Guidelines for Pedestrian Crossing Facilities at Traffic Signals

Network Operations Directorate

Printed copies are uncontrolled unless marked D19#532308 otherwise. Refer to iRoads for current version. September 2020 GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

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GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

Contents

1 PURPOSE ...... 6 2 SCOPE ...... 6 3 ROLES AND RESPONSIBILITES ...... 6 4 DEFINITIONS ...... 6 5 GENERAL CONSIDERATIONS ...... 7 5.1 LOCATION ...... 7 5.2 VISIBILITY ...... 7 5.3 SPEED ...... 7 5.4 CRASH RECORD ...... 8 5.5 PEDESTRIAN NUMBERS AND TYPES ...... 8 5.6 MOVEMENT AND PLACE ...... 9 5.7 GAP ACCEPTANCE AT UNSIGNALISED MID-BLOCK LOCATIONS ...... 11 5.8 HEAVY VEHICLES ...... 13 5.9 SITE CONTEXT ...... 13 5.10 SAFE SYSTEM APPROACH ...... 14 5.11 OTHER CONSIDERATIONS ...... 14 6 OPERATIONAL CONSIDERATIONS ...... 15 6.1 FLASHING YELLOW ‘CAUTION’ LIGHT PROVISION ...... 15 6.2 PEDESTRIAN COUNTDOWN TIMERS ...... 15 6.3 INVITATION-TO-CROSS ...... 16 6.4 CLEARANCE TIME ...... 16 6.5 PEDESTRIAN ESTABLISHMENT TIME ...... 17 6.6 STAGED CROSSINGS ...... 18 7 SIGNALISED PEDESTRIAN CROSSING FACILITIES ...... 20 7.1 PEDESTRIAN CROSSINGS WITH NO PEDESTRIAN ASPECTS ...... 21 7.2 EXCLUSIVE PEDESTRIAN PHASES ...... 22 7.3 PARALLEL WALKS ...... 24 7.4 FULLY CONTROLLED CROSSING ...... 32 7.5 MID-BLOCK PEDESTRIAN CROSSINGS ...... 34 8 ASSOCIATED CROSSING FACILITIES AT INTERSECTIONS ...... 36 8.1 SLIP LANES ...... 36 9 REFERENCES AND RELATED DOCUMENTS ...... 38

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Document Control Bassam Abu Shamleh - A/Manager Traffic Management Services, Network Owner Operations Custodian Maryely Rueda - Traffic Services Coordinator, Network Operations

Document Number D19#532308

Issue Date September 2020

Review Frequency Annually

Amendments

Revision Section / Page Revision Date Description of Key Changes Number No.

0 All Document Developed September 2020

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1 PURPOSE The purpose of this guideline is to provide best practice advice on the provision of pedestrian crossing facilities at traffic signals for safe and efficient operation. 2 SCOPE The criteria contained in this guideline applies to all permanent traffic signal controlled pedestrian crossing facilities where Main Roads is the final asset owner. Non-signalised crossings, school guard crossings with or without flashing lights, pedestrian crossings at railway crossings and bicycle crossing facilities are not within the scope of this guideline.

This guideline outlines possible treatments that facilitate pedestrian movements at traffic signals. Unlike previous numeric warrants, the intention of this guideline is to provide guidance rather than a set of rules. This guideline should be read in conjunction with Main Roads Network Operations Traffic Signals Approval Policy, and with reference to all other documents listed in Section 9. 3 ROLES AND RESPONSIBILITES Under the Road Traffic Code 2000, Regulation 297, the Commissioner of Main Roads, has the sole authority to erect, establish or display, and alter or remove any traffic control signal in Western Australia (WA). Notwithstanding the above, it should be noted, that the Commissioner of Main Roads has delegated authority for approval of traffic control signals exclusively to the Executive Director of Network Operations (EDNO).

To this extent, Main Roads’ Network Operations Directorate (NOD) must formally approve all traffic signal installations and modifications where Main Roads is the final asset owner. 4 DEFINITIONS The following definitions apply in this guideline:

Term Definition

ASD Approach Sight Distance Clearance Time The time period for pedestrians having stepped off the kerb at the end of the ‘invitation-to-cross’ period to safely complete their crossing. During this time a flashing red figure or countdown timer is displayed CSD Crossing Sight Distance Invitation-to-cross The period allocated to pedestrians to begin their crossing movement (green figure is displayed on pedestrian lantern) KSI Killed or Serious Injury Pedestrian Applies only for timed red arrow control Establishment Time The time allocated to pedestrians to establish themselves on the crossing before traffic is released Slip Lane As defined in the Road Traffic Code 2000, Regulation 3 means an area of carriageway for vehicles turning left that is separated, at some point, from other parts of the road by some form of painted or traffic island Traffic Control Signal As defined in the Road Traffic Code 2000, Regulation 3, means any light or lights (coloured or otherwise), however operated, for the control or regulation of traffic, by the use of an illuminated word or words, an illuminated symbol or symbols, a coloured light or coloured lights or any combination of those things

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5 GENERAL CONSIDERATIONS When assessing a pedestrian crossing facility at traffic signals, the process should focus on why it is considered desirable to provide specific assistance for pedestrians at a particular location. Practitioners should consider safety and the impact on intersection efficiency and capacity, including the impact on public transport and other sustainable modes, as well as whether the facility will result in undesirable pedestrian behaviour. A range of factors must be considered as part of the overall process for determining the most appropriate type of crossing facility. These factors are discussed further in this section.

5.1 LOCATION One of the primary factors affecting crossing facilities is the environment in which the crossing facility is located, the intersection geometry and the level of pedestrian safety for vulnerable road users. City centre environments are frequently characterised by lower speeds, higher levels of congestion and high pedestrian, cyclist and public transport use. This often requires pedestrian priority measures in order to balance competing demands. In contrast, rural environments are typically characterised by higher speeds, lower levels of congestion and fewer pedestrians and cyclists. As a result, signal operation for rural environments focus on safely managing high-speed approaches and providing for higher numbers of heavy vehicles. Suburban environments present a challenging mix of these characteristics as they are often characterised by high speeds during the off-peak periods and capacity constrained conditions during the peak periods. This requires careful consideration and it is critical to ensure an appropriate balance of both safety and operational efficiency.

5.2 VISIBILITY Pedestrians must have visibility of, and be visible to, approaching traffic (i.e. see and be seen). Parked vehicles, trees or street furniture must not obscure or restrict visibility. Consideration of specific visibility issues for wheelchair users, children and other vulnerable road users is required. Refer to Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections’. Where conflict between pedestrian and vehicle turning movements occur, both Approach Sight Distance (ASD) and Crossing Sight Distance (CSD) requirements should be satisfied to ensure pedestrians are able to see approaching traffic in sufficient time to cross the road, even though pedestrians have priority over turning vehicles (Road Traffic Code 2000, Regulation 45(3)). Inadequate sight distance between turning vehicles and pedestrians at signalised crossings, where conflicting parallel movements occur, may result in collisions. Where the required unobstructed sight distances outlined in Austroads Guide to Road Design Part 4A’ cannot be achieved for the expected turning speeds, full control or geometric changes to reduce turning speeds should be considered. Refer to Section 7.4 of this document.

