8 NRA-Pedestrian-Crossing PDF

National Roads Authority
Pedestrian Crossing Specification
and Guidance

April 2011

National Roads Authority Pedestrian Crossing Specification and Guidance
Pedestrian Crossing Specification and Guidance
1 Pedestrian Crossing Provision ...................................................................................... 1
1.1 Introduction ........................................................................................................................ 1
1.2 Types of Facility .................................................................................................................. 1
1.3 Requests for a Pedestrian Crossing .................................................................................... 1
2 Assessing the Need for a Pedestrian Crossing ............................................................... 2
2.1 Assessment ......................................................................................................................... 2
2.2 On‐site Assessment............................................................................................................. 2
2.3 Site Survey .......................................................................................................................... 3
2.4 Traffic Survey ...................................................................................................................... 3
2.5 Crossing Need Assessment ................................................................................................. 4
2.6 Justification for a Crossing .................................................................................................. 5
3 Choosing the Most Appropriate Form of Pedestrian Crossing ...................................... 6
3.1 Forms of Crossing ............................................................................................................... 6
3.2 Uncontrolled Crossing at a Refuge Island ........................................................................... 6
3.3 Zebra Controlled Crossing ................................................................................................... 7
3.4 Signal Controlled Crossing .................................................................................................. 7
3.5 School Warden Crossing Patrol .......................................................................................... 8
4 Design and Installation of a Pedestrian Crossing .......................................................... 9
4.1 Visibility ............................................................................................................................... 9
4.2 Positioning Relative to Side Road ..................................................................................... 10
4.3 Crossing Width .................................................................................................................. 10
4.4 Road Markings and Signs .................................................................................................. 10
4.5 Lighting ............................................................................................................................. 11
4.6 Skid Resistance of Road Surface ....................................................................................... 11
4.7 Drainage at the Crossing ................................................................................................... 12
4.8 Dropped Kerbs and Tactile Paving .................................................................................... 12
4.9 Guard Railing ..................................................................................................................... 13
4.10 Specific Zebra Crossing Issues ........................................................................................... 13
4.11 Specific Signal Controlled Crossing Issues ........................................................................ 14
4.12 Toucan Crossings .............................................................................................................. 15
5 Standard Detail Drawings and Specification ............................................................... 17
6 References ................................................................................................................. 18
Appendix A Pedestrian Crossing Site Assessment ...................................................... A1
Appendix B Pedestrian and Vehicle Count Survey Summary ..................................... B1
Appendix C Pedestrian Crossing Need Assessment .................................................... C1
Appendix D Worked Example of Pedestrian Crossing Assessment ............................. D1
Appendix E Typical Crossing Times for Signalised Crossings ....................................... E1

1 Pedestrian Crossing Provision
1.1 Introduction the green man display, or the act of stepping
onto a zebra crossing, gives an assured safe
This document is intended as good practice crossing opportunity and do not keep alert for
guidance for the provision of pedestrian approaching vehicles. However some drivers
crossings within 50km/h or 60km/h speed do not always stop when required to do so
limits on national roads. and occasionally pedestrians are injured on
the crossing, or there are nose to tail shunt
Pedestrian facilities at signal controlled accidents on the approaches as drivers brake
junctions are not covered by this document. suddenly. The provision of good inter‐visibility
between pedestrian and driver (see Section
Pedestrians need adequate gaps in traffic to 4.1) and high friction surface (see Section 4.6)
cross a road. In relatively low speed urban can help to minimise this.
environments (up to around 50km/h) a gap of
4‐6 seconds is adequate for most able‐bodied
adult pedestrians to cross a 7m wide two lane
road. Child and elderly pedestrians may have
more difficulty judging speed and safe gaps in
traffic and therefore will require longer gaps.
Visually impaired pedestrians, wheelchair

