Signalised crossings

Description

Mid-block pedestrian signals are installations that stop traffic so pedestrians can cross unimpeded.

I prefer traffic signals because once the traffic has stopped and I have my green signal, I trust it is safe to go. At unsignalised intersections I have to look around all the time to check because I cannot hear anything coming. Aisha

Mid-block pedestrian signals most commonly operate with two phases, one for vehicles, the other for pedestrians. However, they can include intelligent features, such as extending the pedestrian phase for slower pedestrians and detecting that pedestrians have already crossed prior to the pedestrian phase being displayed. Mid-block signals can also be designed to accommodate cyclists and other users.

An example of a mid-block signalised crossing for pedestrians is shown in the photo below.

When to use

Check whether a signalised crossing is a suitable treatment for your site by referring to

PNG: Crossing selection process

Benefits

• Can balance the delays to pedestrians and vehicle traffic through time separated priority.
• Allows pedestrians to cross multiple vehicle lanes safely.
• Provides clear information on when a driver must stop and when a pedestrian can cross.
• Can reduce community severance across busy roads.
• Help to direct pedestrians to safe crossing locations.
• Can encourage pedestrians to cross in groups, rather than intermittently, minimising overall traffic delays.

Implications

• Can delay pedestrians when vehicle traffic is given more green time. This can result in pedestrians crossing against the signals (ie when they are red).
• Slower pedestrians may find it difficult to cross within the allotted time.
• More costly to install, operate and maintain than other at-grade crossing types.
• May increase risk for pedestrians crossing near the signals from drivers not expecting them.
• Can be more disruptive to heavy traffic flows if frequently called.

Recommended parameters

• Primary Safe System treatment if operating speeds are below 30km/h. Supporting treatment if operating speeds between 30 and 70km/h[1].
• When used in conjunction with a raised platform can be a primary safe system treatment.
• If operating speed <45km/h then signals need to be part of co-ordinated traffic management plan.
• Suitable for high pedestrian demand so signals are activated regularly or lower pedestrian demand with conspicuous advance signal display.
• Can be combined with kerb extensions, refuge and/or platform.
• Different signal display, activation and detection options are available.

Mid-block pedestrian signals are often the best option for multi-lane roads and on busy two-lane roads. They can be combined with kerb extensions, raised platforms and refuges.

If the number of pedestrians justifies them, consider using mid-block signals for sites with high traffic flows where the environment prevents installation of pedestrian refuges or zebra crossings with appropriate physical aids.

Pedestrian signals are usually installed where there are enough pedestrians to ensure the signals are activated regularly. If the signals are not activated regularly, drivers can develop the expectation that pedestrians will not be crossing, leading to safety issues. The alternative may be to signalise a nearby intersection.

There may be locations where, due to a desire to encourage pedestrian priority, a signalised crossing may be appropriate with lower than normal pedestrian flows. In such circumstances, it may be appropriate to introduce additional crossing elements to enhance the visibility and likely driver compliance with the crossing, for example raised platforms, pedestrian refuges and overhead mast arms.

PNG: Kerb extensions

PNG: Pedestrian platforms

PNG: Pedestrian / median refuges

Types of mid-block signalised crossings

There are several different types of mid-block signalised crossings, these include:

• Standard pedestrian only signals
• Two-stage pedestrian crossings
• Pedestrian only signals with countdown timer displays
• Nearside pedestrian signals (similar to PUFFIN [2])
• Combined pedestrian and cycle crossings.

More information about each of these signalised crossing types are described in the following sections.

Standard pedestrian only signals

The standard pedestrian only signals are the most common form of mid-block signalised crossing for pedestrians. It uses far side signal displays that are visible to the pedestrian waiting to cross the road.  People activate the crossing by pushing the button.  An example of standard pedestrian only signals is shown in the photo below.

Two-stage pedestrian crossings

Two-stage signalised crossings are commonly used when the carriageway is particularly wide (usually over 15 metres and median divided), and where people may have difficulty crossing in one stage. An example of a two-stage crossing is shown in the photo. The table below provides additional considerations for a two-stage crossing.