5.3 SPEED The Safe System approach accepts that road users may make mistakes and, accordingly, considers the known limits to crash forces that the human body can tolerate. Collisions involving vulnerable road users such as pedestrians and cyclists above 30 km/h have the highest potential to result in fatal or serious injury. By applying the Safe System approach, Main Roads’ long-term vision is to eliminate fatal and serious injuries arising from crashes. At intersections, geometric design must balance the efficient movement of vehicles with pedestrian safety.

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Where pedestrian and cyclists are expected to cross a slip lane, low vehicle speeds should be encouraged at the crossing point through the use of high entry angles, with drivers having a clear view of conflicting traffic, including any pedestrians/cyclists. High entry angle left-turn slip lanes are preferred because of the lower vehicle speeds where pedestrians cross the traffic lane. The Road Traffic Code 2000, Regulation 52(3) states that if a driver at an intersection is turning left with a “give way sign” or give way line, the driver shall give way to any pedestrian on the slip lane. Similarly, where pedestrians are expected to cross in parallel with turning vehicles, lower vehicle speeds should be encouraged through the use of smaller turning radii. The turning radii is measured using the centre of the travelled path for turning vehicles. At signalised pedestrian crossing locations where turning vehicle speeds are in excess of 30 km/h, the geometry should be re-designed to reduce the speed by using higher entry angle approaches, smaller turning radii or other horizontal or vertical deflections such as raised platforms. At locations where this is not achievable, or the design caters for higher speeds, the guidance set out in Sections 7 and 8 of this guideline should be followed.

5.4 CRASH RECORD When upgrading an existing signalised intersection or mid-block signalised crossing facility, the relevant crash record involving pedestrians must be examined as part of the design process. Austroads Guide to Traffic Management - Part 9: Traffic Operations’ notes that a safety evaluation should be a key consideration in selecting an appropriate control method and phasing arrangement. Relevant factors that may contribute to significant increases in crash risk include turning movements that filter through opposing vehicle and pedestrian movements. The crash risk for pedestrians also increase significantly where sight distances between vehicles and competing pedestrians are inadequate, parallel pedestrian movements are exposed to high volumes of turning traffic, turning traffic speeds are above 30 km/h and pedestrian crossing distances are too long. As part of any upgrade at a signalised intersection or mid-block signalised crossing facility, designers must consider modifications to the type of control or the geometric design at any intersection where a KSI crash involving pedestrians has occurred over the previous five-year period, which can be linked to the design of the intersection and the method of control. Pedestrian related crashes within 50 m of the specified crossing site should be included in the analysis.

5.5 PEDESTRIAN NUMBERS AND TYPES The physical and cognitive characteristics of people (including movement ability, speed and decision- making capabilities) varies considerably amongst the population. As such, pedestrian crossings should be designed to be as accessible as possible for the entire community. The needs of people with disabilities should be considered when designing the layout of crossings. The elderly and people with vision impairments may have problems identifying where to cross, whilst people who use wheelchairs and those with limited mobility may have trouble moving on and off crossings or completing their movement within the allocated time calculated using the 15th percentile walking speed. The safety needs of school children at specific locations should be considered as part of a comprehensive management plan for child safety in the surrounding area. This plan should include appropriate engineering solutions to provide a safe environment at all times of the day, as a child’s smaller size limits their ability to see and be seen from the kerb. Children may also have difficulty completing their crossing movement safely within the allocated time calculated using the 15th percentile walking speed.

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The pedestrian clearance time is the time period for pedestrians having stepped off the kerb at the end of the ‘invitation-to-cross’ period (green walking pedestrian symbol) to safely complete their crossing. During this time, a flashing red figure or countdown timer is displayed. The clearance time is determined based on the length of the road to be crossed, measured from the push button pole to the kerb ramp at the opposite side of the road, and the pedestrian walking speed. A walking speed of 1.2 m/s is used as a standard value in WA, as it represents the 15th percentile walking speed of pedestrians, i.e. 85% of pedestrians walk at a higher speed. At locations where more than 15% of pedestrians at any time of the day are children, elderly or mobility impaired, the clearance time may be calculated using a lower walking speed of 1.0 m/s rather than the standard 1.2 m/s. At new sites, if the proposed crossing facility is within 250 m walking distance of the primary access point of a school, elderly care or hospital, Main Roads may consider a lower walking speed of 1.0 m/s. A walking speed of 1.0 m/s represents the 5th percentile walking speed, i.e. 95% of pedestrians walk at a higher speed. When assessing different pedestrian crossing facilities it is also important to consider the number of traffic lanes pedestrians need to cross including the median, storage space requirements at each end of the crossing, or on a central median for staged crossings in relation to the expected pedestrian numbers. Locations that experience periods of high demand or overcrowding may not be suitable for two-stage crossing facilities or left-turn slip lane crossings, as pedestrians may not have space to safely store within the median or traffic island refuge provided. Further to this, if high pedestrian numbers are expected during normal day-to-day operation or frequent large-scale events, then wider crossings may need to be considered. Under these circumstances, resulting cycle times play an important role as the lower the cycle time, the more frequent the pedestrian demand is serviced and therefore pedestrian queues managed. See Section 5.6. Pedestrian volumes for sites without existing pedestrian crossing facilities or with inadequate pedestrian crossing facilities should allow for suppressed pedestrian demand. The amount of suppressed demand is highly site-specific. Where no current crossing facility exists, pedestrians crossing within 50 m of the proposed location should be included in the pedestrian volume input.

5.6 MOVEMENT AND PLACE Roads serve two main purposes; they either serve as a conduit facilitating the movement of people, goods and services, or act as places for people. For decades, the primary concern on urban streets has been to design for traffic movement, often resulting in poor road environments for pedestrians. Understanding the characteristics of the location, the intersection’s strategic significance within the road network and the community value of a place, will allow designers to choose the appropriate type of pedestrian crossing facility that meets the balanced needs of all users. In this respect, 24/7 operation needs to be factored.

Primary Distributor Regional Distributor District Distributor A District Distributor B Local Distributor Access Road

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In WA, Metropolitan roads are categorised according to their functional hierarchy. With the movement and place concept, generally, the higher the road hierarchy classification, the greater the movement value of the roadway. The Movement and Place Framework (Figure 1) provides a basis for considering a road against key characteristics associated with movement (known as transport, link or similar) and place (known as location, land use, or similar) and promotes a strategic, integrated approach to guide corridor planning across the Planning and Transport portfolios.