users and people with walking difficulties will
require longer gaps of around 10‐12 seconds.
The number of safe gaps decreases with the
increase in traffic volume and hence different
forms of crossing are appropriate for different Figure 1.1 Pedestrian crossing
sites. The availability of safe gaps can be
determined by site survey and compared with
crossing demand. 1.3 Requests for a Pedestrian Crossing
The first step to take after receiving a request
1.2 Types of Facility for a crossing is to assess the need at that
location for a crossing facility. The assessment
Crossing facilities fall broadly into three types;
will firstly consider whether there is a need for
• Uncontrolled crossing, often with a any facility at all, and then will determine
central refuge island which is the most appropriate form of crossing
• Controlled Zebra crossing, with black & to provide. This will ensure that crossing
white road markings and amber flashing facilities are provided at the most suitable
beacons locations for pedestrians to be able to cross in
• Controlled Signalised crossing, with a safety.
pushbutton facility for the pedestrian
Existing warrants for pedestrian crossings are
These types are described in more detail in contained in RT206 Warrants for Pedestrian
Chapter 3. Crossing Facilities1 published in 1981. While
these warrants were based only on pedestrian
It should be noted that crossings are an and traffic flow and collision history, it is now
amenity to aid access and make it easier to considered more appropriate to include other
cross a road. The provision of a controlled factors in assessing the need for a crossing.
crossing will not necessarily reduce collisions Accordingly the warrants in RT206 are
and may even lead to an increase in collisions. superseded by the criteria and procedures set
Where a controlled crossing is present some out in Chapter 2 of this guidance.
pedestrians assume that the appearance of
April 2011 1
2 Assessing the Need for a Pedestrian Crossing
2.1 Assessment lines and of crossing visibility for drivers
emerging from the side road. This matter
Once a request for a crossing has been is discussed further in section 4.2.
received, an experienced engineer should visit
the proposed site of the crossing and carry out
an Assessment of Need for the crossing. This
will involve:
• an on‐site survey of the physical
environment and the nearby amenities
and generators of pedestrian traffic as
described below,
• traffic and pedestrian surveys to
determine the crossing demand and the
traffic environment at the site. Figure 2.1 Crossing site with good
pedestrian/driver inter‐visibility
2.2 On‐site Assessment
• It is not advisable to provide a controlled
The engineer should examine the site and crossing on a side road close to its
decide on the best location for a possible junction with the main road. It is
preferable to provide an uncontrolled
crossing. This should be located as close to
crossing point as shown in Figure 2.2.
the pedestrian desire line as possible but
Traffic turning into and out of the side
should avoid obvious points of conflict with
nearby side roads and vehicle accesses. road will tend to yield to pedestrians
crossing the side road at this location. If a
Once installed, a controlled pedestrian controlled crossing is to be provided
crossing will become a focus of concentration across the side road then it must be
for drivers. As their attention is directed to positioned a minimum of 20m from the
the crossing itself, drivers are not always fully junction mouth.
aware of what is occurring within the 50m
length of road on approach to the crossing.
This area is thus a potentially hazardous place
for pedestrians to cross the road. Therefore Carriageway
Uncontrolled
particular care should be taken to avoid crossing
placing the crossing in a location where the Footpath
desire lines may result in pedestrians crossing
the road within the 50m approach length.
Issues to take into account include:
Figure 2.2 Uncontrolled crossing
• Good pedestrian/driver inter‐visibility
position at junction mouth
should be available. The approaches
should be clear of trees, bushes and • The site must be reviewed at night time
street furniture which could block this to assess the existing standard of street
visibility or cause obstruction of the lighting.
footpath for wheelchair users or visually
• Vehicles should not be allowed to use the
impaired pedestrians.
dropped kerbs at the pedestrian crossings
• The location of the crossing relative to to gain access to property or to park on
side roads must be carefully considered, the footpath.
to take account both of pedestrian desire
April 2011 2
• The placing of refuge islands should allow • Number and type of vehicles approaching
for the swept paths of turning vehicles at the proposed crossing location (see
any nearby junctions and accesses. section 2.4).
Site survey form PCS A1 is included as

