Pedestrian safety - Global Road Safety Partnership

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Pedestrian safety: a road safety manual for decision-makers and practitioners Appendix 2 Appendix 2 Traffic-calming measures This appendix provides a brief description of various vehicle speed management measures, with a particular focus on traffic-calming interventions to enable readers to distinguish their basic characteristics (1, 2). For the specification of design requirements, we recommend that guidelines approved in your jurisdiction are also consulted. Chicane A chicane consists of alternately placed kerb extensions into the street. This design creates a horizontal shift in traffic and narrows the roadway down either a single lane or two narrow lanes. Motorists are obligated to slow their speed to manoeuvre through the chicane. Good visibility for drivers and pedestrians can be maintained by either planting low shrubs or groundcover, or by using trees with high canopies. The design of a chicane must consider the needs of not just drivers but also pedestrians and cyclists. As in the serpentine street design (see page 113), chicanes must take into account driveway access and parking needs. Choker Chokers are kerb extensions that narrow a street by widening the sidewalks or planting strips. The street may be narrowed from two lanes to a single lane or to two narrow lanes. Motorists are obligated to slow and, in cases with just one lane, to stop to allow oncoming vehicles to pass. Chokers must be wide enough to accommodate emergency and sanitation vehicles. Kerb extension Kerb extensions, also known as ‘bulbouts’ or ‘neckdowns’, extend the sidewalk or kerb line out into the parking lane, thereby reducing the effective street width. These serve to shorten the pedestrian crossing distance, narrow the roadway, and improve the ability of pedestrians and motorists to see each other. Kerb extensions also prevent motorists from parking in, or too close to, crossings, or from blocking kerb ramps. Kerb extensions should only be used where there is a parking lane. Installation of kerb extensions should consider the special needs of larger vehicles (such as fire trucks and school buses) to turn including options for such vehicles to turn from the outer lane rather than the normal turning lane. Street furniture and landscaping on and near the kerb extension should be chosen carefully to ensure sight distance. Kerb extensions should also be designed to facilitate adequate water drainage. Kerb radius reduction A common type of vehicle–pedestrian collision occurs when a pedestrian is struck by a right-turning vehicle at an intersection in right-hand-drive areas (the opposite is true in left-hand-drive locations). Large kerb radii encourage motorists to make 111
Appendix 2 right turns at higher speeds, increasing the risk to pedestrians. Reducing the kerb radius creates a tighter turn and results in motorists making right turns at lower, and therefore safer speeds. Other important benefits of reduced kerb radii are shorter crossing distances for pedestrians and improved sight distances between pedestrians and motorists. Larger kerb radii have been determined to be helpful for older drivers. They also are needed for safe turning by larger vehicles such as fire trucks, school buses, moving vans, and delivery trucks. Mini-circle Mini-circles are raised circular islands constructed in the centre of residential street intersections. Intended to reduce vehicle speeds by forcing motorists to manoeuvre around them, mini-circles may be appropriate at intersections where traffic volumes do not warrant a signal or stop sign. A series of intersections along a local street could be treated as part of a neighbourhood traffic improvement programme to improve pedestrian safety and also beautify the neighbourhood. Tight kerb radii should accompany mini-circles to discourage motorists from making high-speed turns. Mini-circles with cuts in ‘splitter’ islands make crossing easier for pedestrians, especially those in wheelchairs. Larger vehicles such as fire trucks and school buses, can be accommodated by creating a mountable kerb on the outer portion of the circle. Mini-circle landscaping should not block sight distance – groundcover, short shrubs, or trees with tall canopies may be used. Yield controls should be used. Modern roundabout A modern roundabout is built with a large, often circular, raised island located in the centre of the intersection of a street with one or more crossing roadways. Motorists enter the circle, travel around it, and then turn onto the desired street. All entering traffic yields to vehicles approaching from within the roundabout. A roundabout is intended to be applied where vehicular delay can be maintained at or below levels experienced by stop or signal controlled intersections. Because of this, they can sometimes be installed on two-lane roadways in lieu of a road widening to four lanes. Modern roundabouts can be relatively friendly to pedestrians if they have splitter islands on each approach to the roundabout and are designed to slow traffic prior to entering the roundabout. The splitter islands can serve as a refuge for pedestrians and make crossing safer. There is lingering concern, however, about safety for visuallyimpaired pedestrians at roundabouts. Accessible pedestrian signals and truncated domes placed at splitter islands can assist visually impaired pedestrians with gap selection and ‘wayfinding’. In larger roundabouts, an off-road bicycle path may be used to allow bicyclists to use the pedestrian route. Pedestrian refuge islands and raised medians Raised pedestrian refuge islands, or medians, at crossing locations along roadways, provide another strategy to reduce pedestrian exposure to motor vehicles. Also called ‘centre islands’ or ‘pedestrian islands’, refuge islands and medians that are raised (i.e. not just painted) provide pedestrians with more secure places of refuge during street crossing. This simplifies the crossing manoeuvre for pedestrians by creating 112
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Pedestrian safety A ROAD SAFETY MAN
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WHO Library Cataloguing-in-Publicat
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Table of contents 2.1.1 Traffic mix
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vi Preface
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Preface Contributors and acknowledg
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x Executive summary
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Pedestrian safety: a road safety ma
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1 Why is addressing pedestrian safe
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2 Pedestrian safety in roadway desi
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• About 80% of bus commuters and
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area, for example, narrowing from a
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Figure 2.1 A comprehensive framewor
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3 Prioritizing pedestrian safety in
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Table 3.1 Pedestrian safety: a road
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A road safety audit is a formal sys
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References Pedestrian safety: a roa
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Pedestrian safety - Global Road Safety Partnership

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