Figure 1: Movement and Place Framework (Source: Roads and Maritime Services, NSW)

Locations with a high place value and low movement value, such as café strips or Central Business District environments, generally have a high number of pedestrians. In these locations drivers are more aware of pedestrians and are generally more cautious. Therefore, a lower level of protection for pedestrians may be appropriate in these locations. Locations with a low place value and high movement value, such as at intersections along primary distributor roads, generally have a low number of pedestrians. In these locations drivers rarely encounter pedestrians crossing the road. Therefore, a higher level of protection for pedestrians may be appropriate in these locations. There are locations with a high place value and high movement value, such as town centres on primary distributor roads. In these locations the safety of the pedestrians must be the most important consideration and every effort should be made to minimise the impact of the pedestrian crossing on traffic efficiency and provide the right balance between safety and efficiency. Currently, a whole of WA Government approach to a ‘Movement and Place Framework’ is being developed in consultation with a number of key stakeholders. Once developed, this framework shall be

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incorporated within this guideline. Until such time, it is important to acknowledge the basis of movement and place characteristics. The practicality of providing suitable pedestrian crossing facilities at traffic signals diminishes as the ‘movement’ value increases and other options such as grade separation and/or dedicated ‘staged’ pedestrian mid-block crossings may need to be considered. For further explanatory information about the Movement and Place Framework, refer to Austroads Guide to Traffic Management Part 4: Network Management Strategies.

5.7 GAP ACCEPTANCE AT UNSIGNALISED MID-BLOCK LOCATIONS Making the decision to cross the road safely in relation to available traffic gaps is a complex task for pedestrians, particularly at unsignalised mid-block locations. Gaps are defined by the characteristics of the site and are dependent on the conditions present at the time a pedestrian attempts to cross. The adequate gap for a site is determined by dividing the crossing distance by the walking speed and adding an appropriate reaction time. The Highway Capacity Manual (HCM, 2016 Section 5 Pedestrian Mode) defines the critical gap as “the time in seconds below which a pedestrian will not attempt to begin crossing the road. If the available gap is greater than the critical gap, it is assumed that the pedestrian will cross; but if the available gap is less than the critical gap, it is assumed that the pedestrian will not cross”. The Western Australian Planning Commission (WAPC) Transport Impact Assessment Guidelines Volume 5: Technical Guidance provides a methodology to assess the suitability of mid-block pedestrian crossing locations based on a pedestrian’s ability to cross major roads by selecting gaps in the traffic of sufficient length to allow them to cross and sufficient frequency to keep delays to acceptable levels. The ability for pedestrians to cross a road safely is primarily related to the traffic volumes on the road, during the time period in question. At low traffic volumes, there are regular gaps of sufficient length for pedestrians to cross safely with minimal delay. When volumes are high and pedestrians need to cross a road with more than four lanes in addition to the median, the number of acceptable gaps in traffic decreases, and this may lead to pedestrians attempting to cross during smaller gaps, choosing an alternative longer route, or choosing not to walk altogether. This does not promote active travel as a viable option. According to the Highway Capacity Manual (HCM, 2016), average pedestrian delays greater than 45 seconds are not desirable at mid-block locations as they may lead to pedestrians taking risks by accepting smaller gaps in traffic. This aspirational average pedestrian delay should be considered as a guide and used only for establishing the potential need for a mid-bock crossing. Further, in measuring the average pedestrian delays at mid-block locations, consideration should also be given to the potential existence of vehicle platoons due to upstream traffic signals, as there are likely to be bigger gaps once the vehicle platoon clears. Figure 2 gives the indicative threshold volume criteria for the provision of mid-block crossing facilities for different road function types, based on a random traffic arrival rate.

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Figure 2: Threshold for mid-block pedestrian facilities for different road function types.

Example: Road A is a Primary Distributor carrying approximately 3000 veh/hr in the peak period and currently has an unsignalised mid-block pedestrian crossing facility with a crossing distance of 15 m over both carriageways. The crossing time for this facility assuming a standard walking speed of 1.2 m/s is 15/1.2 = 12.5 seconds. Using the graph above (blue ‘x’ indicated), this crossing on Road A slightly exceeds the desirable 45 second delay level for a Primary Distributor and may require the provision of signalised mid-block pedestrian crossing facilities. It is important to note that Figure 2 provides only an indicative assessment of pedestrian delay and is not a definitive warrant for a signalised mid-block crossing facility. A number of factors can influence the actual pedestrian delay, such as the directional split of traffic, heavy vehicle composition and any platooning effects created by upstream intersections. Video surveys of traffic volume, speed and average gap duration by time of day can assist in determining the difficulty in crossing the road for various types of pedestrian throughout the day, and in particular at key times of the day. Improvements to existing mid-block crossings may be viable, such as the provision of storage space within a median to allow crossings to be completed in two stages. Proximity to other pedestrian crossing facilities, pedestrian crossing demand and impact to the surrounding road network should always be thoroughly investigated when considering the installation of a signalised mid-block pedestrian crossing. The approval of any new signalised mid-block pedestrian crossing facility is subject to Main Roads Network Operations Traffic Signals Approval Policy.

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5.8 HEAVY VEHICLES Heavy vehicles typically account for only a small percentage of traffic composition; however, they can have a significant impact on pedestrian safety and this must be considered when assessing a pedestrian crossing facility at traffic signals. Heavy vehicles often have ‘blind spots’ to the front and sides due to their size, resulting in drivers potentially not being able to observe a recently arrived pedestrian at a crossing point. As such, the intersection geometry should be assessed with respect to the likelihood of conflicts between pedestrians and turning heavy vehicles, with the design and phasing options ensuring such risks are minimised. Full control (Section 7.4) should be considered, particularly when there is a high likelihood of conflict between turning heavy vehicles and pedestrians, as there are visibility constraints from the driver’s position when turning. In addition, as part of the overall design process, where heavy vehicle aprons are installed at slip lanes to cater for the wider swept path of large turning vehicles, there may be a need to discourage pedestrians from standing in the area of the apron due to the possibility of conflicts with turning vehicles. Refer to Main Roads Guidelines Drawing No. 200331-0015 - Typical Corner Treatments On Heavy Combination Vehicle Routes.

5.9 SITE CONTEXT The installation or modification of traffic signal controlled intersections is primarily driven by the requirements set out in Main Roads Network Operations Traffic Signals Approval Policy. The policy outlines the suitability of signal control in relation to the functional classification of roads, as well as other types of control such as roundabouts. Pedestrian routes must be direct and match desire lines as closely as possible, and pedestrian networks need to connect with one another. When installing mid-block signalised pedestrian crossing facilities, it is important to consider the proximity of adjacent at-grade or grade separated crossing facilities, as well as the form of control at neighbouring intersections. Where a signalised mid-block pedestrian crossing is proposed at a location close to a signalised intersection, consideration should be given to linking (coordinating traffic movement platoons) between the two traffic control systems in order to balance efficiency and safety. The absolute minimum distance between signalised pedestrian crossings, (either between two mid- block facilities or between a signalised intersection with pedestrian crossings and a mid-block facility) is based on guidance shown in Table 1. Where operating speeds are in between those values shown in Table 1, the upper speed value should be used unless justification can be provided otherwise.