2.3 Site Survey
Appendix A.
The engineer should carry out a site survey
over a length of approximately 50m either 2.4 Traffic Survey
side of the proposed crossing location. It may
be necessary to survey a number of different The traffic survey consists of a pedestrian
lengths if there is no single specific crossing survey and a vehicle survey. The surveys are
desire line. generally undertaken over the 12 hour period
7am ‐ 7pm. This will cover the morning and
The site survey should include the following evening peak hours plus lunch times and any
items: other busy periods such as school starting and
finishing times and local peaks for movements
• Photographs of the proposed site.
relating to employment, leisure and shopping
• Details of the road and footpath layout facilities. A shorter survey period can be
and widths. undertaken if required but it should include all
potential main pedestrian movement times.
• The visibility for approaching drivers of
These surveys should be carried out either by
the proposed crossing location and of
trained and experienced staff or by a specialist
pedestrians approaching the crossing.
traffic counting firm.
• The visibility for pedestrians at the
proposed crossing point of vehicles Vehicles
approaching the crossing. The vehicle traffic survey should count the
• Local traffic facilities or restrictions such numbers of vehicles and the results should be
as speed limit, street lighting, loading and summarised into 15 minute blocks, split by
parking restrictions, public transport direction of travel. Cyclists, buses and heavy
stops, nearby side roads and accesses, goods vehicles should be identified separately.
nearby pedestrian crossings and school Traffic speeds (85 percentile) should also be
crossing warden locations. determined. The vehicle survey can either be
undertaken manually or by automatic
• Surrounding vehicle and pedestrian counters, illustrated in Figure 2.3. Automatic
movement generators such as schools, counts, if done, should preferably be over a
shops, public transport stops or stations, one week period.
hospitals, doctor’s surgeries, sheltered
housing, disabled persons meeting and Pedestrians
living centres, leisure facilities and The pedestrian survey should count the
community facilities. numbers of pedestrians crossing and the
• Road collision history in the surrounding results should be summarised into 15 minute
area. blocks. The number of people with pushchair
or pram, elderly people, unaccompanied
• Number and type of pedestrians who will young children, visually impaired, people with
use the crossing, identifying age and walking difficulties, wheelchair users, able
ability (see section 2.4). bodied pedestrians and cyclists should be
• The difficulty of crossing and the crossing identified separately.
delay (see section 2.4).
Crossing Difficulty
• Speed of vehicles passing the proposed
If a road is difficult to cross the survey will find
location (see section 2.4).
that existing numbers of pedestrians crossing
are low, particularly in the case of the more
April 2011 3
vulnerable road users, thus artificially between vehicles and pedestrians, but also
suppressing the measured crossing demand. includes an evaluation of latent demand and
The recording of crossing difficulty will of the other indicators of crossing need that
automatically highlight this situation in the have been collected in the Site Survey.
survey.
The crossing difficulty should be measured by Calculating PV2
noting the average length of time that As a first step a numerical value of PV2 is
pedestrians spend waiting at the kerb for a calculated using the values of P (number of
reasonable gap in traffic before crossing. pedestrians crossing per hour) and V (number
Separate values should be noted for able‐ of vehicles passing each hour) gathered in the
bodied and for elderly or disabled people. A traffic survey. Higher values indicate a greater
numerical rating of between 1 and 5, as need for a crossing.
described in Form PCS A1 can then be P = pedestrians crossing per hour
assigned to the location according to these V = two‐way vehicle flow per hour
lengths of time.
A single value of P and a single value of V are
Usually surveys should be carried out on a determined for each hour of the survey
typical weekday during school term time. If period.
the perceived need for the crossing occurs The P value for each hour is weighted to
outside this time period, such as weekend account for the increased need if there is a
shopping hours, then the appropriate hours large number of unaccompanied children
and days should be covered in the survey. under 16 years old, elderly pedestrians and
Pedestrian and vehicle count survey summary disabled pedestrians.
forms PCS B1 and PCS B2 are included as
Appendix B. The V value for each hour is also weighted to
account for high proportions of heavy vehicles
and buses.
The values of these weightings are shown in
the Pedestrian Count Summary Sheet PCS B1
and Vehicle Count Summary Sheet PCS B2 in
Appendix B.
A value of PV2 is then calculated for each hour.
The 2 highest hourly values should be
identified and averaged to give one value.
Latent Demand Evaluation
The very act of providing a crossing facility can
often lead to a substantial increase in
pedestrian flows. Therefore the next step in
the assessment involves adding weightings to
the calculated value to account for factors
Figure 2.3 Two types of that cannot be measured in the traffic survey
automatic traffic counter but may be a source of latent pedestrian
crossing demand.
2.5 Crossing Need Assessment For each of the following pedestrian
generators an additional PV2 value of 10 x 106
Once the surveys are complete, the need for a should be added to the value derived from the
crossing can be determined using the NRA survey:
Pedestrian Crossing Assessment Method. This • route to/from a school
method is based on the numerical PV2 • route to/from shops
method, which measures the existing conflict
April 2011 4
• route to/from sheltered housing, hospital • the difficulty of crossing
or doctor’s surgery • the latent demand
• route to/from rail or bus station or stop
• route to/from leisure facilities The higher the value of the final PV2 the
• route to/from community facility greater the need for a crossing.
Crossing Difficulty The final PV2 value can be either set against a
value for justification or used as a way of
If a crossing difficulty rating of 4 or 5 is
ranking a number of different possible
assigned to the location then an additional PV2
crossing sites in priority order.
value of 10 x 106 should be added to the value
derived from the survey.
If, after all the weightings are accounted for,
the total PV2 value is less than 100 x 106 then
Pedestrian Crossing Need Assessment
a signal controlled or Zebra crossing would not
summary forms PCS C1 and PCS C2 for the
generally be justified.
calculation of the final PV2 value are included
as Appendix C.
A worked example of a full Pedestrian
Crossing Assessment, including Site
2.6 Justification for a Crossing Assessment, Pedestrian and Vehicle Counts
and Crossing Need Assessment for a site is
The final calculated PV2 value will include included as Appendix D.
elements evaluating:
• the pedestrian/traffic conflict
• the vulnerability of the road users
April 2011 5
3 Choosing the Most Appropriate Form of Pedestrian
Crossing
3.1 Forms of Crossing offer pedestrians the benefit of being able to
cross streams of traffic separately with a safe
There are 3 forms of at‐grade pedestrian haven in the middle of the road. A typical
crossing generally available for use on national island is shown in Figure 3.1.
roads:
Refuge Islands have limited pedestrian storage
• Uncontrolled crossing, often with a
capacity and therefore are not suitable for
central refuge island.
high pedestrian volumes or locations where
• Controlled Zebra crossing, with black & large groups of pedestrians cross together.
white road markings and amber flashing
beacons. Refuge islands should be located sufficiently
far from side roads and accesses to allow for
• Controlled Signalised crossing, with a the swept paths of vehicles. Bus stops may
pushbutton facility for the pedestrian. need to be relocated. Parking or loading
facilities may need to be provided to prevent
This section gives advice on the selection of
vehicles obstructing the refuge island or the
the most appropriate type of crossing for the
road.
proposed location being investigated.