Table: Advantages and disadvantages of two-stage pedestrian crossings

Advantages	Disadvantages
Central island breaks up the crossing distance for people crossing the road.	Greater space required to provide sufficiently large central island for people to wait safely.
Can reduce traffic delays as the crossing is split and can be operated as two separate crossings.	Requires pedestrians to cross in two-stages which can result in increased waiting times .
Separate crossings increase flexibility – pedestrians may get more opportunities to cross per signal cycle and waiting time may decrease.	Walking distances increase. If there is a more direct crossing available nearby (eg cycle crossing) then pedestrians may not use the two-stage crossing.

The design should include detection and a call button for pedestrians in the median to ensure they are not trapped there.

Pedestrian only signals with countdown timers

Countdown timers are an optional addition to the crossing. The pedestrian signals operate the same as a standard crossing however during the clearance phase (when the flashing red human figure symbol is displayed), an additional countdown ‘clock’ showing the number of seconds remaining in the pedestrian phase is displayed. Countdown timers can only be used with fixed pedestrian clearance times and not variable clearance times.

People activate the crossing by pushing the button. To reduce delay to drivers, some crossings use kerb-side detectors that cancel the call if the pedestrians move out of the detector area, ie away from the crossing. An example of countdown timers at pedestrian only signals is shown in the photo below.

Nearside pedestrian signals

Nearside signals show the pedestrian display on the nearside rather than the far side of the street. These are similar to PUFFIN crossings [2] however they are not defined as such in NZ. The pedestrian phase is activated by pushing the button. The nearside display is mounted next to pedestrians waiting on the footpath and orientated so that people crossing can see approaching vehicles and the display to see their pedestrian phase called. Unlike the standard signal controlled mid-block crossing there is only a steady red and green walking human figure symbol displayed, with no flashing red standing human figure symbol displayed.

In terms of detection, the nearside crossing uses kerb side detectors that cancel the call from the pedestrian button if the pedestrian moves away from the detector area, and on-road detection can lengthen the clearance period if required. An example of nearside pedestrian signals is shown below.

Combined pedestrian and cycle crossings

These crossings can be used by pedestrians and people riding bicycles and generally use far side signals. An example of a combined signalised crossing is shown in the photo below.

People on bicycles may receive advanced detection, and in some instances may only get advanced detection, which can be risky if the detectors fail. Like people waiting to cross on foot, people on bicycles should receive some confirmation that they have been detected and will get their chance to cross.

Further guidance and considerations to accommodate people cycling can be found in

Cycling Network Guidance: Signalised crossings

Historically, separate signal displays have been provided for people on foot and bicycle. However, in 2018 a combined signal face for pedestrians and cyclists commenced trials around New Zealand.

Land Transport Rule: Traffic Control Devices 2004—Two-aspect Cycle Signals Trial (2018-au1574) (external link)

This reduces the amount of signal infrastructure to be provided as can be seen below. Note that people on bicycles may find a hold rail useful, however less infrastructure provides a wider uncluttered crossing.

Mid-block pedestrian signals selection

The designer will need to consider which is the most appropriate signal arrangement for the situation, so it is simple and effective. The context, length of crossing, detection and clearance times, as well as display details described in the table below will need to be considered.

Table: Choosing the right display type

Method	Application	Advantages	Disadvantages
Standard Farside Display	Short crossings on two lane roads or for staggered crossings.	Standard infrastructure.	The green person symbol stops being displayed when people are still crossing and switches to a flashing red person symbol. Can create uncertainty for pedestrians crossing as unsure if they have time to cross and some drivers think the red person symbol allows them to filter through crossing pedestrians.
Countdown Display	Locations with high pedestrian crossing demand such as central city and suburban centres where people crossing are a priority.	Purpose of the timers is to reduce the number of crossings made outside the pedestrian phase, thus increasing pedestrian safety and road efficiency. Highlights to the people crossing the time left to start or complete the crossing.	Only suitable for farside signal displays. Only to be used where there are no conflicting motorised vehicle movements. As countdown relies on a fixed clearance period, the use of on-crossing detection is unsuitable.
Nearside Display	Standalone crossings on busy roads. Not for narrow streets as there is little need for the ability to extend the crossing time.	Sends a clear message to pedestrians when they can start to cross and when they should not enter the road. After the green person symbol has ended, the solid red person symbol is shown straight away and the clearance period starts. Extends the clearance period if a pedestrian is still using the crossing.	The display may not be visible to all pedestrians waiting to cross because the display being mounted at a position lower down the pole next to the pushbutton. Particularly an issue in central city locations.