85th percentile operating speed Absolute Minimum Spacing between Signalised Facilities (km/h) (metres) 40 100 50 125 60 150 70 175

Table 1: Minimum spacing between signalised crossing facilities.

Table 1 is based on the current operating conditions in Perth Central Business District with regards to intersection spacing, and should only considered as a guide. More critically, sufficient spacing must be provided between signalised intersections in order to prevent vehicle queuing at one intersection extending back and adversely affecting an upstream intersection for safety and efficiency. Document No: D19#532308 Page 13 of 39 GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

It is also very important to avoid safety issues arising due to factors such as the ‘see through effect’, whereby a driver mistakenly focuses on the green signal display at the furthest intersection and drives through the closer intersection when it is not safe to do so. The only exception to the minimum spacing distances shown in Table 1 is when traffic signal controlled intersections are located adjacent to each other for a grade separated interchange or a staged T- intersection. Departures from the provided guidance will be at Main Roads discretion, subject to careful consideration of safety and efficiency impacts for all road users.

5.10 SAFE SYSTEM APPROACH Main Roads’ Road Safety Management System (ROSMA) is intended to help Main Roads meet WA and national targets for road trauma reduction. It has been developed in line with ISO 39001 for Road Traffic Safety and drives best practice in the application of Safe System principles to projects and activities. The associated Road Trauma Treatments Guideline (June 2016) references Traffic Signal Phase Improvements. It notes that fully controlled signalised turn movements and timed control can help to reinforce pedestrian priority at intersections where pedestrian-vehicle conflicts are common, or high demand by both road users exist. Austroads Towards Safe System Infrastructure: A Compendium of Current Knowledge (2018) reiterates the interrelationship between speed and infrastructure, particularly for pedestrians, indicating treatments that “support a very low speed environment for motor vehicles are currently the best means for achieving safety outcomes”.

5.11 OTHER CONSIDERATIONS Other design considerations include street lighting, street furniture, bus stop locations, pavement marking and signage as well as facilities for mobility-impaired pedestrians.

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6 OPERATIONAL CONSIDERATIONS 6.1 FLASHING YELLOW ‘CAUTION’ LIGHT PROVISION

Flashing yellow 'caution' lights are displayed facing drivers of turning vehicles where there is a potential conflict through a parallel pedestrian and traffic phase operating partially or wholly at the same time. The flashing yellow reinforces road rules to drivers that pedestrians have right of way. Even if a green circular aspect is displayed (but not a green turning arrow), a flashing yellow light reinforces that the driver must allow pedestrians to cross before completing their turning movement. Flashing yellow 'caution' lights may only be installed where parallel walk crossings with timed control or timed red arrow control are used. They should not be used in lieu of exclusive pedestrian phase or full red arrow control where such crossings are deemed warranted and justified based on the information contained in this guideline. Flashing yellow lights are only to be used at locations where the typical pedestrian demand during peak times is more than 30 pedestrians per hour, for any one crossing. Main Roads Flashing Yellow ‘Caution’ Light Animation.

6.2 PEDESTRIAN COUNTDOWN TIMERS Pedestrian countdown timers can be used to help create a pedestrian friendly environment by giving pedestrians more information and greater awareness of their ability to cross the road (Department of Planning, Transport and Infrastructure 2013). The yellow countdown timer replaces the flashing red pedestrian symbol and informs pedestrians about how many seconds they have left to cross the road following the green pedestrian invitation to cross symbol. Pedestrians are less likely to cross when there is not enough time to finish crossing safely, improving efficiency for both pedestrians and motorists. All mid-block signalised pedestrian crossings in WA must have pedestrian countdown timers provided where on-crossing detection is not provided to vary the clearance period. Pedestrian countdown timers must only be used at mid-block crossings, intersections

with exclusive pedestrian phases and at intersections with full control on all legs, with no conflict between pedestrians and vehicle movements. Consideration should be given to the use of pedestrian countdown timers where school children predominantly use the crossing. This is because the cognitive skills of some schoolchildren may not be developed enough to estimate the time they require to safely complete their crossing.

Pedestrian countdown timers should not be installed at intersections with parallel walks, where vehicular traffic is permitted to ‘filter’ through pedestrians, as this is likely to create a safety issue given that pedestrians may attempt to start to cross during the clearance time period.

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6.3 INVITATION-TO-CROSS The ‘invitation-to-cross’ period is the time allocated to pedestrians to begin their crossing movement, and is indicated by the green walking pedestrian symbol for those people waiting at the kerbside. The duration of this period is currently set at a standard of six seconds in WA. On very rare occasions, it may be necessary to extend the ‘invitation-to-cross’ standard time at high-density locations that experience periods of extreme pedestrian demand or overcrowding. Under these circumstances, this period should be fully controllable to revert to the standard six seconds outside of the high density period. It must be remembered that the invitation to cross is to establish the pedestrian movement “platoon” and clear the waiting pedestrian queue.

6.4 CLEARANCE TIME The pedestrian clearance time is the time period for pedestrians having stepped off the kerb at the end of the ‘invitation-to-cross’ period to safely complete their crossing. During this time a flashing red figure or countdown timer is displayed. The clearance time is determined based on the width of the road to be crossed, measured from the push button pole to the kerb ramp at the opposite side of the road as shown in Figure 3. A walking speed of 1.2 m/s is used as a standard pedestrian walking speed value in WA.

A

Figure 3: Measurement of standard total clearance time.

A: Full crossing length from push button to the kerb. Generally used to calculate the standard total clearance time. At locations where more than 15% of pedestrians at any time of the day are children, elderly or mobility impaired, the clearance time may be calculated using a lower walking speed of 1.0 m/s rather than the standard 1.2 m/s. At new sites, if the proposed crossing facility is within 250 m walking distance of the primary access point of a school, elderly care or hospital, Main Roads may consider a lower the walking speed of 1.0 m/s. Clearance times for various crossing distances are provided in Attachment A.3 of Appendix A - Main Roads’ Operational Modelling Guidelines.

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6.5 PEDESTRIAN ESTABLISHMENT TIME At intersections where 15% of pedestrians are children, elderly or mobility impaired or the turning radius is greater than 15 m, to reduce the conflict between pedestrians and turning vehicles, pedestrians are given a head start to enable them to establish themselves on the crossing before traffic is released. The establishment time is applied at intersections with timed red arrow control with or without flashing yellow and is determined by the length of the pedestrian crossing and the appropriate walking speed (see Section 6.2), with different times used according to the level of establishment required. During this period, vehicles are held by a red arrow display preventing them from making any turning movements. After the arrow control drops, vehicles are permitted to proceed, but must give way to any pedestrians that are crossing. Two types of measurements need to be considered as shown in Figure 4:

B C

Figure 4: Measurement types for pedestrian establishment time.

