vehicles will give w nd may not tak Disadvantages edestrians assume that turning vehicles give way and may not take adequate care Supplementary lighting may be required at some pedestrian crossing locations refer Chapter 17 RP amp D Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 27 6 9 Grade Separation Pedestrian Underpass or Overpass Consider at grade pedestrian facilities before grade
36. ritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB Issue 22 3 2010 Table 2 Pedesirian Level of Service for Interrupted Traffic Flows Average time between suitable LOS Classification Description gaps s lt 15 A Excellent Pedestrian are able to cross almost immediately upon arrival at the crossing point Most pedestrians are able to cross with little delay 15 30 B Very Good Average ped delay lt 15 sec 95 percentile worst case delay 60 seconds Most pedestrians are able to cross within an acceptable period 0160 o Salistactory Average ped delay lt 30 sec 95 percentile worst case delay 120 seconds Some pedestrians have to wait longer than desirable for a gap ep ne Dy Sone concern Average ped delay lt 50 sec 95 percentile worst case delay 200 seconds Most pedestrians have to wait longer than 100 150 E Major Concern desirabieJora gap Average ped delay lt 75sec 95 percentile worst case delay 300 seconds Most pedestrians have to wait longer than gt 150 F Unsatisfactory acceptable for a gap Average ped delay gt 75 sec For evaluation of simple cases of potential crossing sites e g uninterrupted flows the average time between acceptable gaps can be determined based on traffic flows and crossing distances provided by the tables supplied in the worksheet F
37. rking situations indicated in the table below parking restrictions may also be reduced at angled parking situations kerb extensions must project at least 200mm further from the kerb than the length of the angled parking bay if parking is to be allowed up to the kerb extension Sight Distance requirements CSD or ASD must always be satisfied refer cl 5 3 2 See Notes 7 8 amp 9 Figure 2 Parking reductions possible when kerb extension or blister islands are used at pedestrian refuge facilities UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 30 100 max 275 max 100 max aiie 100 min T Issue 22 3 2010 C O Cl ae gt Bike path Sign and post as required White Red White Pe wr generally on road side of rail Ee 600 min i TAPE ON HORIZONTAL SECTION 1500 max Tee fitting TOU Holding rail A n i i 50mmNB 60 3mm OD 3 6mm thick Road si f R250 TYP 7 White White Galv Steel pipe gt Reflective Tape irabl 600 desirable See Note 5 300 min q 950 above pedestrian surface J Refuge Island v powder coated golden yellow i Surface A Notes 1 Reflective tape to be Class 1 reflective safety tape or similar
38. s pedestrians are aware that the traffic signal nearby will eventually stop the traffic flow providing good crossing opportunities they are willing to wait longer for a suitable gap to cross the road Therefore average times between gaps for each LOS are longer for interrupted flows than for uninterrupted flows Table 1 Pedestrian Level of Service for Uninterrupted Traffic Flows Average time between suitable LOS Classification Description gaps s lt 10 A Excellent Pedestrian are able to cross almost immediately upon arrival at the crossing point Most pedestrians are able to cross with little delay 10 20 B Very Good Average ped delay lt 10 sec 95 percentile worst case delay 40 seconds Most pedestrians are able to cross within an acceptable period aoe C Satiggctons Average ped delay lt 15 sec 95 percentile worst case delay 60 seconds Some pedestrians have to wait longer than desirable for a gap SUA a N Average ped delay lt 20 sec 95 percentile worst case delay 80 seconds Most pedestrians have to wait longer than desirable for a gap oo G py Meyer Concern Average ped delay lt 40 sec 95 percentile worst case delay 160 seconds Most pedestrians have to wait longer than gt 80 F Unsatisfactory acceptable for a gap Average ped delay gt 40 sec Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prio
39. separation Guidelines Design Series e Pedestrian facility prioritisation point score gt 13 e Refer MUTCD Part 10 RP amp D Chapter 16 Austroads Guide to Traffic Management and Guide to Road Where to Use Use this facility in locations e Across major roads where alternative pedestrian crossing facilities are not Where the pedestrian facility prioritisation point system indicates that mid block pedestrian actuated signals are warranted but an at grade crossing cannot be installed due to high traffic volume roads e g arterial roads freeways and motorways feasible Where there are extremely high pedestrian volumes and or Where they can be provided as part of an adjacent development that would generate a high demand to cross at that location Don t use Do not use this facility in locations e Where alternative pedestrian crossing treatments are feasible or If pedestrians are required to walk significant distances out of their way to use the facility Poor usage may occur Advantages The safest type of pedestrian crossing facility Causes no delays to vehicular traffic Underpass or overpass may be selected based on surrounding land topography Disadvantages e Supplementary lighting may be required at some pedestrian crossing locations Underpasses Can be subject to poor patronage except at schools or where fencing is used due to the level difference and longer walking distanc
40. ssue 22 3 2010 Table 8 Point adjustments for impacts of pedestrian facilities on local traffic Option Adjustment Minimal negative impact 0 Moderate negative impact The pedestrian zone will need significant 4 modification to meet the standards Crossing will have a major negative impact on the existing or proposed infrastructure 5 3 7 Other In some cases other site specific point adjustments may be needed according to local knowledge and engineering judgement Table 9 Other point adjustments for impacts of pedestrian facilities Option Adjustment Other score using engineering judgement Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 15 6 Pedestrian Facility Guidelines The pedestrian facility guidelines that follow provide guidance on the selection of crossing facilities After obtaining the Pedestrian Facility Prioritisation Point System score to identify potential treatments the practitioner needs to consult the guidelines in order to select the most appropriate facility Guidelines are provided for the following facilities Facility Type Section No Pedestrian Refuge Island 6 1 Footpath Kerb Extension 6 2 Zebra Crossings 6 3 Zebra Crossings on Slip Lanes 6 4 Pedestrian Actuated Signals on Slip Lanes 6 5 Children s Crossing 6 6 Mid Block Pedestrian Actuated Signals 6 7 S