Consideration should also be given to providing consistent mid-block signal crossings along sections of corridors to minimise the risk of confusion for people using the crossings and the road corridor.

Legal considerations

Pedestrian displays including how the green and red pedestrian signal aspects and countdown pedestrian signals should be installed and operated are outlined in the TCD Rule, 6.6.

Land Transport Rule: Traffic Control Devices 2004

Pedestrians, riders of mobility devices, and riders of wheeled recreational devices who are using the footpath must not enter the roadway when the flashing or steady red standing human figure is showing, and may enter the roadway when the green walking human figure is showing (Road User Rule, 3.5).

Pedestrians must not cross any other part of a roadway that is within 20m of the part controlled by traffic signals (Road User Rule, 11.3(2)).

Land Transport (Road User) Rule 2004

Design considerations

General layout

Typical layouts for mid-block traffic signals for pedestrians are provided in the TCD Manual Part 5 and reproduced below.

TCD Manual Part 5 Figure 7-16

 

When a carriageway is more than 15m wide a two-stage layout should be provided. If the road width is between 11m and 15m a two-stage layout should be considered.  A two-stage arrangement can include a chicane arrangement so that pedestrians are turned to face oncoming vehicles. This also means crossings on either side of the island/median can be activated at different times (staged crossings).  If designing two-stage crossings, visors should be long enough and installed on each set of pedestrian displays so that pedestrians do not mistake one stage for another.

There are a number of supporting elements that should be considered during the concept and cost estimating stage to improve the safety for all road users and improve the level of service for people crossing the road.  These include:

• Adding kerb extensions to increase the crossing conspicuity and reduce the overall crossing distance (see Kerb extensions section).
• Adding a raised platform at the crossing to increase the crossing conspicuity, reduce the operating speeds of vehicles on the approaches, and allow for seamless travel for people using assisted devices, wheelchairs and pushchairs.
• Incorporate pedestrian detection that can extend the crossing time to help slower pedestrians to cross.
• Have a detection system that shows pedestrians they have been detected and allows the push button to reactivate the pedestrian phase and/or extend the pedestrian phase. 

PNG: Kerb extensions

PNG: Pedestrian platforms

Pedestrian capacity

When considering the width of the mid-block signalised crossing the following should be considered:

• The location and context of the crossing.
• The volume of people wishing to use the crossing.
• Whether a single stage or two-stage crossing is required.
• The available footpath area for people waiting to cross and through pedestrians.

As an example, if the path width approaching a crossing is 3.0m, then the queuing area and crossing width should be wider (up to twice as wide) to accommodate the expected groups of people wanting to cross the road or pass people queuing at the facility.

The TCD Manual Part 5 recommends a minimum width between crossing lines of 2.0m, with a desirable width of 2.5m.  However, in areas of high pedestrian demand, wider crossing widths will be necessary. These need to remain as clear widths so additional space would be needed around traffic signal infrastructure and to take into account any shy space from pedestrian fencing.

TCD Manual Part 5 – Signalised pedestrian crossings

For two-stage crossings, the waiting area in the middle of the carriageway needs to be designed to hold the expected number of pedestrians in addition to devices such as mobility scooters, scooters, push chairs and (in the case of combined crossings) cyclists. 

Walking speeds

Walking speeds are an important consideration at signalised crossings.  At traffic signals, designers should also be mindful of the following:

• some people can take up to 1.5 seconds to start crossing
• people at the back of a large group of pedestrians for example in high pedestrian areas, close to schools etc, who will take some time to enter the crossing. It is recommended to add 2 seconds for each additional row of pedestrians waiting.[3]
• if the crossing is not wide enough for demands, there could be congestion on the crossing and conflict between people crossing in the different directions.

PNG: Physical space and walking speeds

Signal phases and timings

Generally pedestrian displays move between red, green and flashing red. However, there are some variabilities, for example, many new signal installations include a countdown display in addition to the human figure signals.