B: Length from push button to 1.0m past the median, or 55% of the full crossing length A (Figure 3) (whichever is greatest). Generally used to calculate establishment time for timed red arrow control with flashing yellow. C: Length from push button to the middle of the road on the exit lane(s). Generally used to calculate establishment time for timed red arrow control without flashing yellow.

Distances A, B and C must be measured parallel to the pedestrian guidelines.

Based on the measurement lengths (A, B and C) shown in Figure 3 and Figure 4, red arrow control times are calculated as shown below, rounded up to the nearest second:  Timed red arrow control time: Length (C) divided by walking speed.

 Timed red arrow control and flashing yellow: The greater of length (B) divided by walking speed, or 55% of (A) divided by walking speed. Where turning traffic shares the lane with through traffic and no arrow control is used, the time separation period (i.e. between the start of the ‘invitation-to-cross’ and the green time for the parallel

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vehicle movement) must be either 3 or 5 seconds depending on the use of flashing yellow ‘caution’ lights, as discussed on Section 7.3.1. The flashing yellow commences at the same time as the green for the parallel vehicle movement and continues until the end of the pedestrian clearance time.

6.6 STAGED CROSSINGS Staged pedestrian crossing movements are installed at both mid-block and intersection locations with a common element being a wide refuge or median in the middle of the two carriageways to allow pedestrians to wait. Staged crossings for pedestrians are often required where there is a need to balance pedestrian safety and general intersection efficiency, usually on wide roads, which would require long pedestrian clearance periods. Staged crossings typically have two crossing phases for pedestrians over each carriageway with separate push button(s) and signals, as required for each stage of the crossing. Each crossing stage must be laterally offset, to ensure pedestrians treat each stage as a separate controlled crossing. This offset prevents or minimises the risk of pedestrians mistakenly observing lanterns on the far side of the intersection and crossing when it is not safe to do so. Refer to Austroads Guide to Road Design Part 4: Intersections and Crossings for guidance on the geometric requirements for staged crossings. Staged crossings should be considered for use on a case-by-case basis but may be appropriate when excessive crossing distances exist due to the width of the median or the number of traffic lanes to cross resulting in extensive clearance times. Staged pedestrian crossings should be considered on multi-lane roads where efficiency gains (i.e. reduced delays) for all road users can be achieved (as demonstrated through traffic modelling), road safety issues may exist with a single stage crossing and there is adequate storage in the median. Staged crossings near roundabouts provide both safety and operational benefits when compared to non-staged crossings. However, it should be noted that a staged crossing facility at an intersection might result in higher average or maximum delays for pedestrians, depending on the phasing sequence used but is also likely to improve overall intersection efficiency, which will have a positive impact on lowering pedestrian delay through lower cycle times (also key consideration for 24/7 operation). It is important to consider this, as well as the length of time pedestrians may have to wait within the median, the available storage space within that median and the expected pedestrian demand. For staged crossings at intersections (with or without flashing yellow), the pedestrian establishment time on the exit carriageway is determined by the length from the push button to the middle of the road of the exit lanes. Where staged crossings on two-way roads are provided, particularly at mid-block locations, they should be designed as a left-hand staged crossing so that pedestrians on the central median are guided to face the approaching traffic stream (Figure 5). It is acknowledged that this may not always be possible or practical. At signalised intersections, a left- hand staged crossing may result in the vehicular stop line being pushed back from the centre of the intersection, thereby increasing intergreen times and reducing the efficiency of the overall intersection. In such situations a right-hand staged crossing may be considered more appropriate if this provides for a better balanced solution (Figure 6).

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Left-hand Two Stage Crossing

Figure 5: Left-hand staged crossing.

Figure 6: Right-hand staged crossing at intersection.

In all instances where a staged crossing is justified and provided, a push button facility must be installed in the median.

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7 SIGNALISED PEDESTRIAN CROSSING FACILITIES

Pedestrian crossing facilities must be provided at all new and upgraded signalised intersections in urban and suburban areas to cater for existing and future demand for pedestrian access. The requirement to provide a pedestrian crossing facility can only be disregarded under the following circumstances:  At locations with significant road safety issues, such as insufficient sight distance or adverse geometry, in which case additional measures should be considered to discourage pedestrians using that particular arm to cross the road over other alternative crossing points.  Where there is an unacceptable increase in delay and degree of saturation, which must be substantiated by intersection modelling.  At locations where the crossing would terminate in an area that is not possible for pedestrians to access. The lack of existing or adequate connecting facilities, such as a footpath, or pedestrian activity is not considered sufficient reason to disregard the provision of a pedestrian crossing facility.  At T-intersections where there is an existing crossing to the left-hand side of the intersecting road, and low existing or predicted future pedestrian demand for a crossing to the right-hand side of the intersecting road.  There are parallel grade-separated pedestrian facilities provided nearby. The provision of pedestrian crossing facilities at signalised intersections in rural areas should be considered on a case-by-case basis, in relation to the existing and potential pedestrian activity, nearby land uses (within 400m), and local public transport stops. This must include consideration of planned future land use within a 10-year horizon. The following types of pedestrian crossing facilities at traffic signal controlled intersections currently exist in WA: 1. Pedestrian crossings with no pedestrian aspects (Section 7.1) 2. Exclusive pedestrian phases (Section 7.2) 3. Parallel walks (Section 7.3) a. With timed control or with timed control and flashing yellow b. With timed red arrow control or with timed red arrow control and flashing yellow 4. Fully controlled crossings (Section 7.4) 5. Mid-block pedestrian crossings (Section 7.5)

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7.1 PEDESTRIAN CROSSINGS WITH NO PEDESTRIAN ASPECTS At intersections with crossing facilities that have no pedestrian aspects, pedestrians are required to observe the roundel aspect and cross the road in parallel with vehicle traffic (Figure 7). This type of pedestrian crossing is a legacy that still exists on the network, however Main Roads no longer support these facilities. Main Roads will no longer consider new signalised intersections with roundel aspects and all existing intersections will be gradually upgraded with the availability of funding.

Figure 7: An example of pedestrian crossings with no pedestrian aspects.

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7.2 EXCLUSIVE PEDESTRIAN PHASES Intersections with an exclusive pedestrian phase require all vehicle movements, from all directions, at the intersection to be stopped (by a red aspect) and pedestrians are permitted to cross in all designated directions. A standard exclusive pedestrian phase is designed and configured to allow pedestrians to complete any single crossing movement during the one pedestrian phase. During this time, a green figure is shown during the current standard six second ‘invitation-to-cross’ period, followed by a flashing red figure or amber pedestrian countdown timer during the clearance time. (Figure 8).

Figure 8: Exclusive pedestrian phase.

