Guidelines for Pedestrian Crossing Facilities at Traffic

Printed copies are uncontrolled unless marked

otherwise. Refer to iRoads for current version.

D19#532308

September 2020

Guidelines for

Pedestrian Crossing

Facilities at Traffic Signals

Network Operations Directorate

GUIDELINES FOR PEDESTRIAN CROSSING FACILITIES AT TRAFFIC SIGNALS - September 2020

Document No: D19#532308 Page 2 of 39

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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



Document Control

Owner Bassam Abu Shamleh - A/Manager Traffic Management Services, Network

Operations

Custodian Maryely Rueda - Traffic Services Coordinator, Network Operations

Document Number D19#532308

Issue Date September 2020

Review Frequency Annually

Amendments

Revision

Number Revision Date Description of Key Changes

Section / Page

No.

0 All Document Developed September 2020



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 Establishment Time

Applies only for timed red arrow control 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

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/traffic-management/intersection-control-selection/traffic-signals-approval-policy-network-operations-directorate.pdf


https://www.legislation.wa.gov.au/legislation/statutes.nsf/main_mrtitle_2007_homepage.html





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.

https://austroads.com.au/publications/road-design/agrd04a






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.


https://austroads.com.au/publications/traffic-management/agtm23



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



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



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.


http://www.trb.org/Main/Blurbs/175169.aspx

https://www.dplh.wa.gov.au/getmedia/913e74ea-0290-4982-ac09-83d27951e4c2/GD_Transport_impact_assessment_vol5pdf

https://www.dplh.wa.gov.au/getmedia/913e74ea-0290-4982-ac09-83d27951e4c2/GD_Transport_impact_assessment_vol5pdf

http://www.trb.org/Main/Blurbs/175169.aspx



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.




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

(km/h)

Absolute Minimum Spacing between Signalised Facilities

(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.

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/guideline-drawings/intersections-at-grade/200031-0015-typical-corner-treatments-on-heavy-combination-vehicle-routes.pdf

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/guideline-drawings/intersections-at-grade/200031-0015-typical-corner-treatments-on-heavy-combination-vehicle-routes.pdf




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.

https://www.iso.org/standard/44958.html

https://www.iso.org/standard/44958.html

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/road-safety/road-trauma-treatments-guideline.docx

https://austroads.com.au/publications/road-safety/ap-r560-18



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.

https://www.youtube.com/watch?v=MKB2lWojvrY



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.

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.

A

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/operational-modelling/signal-data-information-for-modelling_appendix-a.pdf

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/operational-modelling/signal-data-information-for-modelling_appendix-a.pdf



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:

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

B

C



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).

https://austroads.com.au/publications/road-design/agrd04



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.

Left-hand Two Stage Crossing



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)



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.



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.




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.




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.

https://youtu.be/wz6PYW6K2NM



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.



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

https://youtu.be/jr_ISfZElQc



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.



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

Table 2.

Criteria May Be Appropriate Not suitable

Turning Speed

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

Locations where the turning speed is above 25 km/h and the turning radius is larger than 15 m.

Length of Crossing

Locations where there are three or less lanes on the approach at the stop line.

Locations where there are more than three lanes on the approach at the stop line.

Vulnerable Road Users

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

Movement & Place Function

Where the existing or the aspirational location has a high place value.

Heavy Vehicles

Locations where there are less than 10% of Heavy Vehicles (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification.

Locations where there are more than 10% of Heavy Vehicles (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification.

Turning lanes Locations with one right or left-turning lane.

Locations with more than one right or 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.



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.

https://youtu.be/pum0HEYL_Kw



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.

https://youtu.be/AZBErfhvRLA



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


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.



“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.


Turning Speed

Locations where the turning speed is between 25 km/h and 30 km/h, which can be achieved if the turning radius is between 15 m and 20 m.

Locations where the turning speed is above 30 km/h and the turning radius is larger than 20 m.