Safe operation of signals requires high levels of pedestrian compliance so the signals should respond promptly to pedestrian demand. Different ways of improving signal responsiveness to pedestrians include:

• Exclude the mid-block pedestrian signals from the area wide urban traffic control system that manages the operation of all the traffic signals in a network.
• Consider the wider area and determine if the system reflects the modal priorities. Shorten the cycle times accordingly.
• Let the signals rest in the pedestrian walk phase until a vehicle is detected.

The signal timings should allow for the maximum practical crossing time for pedestrians. The table below summarises ideal pedestrian timings.

Table: Pedestrian signal aspects

Symbol	Meaning	Ideal timings	Minimum timings
Steady red standing human figure	Do not step out on to the road. Wait by the kerb.		The longest average waiting time should be 30 seconds to avoid pedestrians choosing their own gap and trying to cross.
Green walking figure	After checking it is safe to do so, walk across the road.	The green walking pedestrian symbol should be displayed as soon as practicable after the push button is pressed. Provide sufficient time for all waiting pedestrians to enter the crossing. This depends on the depth of waiting space occupied.	Five seconds (six seconds preferred). At shorter intervals, some pedestrians may start to cross and then turn back.
Flashing red standing human figure	Do not step out on to the road, but finish crossing if already on the road.	A pedestrian who has just entered the roadway and is travelling at the 15th percentile speed (default 1.2 m/s) on the longest valid crossing route, should be able to reach the opposite kerb before the steady red standing human figure appears.

Further guidance on traffic signal operations is available in the Austroads Guide to Traffic Management Part 9[4].

Detection

There are a number of methods for detection that offer advantages and disadvantages that are outlined in the table below.

The table describes the following detection methods:

• Push (or call) button
• Kerbside
• Vehicle actuation and linking with other traffic signals
• On-crossing pedestrian detection

Table: Methods of detection [PDF, 178 KB]

 

Design elements

The table below summarises the key features of signal controlled crossings.

Table: Design elements of signalised crossings [PDF, 169 KB]

 

Push (or call) buttons

Pedestrian push buttons are usually mounted on traffic signal poles. An example of a push button is shown below.

There are several key principles that should be followed when installing pedestrian push buttons at signalised intersections. Push buttons should have all the audible and tactile features specified in ‘AS 2353: 1999: Pedestrian push button assemblies’ and summarised in the following guidelines:

RTS 14 – Guidelines for facilities for blind and vision impaired pedestrians [PDF, 1.6 MB]

Pedestrian push buttons should be:

• Located consistently in relation to the continuous accessible path of travel and kerb ramps.
• Placed with the push button facing the direction of travel, except on narrow medians where a single push button for both directions may be located with the face parallel to the pedestrian crossing lines.
• Considered in the median where pedestrians have to cross a two-stage pedestrian crossing. Care must be taken to avoid confusion between separate phases or sections of a crossing in such circumstances, to ensure pedestrians don’t try and cross the full distance when not meant to or stop in the median when this is not required.
• Located on the traffic pole adjacent to the pedestrian crossing lines. Where there is no pole or the poles are too far from the crossing, an additional pole must be installed. The additional pole must be correctly positioned so as not to confuse pedestrians.
• Located less than 1m outside the pedestrian crossing line and less than 1m from the kerb face.
• Not closer than 4m from the next nearest pedestrian push button (to avoid confusion between audible signals). Poles closer than 4m apart may confuse pedestrians who are blind or have low vision over which direction the audible signal applies. If the poles cannot be located more than 4m apart then consideration should be given to reducing the volume of the signal. The vibrating tactile signal must never be turned off.

Pedestrian push buttons should be easily accessible by all pedestrians. Some guidance is provided in Table 1 of the Tactile Indicator Installation Note (TAN #20-20), and in addition the push button should be:

• Within 350mm (horizontally) from the end of the tactile paving area (for persons, particularly those who are blind or have low vision, waiting on a warning indicator, and to ensure persons cannot accidentally pass between the warning indicators and push button pole).
• Between 800mm and 1000mm above the ground surface (for children and wheelchair / mobility scooter users).
• Away from obstructions such as a raised portion of an island (which may inhibit wheelchair access to the pedestrian push button with their elbow)..