The largest pedestrian clearance time from each of the individual crossings must be used as the overall clearance time for the exclusive pedestrian phase. It should be noted that diagonal crossings are not legal unless signed and displayed in accordance with the Road Traffic Code 2000 and Section 7.2.1 below. Intersections with an exclusive pedestrian phase will only be considered on rare occasions where the benefits for the significant number of pedestrians waiting to cross the intersection in all directions can be clearly established and the impact on all road users is appropriately assessed and is used as part of the decision making process. Pedestrian countdown timers must be used at any new intersections with an exclusive pedestrian phase. It should be noted that exclusive pedestrian phasing is likely to result in longer waiting times for pedestrians due to the single crossing phase which is generally very inefficient leading to higher cycle times, resulting in illegal crossing movements. These crossings can also result in additional delays to vehicles, including public transport and cyclists and as such, are not appropriate at wide intersections due to the clearance times. Traffic modelling should assess delays to both pedestrians and traffic compared to other types of pedestrian facilities, and should consider the impacts on the surrounding road network, factoring in 24/7 operation. This type of pedestrian control is not appropriate at intersections involving Primary or District / Regional Distributor Roads.

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7.2.1 CROSSINGS UNDER EXCLUSIVE PEDESTRIAN PHASES Pedestrians may cross diagonally at a signalised intersection, provided there is a ‘PEDESTRIANS MAY CROSS DIAGONALLY’ sign, in accordance with the Road Traffic Code 2000, Regulation 196 and Regulation 199. Two regulatory sign options are allowed to permit diagonal crossings, and must be displayed on all diagonal crossing approaches. (Figure 9).

Figure 9: Regulatory sign options to permit a diagonal crossing.

Where a diagonal crossing is permitted during an exclusive pedestrian phase, the pedestrian clearance time for that phase must be calculated using the diagonal crossing, as it will be the longest designated crossing at the intersection. It should be noted that this would significantly increase the duration of the exclusive pedestrian phase and the associated delays to vehicle traffic.

In addition, crossing ramps and pavement markings must be designed and installed for diagonal crossings, in accordance with Main Roads standards.

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7.3 PARALLEL WALKS At intersections with parallel walks, pedestrians cross in parallel with traffic, with vehicles required to give way to pedestrians when turning left or right through the path of the crossing facility. Currently in WA, pedestrians start crossing prior to vehicles turning, to allow pedestrians to establish their crossing movement in advance of any turning vehicle movements. “Give Way to Pedestrians” signs (MR-RP-11), must be installed on traffic signal poles nearest to the left or right-turn movement where the rules applies. Parallel walk crossing facilities must not be installed where two or more lanes of traffic are permitted to turn left or right through the pedestrian crossing movement. A parallel walk cannot operate at the same time as a green arrow aspect, as this display indicates vehicles may turn without conflict from pedestrians or other movements. Parallel walk crossing facilities are Main Roads’ preferred method of operation, however further considerations are necessary as detailed below.

7.3.1 WITH TIMED CONTROL OR TIMED CONTROL AND FLASHING YELLOW At intersections with parallel walk with timed control, pedestrians are currently given a head start for a period of five seconds (Image 1) to establish themselves on the road, thereby reducing conflicts with turning vehicles. During these five seconds, vehicles are held by a red traffic display preventing them from making any turning or through movements. After this period, vehicles are permitted to proceed, but must give way to any pedestrians that are crossing (Image 2). Pedestrians are invited to cross the road for a period of six seconds as indicated by a green figure. This is followed by a flashing red figure during the ‘clearance time’. (Figure 10) and click here for video.

Figure 10: Parallel walk with timed control (no flashing yellow).

Image 1: Five seconds head start for pedestrians.

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Image 2: Flashing red figure ‘clearance time’ with turning vehicles giving way to pedestrians.

At intersections with parallel walk with timed control and flashing yellow, pedestrians are currently given a head start for a period of three seconds (Image 3) to establish themselves on the road, and thereby reducing conflicts with turning vehicles. During these three seconds, vehicles are held by a red traffic display preventing them to make any turning movements. After this period, vehicles are permitted to proceed, but must give way to any pedestrians that are crossing (Image 4 & Image 5). Pedestrians are invited to cross the road for a period of six seconds as indicated by a green figure, followed by a flashing red figure during the clearance time. The flashing yellow is displayed during part of the ‘invitation-to-cross’ period as well as during the clearance time to warn drivers to proceed with caution. (Figure 11) and click here for video. Flashing yellow lights are only to be used at locations where the typical pedestrian demand during peak times is more than 30 pedestrians per hour, for any one crossing.

Figure 11: Parallel walk with timed control and flashing yellow.

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Image 3: Three seconds head start for pedestrians.

Image 4: Remaining three seconds of walk time with flashing yellow and turning vehicles giving way to pedestrians.

Image 5: Flashing red figure ‘clearance time’ with flashing yellow and turning vehicles giving way to pedestrians.

“Give Way to Pedestrians” signs (MR-RP-11), must be installed on traffic signal poles nearest to the left or right-turn movement where the rules apply. It should be noted that intersections with parallel walk typically experience less traffic delays compared to those sites with exclusive pedestrian phase, timed red arrow control or full control. Delays will primarily occur where the nearside (left-hand) lane has a shared left-turn and through movement permitted.

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Guidance for the installation of parallel walk pedestrian crossings with timed control is shown in Table 2.

Criteria May Be Appropriate Not suitable

Locations where the turning speed is Locations where the turning speed is Turning below 25 km/h, which can be achieved if above 25 km/h and the turning radius Speed the turning radius is smaller than 15 m. is larger than 15 m.

Locations where there are three or less Locations where there are more than Length of lanes on the approach at the stop line. three lanes on the approach at the Crossing stop line.

At existing locations where less than 15% of pedestrians using the crossing facility are children, elderly or people with Vulnerable disabilities, or for new sites if the Road Users proposed facility is more than 250 m away from the primary access route of a school, elderly care or hospital.

Movement & Where the existing or the aspirational Place location has a high place value. Function Locations where there are less than 10% Locations where there are more than of Heavy Vehicles (excluding buses) 10% of Heavy Vehicles (excluding Heavy turning and conflicting with pedestrians. buses) turning and conflicting with Vehicles Consideration should be given to the pedestrians. Consideration should be vehicle classification. given to the vehicle classification. Locations with one right or left-turning Locations with more than one right or Turning lanes lane. left-turning lane.

Table 2: Considerations for the installation of parallel walk pedestrian crossings with timed control. Note: All percentages are based on peak periods.