Length of Crossing



At existing locations where more than 15% of pedestrians using the crossing facility are children, elderly or people with disabilities, or for new sites if the proposed 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 location has a medium place value.

Heavy Vehicles


Turning lanes Locations with one right or left-turning lane.

Locations with more than one right 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.



At locations where timed red arrow control is provided, a staged crossing could be considered for safety

and efficiency gains.



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

https://youtu.be/i6EczfXhYgE



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.

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.


Turning Speed Locations where the turning speed is more than 30 km/h, which is likely if the turning radius is larger than 20 m.

Locations where the turning speed is below 30 km/h and the turning radius is smaller than 20 m, unless operational or safety conditions require traffic to turn under protected conditions with a green arrow.

Length of Crossing



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


Where the existing or the aspirational location has a low place value combined with high movement value.

Where the existing or the aspirational location has a low movement value combined with a high place value.

Heavy Vehicles


Turning lanes Locations with more than one right or left-turning lane.

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.



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.

https://www.transport.wa.gov.au/mediaFiles/active-transport/AT_WALK_P_plan_design_pedestrians_guidelines.pdf


https://www.dplh.wa.gov.au/getmedia/1fc06abe-fc35-4c68-a7c6-ebc3007a62ac/FUT_LN_Liveable_Neighbourhoods_update_02



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

high entry angle slip lanes

1b. Zebra crossing at

free flow slip lanes

2. Signalised 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.


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.

Zebra crossings at high entry angle slip lanes

At locations where sight lines, ASD and the deceleration length of the slip lane meet the Austroads standards; and the turning speed is less than 30 km/h. The use of a raised platform may be considered to reduce speeds to an appropriate level.

At locations where there are visibility issues or turning speed is more than 30 km/h and it is not appropriate to install raised platforms to reduce the turning speed. Locations where there are more than 10% of HV (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification.

Zebra crossings at free flow slip lanes

At locations where sight lines, ASD and the deceleration length of the slip lane meet the Austroads standards; and the turning speed is less than 30 km/h. Measures to improve safety and awareness of the zebra crossing must be included. The use of a raised platform may be considered to reduce speeds to an appropriate level.

At locations where there are visibility issues or turning speed is more than 30 km/h and it is not appropriate to install raised platforms to reduce the turning speed. Locations where there are more than 10% of HV (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification.

Signalised crossings at slip lanes

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 reduce the turning speed. Locations where there are more than 10% of HV (excluding buses) turning and conflicting with pedestrians. Consideration should be given to the vehicle classification.

Uncontrolled Crossing

At locations where there are insufficient gaps in the traffic for pedestrians to cross the slip lane or where there is 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.



9 REFERENCES AND RELATED DOCUMENTS

Document

Number Description

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








https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/operational-modelling/operational-modelling-guidelines.pdf

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/road-safety/road-trauma-treatments-guideline.docx

http://www.austroads.com.au/road-operations/network-operations/pedestrian-facility-selection-tool


https://austroads.com.au/publications/road-safety/ap-r560-18

https://austroads.com.au/publications/road-design/agrd04


https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/traffic-management/intersection-control-selection/roundabouts-and-traffic-signals-guidelines-for-the-selection-of-intersection-control.pdf

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/traffic-management/intersection-control-selection/roundabouts-and-traffic-signals-guidelines-for-the-selection-of-intersection-control.pdf


https://www.dplh.wa.gov.au/getmedia/1fc06abe-fc35-4c68-a7c6-ebc3007a62ac/FUT_LN_Liveable_Neighbourhoods_update_02

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/traffic-management/railway-crossing-control-in-western-australia-policy-and-guidelines-2017.pdf

https://www.mainroads.wa.gov.au/globalassets/technical-commercial/technical-library/road-and-traffic-engineering/traffic-management/pedestrian-and-cycling-facilities/guidelines-on-pedestrian-crossing-slip-lanes.pdf



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Documents

Guidelines for Pedestrian Crossing Facilities at Traffic