41. strian and traffic volumes Considerations for small Data input 1 community expectations special allowances for pedestrians with disabilities medians and walking speed can also be specified Road environment factors e Crash history Data input 2 e Sight distance e Distance to alternative crossing e Road network factors Calculation Background calculations are processed for crossings where the Half crossing crossing manoeuvre is staged e g at a pedestrian refuge island Calculation Background calculations are processed for crossings where the Full crossing pedestrian crosses in a single manoeuvre Results for all facility types are presented The practitioner must make Results a decision on the most appropriate facility for the location based on the point system and the pedestrian guidelines These are the various tables used by the formulae and macros in the workbook including pre calculated values of times between suitable gaps with given flows and crossing distances Reference tables 1 2 amp 3 The purpose of this document is to guide practitioners on the use of the excel spreadsheet and guidelines and to provide clarification regarding values tables and simulations used for the development of the point system Although the explanations contained in this user guide might seem complex the input of values into the worksheet is quite simple and easy to understand However it is important that
42. t hours on school days Don t use Do not use this facility in locations e On multi lane roads or one way roads with more than one lane unless supervised Other than near schools Where sight distance requirements cannot be met ASD by a crossing supervisor On roads where the speed limit is gt 70km hr Other considerations e Achildren s crossing and zebra crossing may be located at the same site Children s crossings may be raised and or include kerb extensions Where raised crossings are used it is important to ensure that the road hump profile is suitable for low floor buses If a children s crossing is used on a road with a median both halves of the crossing should be considered as separate crossings provided there is substantial pedestrian use other than school children during and outside school hours The children s crossing is only operational when Children s Crossings flags are displayed It is strongly recommended that a crossing supervisor operates when the children s crossing flags are displayed Advantages Improved control of children than at zebra crossings an adult assesses when it is safe to cross Unnecessary restrictions are not imposed on drivers outside the start and finish of normal school hours Disadvantages More than one crossing supervisor may be required on a busy roads or roads with medians Supervisor s salary is an ongoing expense Tr
43. the practitioner understands the rationale behind the calculations and results Shaded boxes like this throughout the user guide provide background technical information to assist with this understanding Prioritisation Point System Pedestrian Level of Service This worksheet evaluates the difficulty of the crossing task at a site where pedestrians have to give way to traffic It includes general information regarding the characteristics of a potential site for implementation of a pedestrian facility such as walking distance walking speed number of traffic lanes or presence of median or refuge The worksheet includes definitions and explanations of the information and data to be collected for the evaluation of a crossing site The level of service LOS as defined in this document is an indicator of the difficulty of the crossing task It is based on the time a pedestrian needs to wait to cross the road or the average time between gaps in the traffic flow that would allow pedestrians to cross the road safely Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB UNCONTROLLED COPY WHEN DOWNLOADED FROM THE WEB 4 Issue 22 3 2010 The length of a suitable gap is calculated from the distance pedestrians have to walk while exposed to traffic and the speed at which they walk plus an allowance for reaction time and a safety
44. trians At sites where a zebra crossing is warranted but design conditions are unable to be satisfied Do not use pedestrian refuges where Minimum refuge island widths or length cannot be met e Sight distance requirements cannot be met CSD and ASD e The speed limit is gt 70km hr the MUTCD indicates pedestrian refuges are useful where the 85th percentile speed is greater than 60km hr This limitation will be amended in the future to align with this guideline High turning volumes of trucks exist with potential for the swept paths to cross the refuge Don t use Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 17 e Use this facility as part of a strategy to encourage public transport by providing safer access to bus stops e Use this facility as a part of a bikeway strategy e Instead of installing closely spaced pedestrian refuge islands consider a continuous median Other e Handrails should be installed particularly at sites with a high number of elderly considerations and or pedestrians with a mobility disability refer Figure 3 for details of handrail e Kerb extensions can be combined with refuges to make the crossing task more comfortable but care is required to ensure the extensions don t result in a cyclist pinch point e Pedestrian refuge islands at roundabouts must be designed in
45. ultation process with Main Roads district offices local government and community groups following identification of a need to review the current pedestrian guidelines included in the Manual of Uniform Traffic Control Devices MUTCD This amendment is the result of extensive research of measures of pedestrian and vehicular flow characteristics crash performance road network performance and other relevant attributes It provides a rational defensible mechanism for the implementation replacement and removal of pedestrian facilities through the state This guideline outlines a priority system for the allocation of points to these attributes according to the characteristics of the selected site This allows for quantification of the pedestrian crossing difficulty The system encompasses Pedestrian Facility Guidelines and Prioritisation Points System Excel Spreadsheet for the evaluation of a potential crossing site as follows Pedestrian Facility Guidelines Table 1 to Table 9 included in this User Guide Traffic amp Road Use Management Manual Pedestrian Crossing Facility Guidelines amp Prioritisation System User Guide Issue 22 3 2010 5 5 1 Pedestrian Facility Prioritisation Workbook Excel Spreadsheet Name Description Title sheet The title sheet provides space for the user to document the site location and other details Traffic and pedestrian volume data This sheet allows the user to input pede
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