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7.3.2 WITH TIMED RED ARROW CONTROL OR TIMED RED ARROW CONTROL AND FLASHING YELLOW At intersections with parallel walk with timed red arrow control, pedestrians are currently given a head start for a time period based on the walking speed and crossing distance (Image 6), (length to the middle of the road on exit, distance C, as per Figure 4, (Section 6.5), with this time being a minimum of six seconds. During this period, vehicles are held by a red arrow display preventing them from making any turning movements (Image 7). After the arrow control drops, vehicles are permitted to proceed, but must give way to any pedestrians that are crossing (Image 8). Pedestrians are invited to cross the road for a period of six seconds as indicated by a green figure. This is followed by a flashing red figure during the ‘clearance time’. (Figure 12) and click here for video.

Figure 12: Parallel walk with timed red arrow control.

Image 6: Six seconds head start for pedestrians.

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Image 7: Flashing red figure ‘clearance time’ and red arrow display for vehicles.

Image 8: Flashing red figure ‘clearance time’ and turning vehicles giving way to pedestrians.

At intersections with parallel walk with timed red arrow control and flashing yellow, pedestrians are currently given a head start for a time period based on walking speed and crossing distance (Image 9) (either distance B or 55% of distance A, whichever is longer, as per Figure 3 and Figure 4, Section 6.2 and Section 6.5), with this time being a minimum of six seconds. During this period, vehicles are held by a red arrow display preventing them to make any turning movements (Image 10). After the arrow drops, the flashing yellow is displayed during the remainder of the clearance time to warn drivers to proceed with care (Image 11). Pedestrians are invited to cross the road for a period of six seconds as indicated by a green figure. This is followed by a flashing red figure during the clearance time. (Figure 13) and click here for video.

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Figure 13: Parallel walk with timed red arrow control and flashing yellow.

Image 9: Six seconds head start for pedestrians.

Image 10: Flashing red figure ‘clearance time’ and red arrow display for vehicles.

Image 11: Flashing red figure ‘clearance time’ with flashing yellow and turning vehicles giving way to pedestrians. Document No: D19#532308 Page 30 of 39 GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

“Give Way to Pedestrians” signs (MR-RP-11), must be installed on traffic signal poles nearest to the left or right-turn movement where the rule applies. Parallel walk with timed red arrow control is appropriate where separate turning lanes exist. In some constrained locations, the timed red arrow control is used on shared lanes (shared straight-ahead and left or right-turn movements) but this results in delays to the through traffic if the vehicle at the front of the queue is turning left or right and is held by the red arrow. The operation of the red arrow control should be considered with respect to the operation of the entire intersection rather than in isolation, and with respect to the turning traffic from the opposite approach. Refer to Section 6.5 for calculation of the red arrow control times. Guidance for timed red arrow control is shown in Table 3.

Criteria May Be Appropriate Not suitable Locations where the turning speed is Locations where the turning speed is between 25 km/h and 30 km/h, which can above 30 km/h and the turning Turning Speed be achieved if the turning radius is radius is larger than 20 m. between 15 m and 20 m. Length of Locations where there are more than three Crossing lanes on the approach at the stop line. At existing locations where more than 15% of pedestrians using the crossing facility are children, elderly or people with Vulnerable disabilities, or for new sites if the proposed Road Users facility is less than 250 m away from the primary access route of a school, elderly care or hospital.

Where the existing or the aspirational Movement & location has a medium place value. Place Function

Locations where there are more than 10% of Heavy Vehicles (excluding buses) Heavy Vehicles turning and conflicting with pedestrians. Consideration should be given to the vehicle classification. Locations with one right or left-turning Locations with more than one right Turning lanes lane. or left-turning lane.

Table 3: Considerations for the installation of parallel walk pedestrian crossings with timed red arrow control. Note: All percentages are based on peak periods.

Flashing yellow lights are only to be used at locations where the typical pedestrian demand during peak times is more than 30 pedestrians per hour, for any one crossing. At locations where timed red arrow control is provided, a staged crossing could be considered for safety and efficiency gains.

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7.4 FULLY CONTROLLED CROSSING Intersections with full control (timed or red arrow control) are typically provided where separate turning lanes exist. At these intersections, vehicles are held by a red aspect or red arrow display (Image 12 & Image 13) for the entire ‘invitation-to-cross’ and clearance time, thereby preventing conflicting movements between pedestrians and turning vehicles. During this time, pedestrians are invited to cross the road for a period of six seconds as indicated by a green figure followed by a flashing red figure during the clearance time. (Figure 14) and click here for video.

Figure 14: Full red arrow control.

Image 12: Six seconds head start for pedestrians.

Image 13: Flashing red figure ‘clearance time’ and red arrow display for vehicles for duration of crossing movement.

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Countdown timers may be installed at intersections where pedestrian crossings on all legs are fully controlled. Guidance for fully controlled crossings is shown in Table 4.

Criteria May Be Appropriate Not suitable Locations where the turning speed is below 30 km/h and the turning radius Locations where the turning speed is more is smaller than 20 m, unless Turning Speed than 30 km/h, which is likely if the turning operational or safety conditions radius is larger than 20 m. require traffic to turn under protected conditions with a green arrow. Length of Locations where there are more than three

Crossing lanes on the approach at the stop line.

At existing locations where more than 15% of pedestrians using the crossing facility are children, elderly or people with Vulnerable disabilities, or for new sites if the proposed Road Users facility is less than 250 m away the primary access route of a school, elderly care or hospital.

Where the existing or the aspirational Where the existing or the aspirational Movement & location has a low place value combined location has a low movement value Place Function with high movement value. combined with a high place value. Locations where there are more than 10% of Heavy Vehicles (excluding buses) Heavy Vehicles turning and conflicting with pedestrians. Consideration should be given to the vehicle classification. Locations with more than one right or left- Turning lanes turning lane.

Table 4: Considerations for the installation of fully controlled crossings. Note: All percentages are based on peak periods. These considerations should not preclude the installation of a fully controlled crossing at locations where pedestrian safety can be clearly improved, without impact to the overall operational efficiency. Vehicle and pedestrian delays at the intersection must be carefully considered.

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Signalised mid-block pedestrian crossings incorporate an exclusive pedestrian phase whereby every vehicle movement at the crossing is stopped by a red display. Pedestrians are invited to cross the road for a period of six seconds as indicated by a green figure. This is followed by a yellow pedestrian countdown timer during the clearance time. (Figure 15).

Figure 15: Mid-Block pedestrian crossing.

Mid-block signalised crossing facilities can be provided with one or two stages of operation. One-stage crossings are typically provided at locations without a median (or a narrow median equal to or less than 2.4 m in width), where traffic in both directions is stopped for the pedestrian movement. Two-stage crossings are typically provided at locations with wider medians. Traffic in one-direction is stopped to allow pedestrians to cross over into the central median island prior to traffic in the other direction being stopped, allowing pedestrians to complete the second stage of the crossing. These are typically staged to reduce delays for vehicle traffic.

Figure 16: Left-hand two stage staged mid-block signalised crossing (Aerial Image from Stirling, WA).

Main Roads considers a wide range of factors in determining appropriate mid-block signalised crossings, not just the peak hour and/or daily pedestrian and vehicle movements at a specific location. In determining whether the installation of a mid-block pedestrian crossing is suitable, there must be consideration of the overall costs associated with installation, operation and vehicle delay, with regard to the projected crash cost savings. GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

Signalised mid-block crossings are suitable at locations where there is a demonstrated demand, there is insufficient gaps for pedestrians to cross the road due to high volumes, and where efficiency and safety benefits can be demonstrated. Crossings that are irregularly used by pedestrians can present a risk, as motorists become accustomed to driving through the signalised crossing without stopping, no longer expecting a pedestrian to cross. For this reason, the number of pedestrians trying to cross the road in a regular period must be considered. Installation of mid-block crossings can be considered for operational, geometrical and safety conditions at the discretion of Main Roads’ Network Operations Directorate. Refer to Section 5.5. This guideline supersedes all other existing advice with respect to the provision of mid-block signalised pedestrian crossing facilities that may exist, including Department of Transport’s (DoT) Planning and Designing for Pedestrians: Guidelines and the Western Australian Planning Commission (WAPC) Liveable Neighbourhoods.

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8 ASSOCIATED CROSSING FACILITIES AT INTERSECTIONS 8.1 SLIP LANES Appropriate pedestrian crossing facilities should always be considered across left-turn slip lanes at signalised intersections using the same general considerations identified in Section 5 of this guideline. Consideration of sight distances and higher vehicle approach speeds are particularly critical, as drivers are more likely to be focussed on the driving task and other competing traffic rather than on pedestrians crossing the road. Road Traffic Code 2000, Regulation 52(3) states that if a driver at an intersection is turning left with a “give way sign” or give way line, the driver shall give way to any pedestrian on the slip lane. Three potential types of treatment exist for left-turn slips lanes: 1. Zebra crossings a. Zebra crossings at high entry angle slip lanes b. Zebra crossings at free flow slip lanes 2. Signalised crossings 3. Uncontrolled crossing The type of control at a left-turn slip lane crossing facility must be considered with respect to speed limit, approaching vehicle operating speed/collision speed (which may be relative to the design), pedestrian volume, and the type of slip lane (high entry angle, low entry angle / free-flow movement).

1a. Zebra crossing at 1b. Zebra crossing at 2. Signalised Slip Lanes high entry angle slip lanes free flow slip lanes Figure 17: Options at slip lanes

Any upgrade or modification to an existing left-turn slip lane crossing facility should consider: 1. The number of killed or seriously injured crashes; 2. The number of crashes involving pedestrians; 3. Whether a change in the type of slip lane crossing facility or geometry would address the crash problem or vehicle speeds; and 4. The number and proportion of heavy vehicles using the left-turn slip lane. The first consideration at slip lanes should be a zebra crossing, unless the location does not meet sight distance and speed requirements. If there are more than 10% heavy vehicles using the slip lane, measures to enhance safety and awareness must be investigated. Where heavy vehicle aprons or over-run areas are provided (raised or painted), pedestrians may be unclear where to position themselves at unsignalised locations.

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Main Roads Guidelines Drawing No. 200331-0015 - Typical Corner Treatments On Heavy Combination Vehicle Routes demonstrates how a heavy vehicle apron should be installed to ensure pedestrians know where to position themselves. Signal posts can provide clearer guidance as to where pedestrians should wait before crossing. Kerb ramps and street lighting must be installed as per Main Roads Standards and Guidelines and Australian Standards at zebra crossings. As discussed earlier in this guideline, traffic island refuges associated with left-turn slip lanes are less desirable in locations that experience high pedestrian numbers or periods of overcrowding as they can have limited storage space. At signalised intersections that experience this high demand the designer should consider removal of the left-turn slip lane and accommodating the left-turn movement within the main carriageway and signal phasing. Guidance for slip lane crossing facilities at intersections is shown in Table 5.

At locations where sight lines, ASD and At locations where there are visibility the deceleration length of the slip lane issues or turning speed is more than 30 meet the Austroads standards; and the km/h and it is not appropriate to install turning speed is less than 30 km/h. The raised platforms to reduce the turning Zebra crossings at use of a raised platform may be speed. high entry angle considered to reduce speeds to an Locations where there are more than slip lanes appropriate level. 10% of HV (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification. At locations where sight lines, ASD and At locations where there are visibility the deceleration length of the slip lane issues or turning speed is more than 30 meet the Austroads standards; and the km/h and it is not appropriate to install turning speed is less than 30 km/h. raised platforms to reduce the turning Zebra crossings at Measures to improve safety and speed. free flow slip lanes awareness of the zebra crossing must Locations where there are more than be included. The use of a raised 10% of HV (excluding buses) turning platform may be considered to reduce and conflicting with pedestrians. speeds to an appropriate level. Consideration should be given to the vehicle classification. At multi-lane left-turn slip lanes or where there are visibility issues or turning speed is more than 30km/h and it is not appropriate to install raised platforms to Signalised reduce the turning speed. crossings at slip Locations where there are more than lanes 10% of HV (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification. At locations where there are insufficient gaps in the traffic for pedestrians to Uncontrolled cross the slip lane or where there is Crossing poor visibility or where there are a significant number of elderly or young (unsupervised) pedestrians.

Table 5: Considerations for the installation of left-turn slip lane crossings. GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

9 REFERENCES AND RELATED DOCUMENTS

Document Description Number AGTM03-13 Austroads Guide to Traffic Management – Part 3: Traffic Studies and Analysis AGTM06-17 Austroads Guide to Traffic Management – Part 6: Intersections, Interchanges and Crossings Management AGTM09-16 Austroads Guide to Traffic Management – Part 9: Traffic Operations AGTM10-16 Austroads Guide to Traffic Management – Part 10: Traffic Control and Communication Devices N/A Department of Transport - Planning and designing for pedestrians: Guidelines D17#502268 Main Roads Network Operations Operational Modelling Guidelines D15#68384 Main Roads’ Road Trauma Treatments Guideline AP-R472A-18 Austroads Australasian Pedestrian Facility Selection Tool – User Guide (and Tool) D17#582749 Main Roads Network Operations Traffic Signals Approval Policy AP-R560-18 Austroads Towards Safe System Infrastructure: A Compendium of Current Knowledge AGRD04-17 Austroads Guide to Road Design - Part 4: Intersections and Crossings AGRD04A-17 Austroads Guide to Road Design - Part 4A: Unsignalised and Signalised Intersections D15#699821 Main Roads’ Roundabouts and Traffic Signals – Guidelines for the Selection of Intersection Control N/A Western Australian Legislation - Road Traffic Code 2000 N/A Western Australian Planning Commission (WAPC) Liveable Neighbourhoods D17#104381 Main Roads’ Railway Crossing Control in Western Australia - Policy and Guidelines 37/22/01 Main Roads’ Pedestrians Crossing Slip Lanes Document

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