There are no definitive levels of traffic flow
that one can say require particular types of
crossing. It is the combination of the number
and type of pedestrian movements, the road
width, traffic speed, traffic volumes, etc. The
presence of significant numbers of vulnerable
road users such as unaccompanied children,
elderly people, visually impaired pedestrians
and wheelchair users may require a controlled
crossing regardless of traffic volumes.
3.2 Uncontrolled Crossing at a Refuge Figure 3.1 Refuge Island

Island
Additional lighting of the crossing point should
Pedestrians crossing a single carriageway road also be considered. The ducting and access
without a refuge island have to wait for a gap chamber arrangement to be provided is
in traffic in both directions of traffic shown in the drawings in Chapter 5 and is
movement. Often there is a gap in one designed to provide for possible future
direction but not the other. On busy roads upgrade to a zebra or signal controlled
this can lead to problems with pedestrians crossing.
feeling that it is unsafe to cross, or making
risky crossing movements such as standing Not all roads are wide enough to
unprotected in the middle of the road. accommodate refuge islands. Refuge islands
Children, the elderly and disabled people can should generally be at least 2.1m wide where
find it very difficult to cross wider and busier possible but this can be reduced to an
roads and feel in danger. absolute minimum of 1.5m for narrower
roads. If a substantial volume of cycles is
Refuge islands are a comparatively cheap present on the road and cycles and other
form of uncontrolled crossing facility. They traffic are expected to be able to travel side by
April 2011 6
side past the refuge island then the running hour two‐way with a refuge island). They are

lane widths should be a minimum of 5m. not suitable for areas of high pedestrian
However such large road widths are not movements such as busy shopping streets or
generally available, and if cycle flows are low near train stations, as high or continuous
it is usually acceptable to create a short “pinch pedestrian flows can cause excessive traffic
point” at the refuge island where overtaking delay.
of cycles is not possible. The preferred width
of the running lane in this situation is 3.5m, Where a road is wide enough a zebra crossing
which is narrow enough to deter any attempt with a refuge island should be provided as this
at the parallel passing of cycles and other will improve both safety and traffic flow.
traffic. Under such circumstances the zebra crossing
is divided and is effectively 2 separate
Hence a minimum road width of 9.1m is crossings.
required to install a refuge island of a
comfortable size, but a narrow refuge island Zebra crossings should be located sufficiently
can be installed within an absolute minimum far from side roads and accesses to avoid
road width of 8.5m if necessary. The narrow conflicts between vehicles and pedestrians
width refuge island should not be used where (see section 4.2). Zebra crossings require the
there are large numbers of pedestrians or use of zigzag markings to prevent parking or
where wheelchairs or pedestrians with loading in the vicinity of the crossing point.
pushchairs or prams regularly cross.
Bus stops may have to be relocated away from
A refuge island is often a good option for low the crossing and zigzag markings to make sure
pedestrian crossing volumes where there is that they do not block pedestrian/driver inter‐
little demand from unaccompanied children, visibility.
elderly, visually impaired or people with
walking difficulties. Additional lighting of the crossing point should
be provided. Details of and specifications for
the specific lighting required for crossings are
3.3 Zebra Controlled Crossing given in the drawings in Chapter 5.
A zebra crossing can be more expensive than a
refuge island but is still a comparatively cheap 3.4 Signal Controlled Crossing
form of crossing. A simple Zebra crossing is
shown in Figure 3.2. A signal controlled pedestrian crossing is
suitable for a wider variety of pedestrians and
traffic flows but is more expensive to install
and maintain than a zebra crossing. It offers
pedestrians the advantage of a more positive
form of control with a signalled green man
crossing period where traffic is held on red.
Visually impaired pedestrians often prefer

using signal controlled crossings because of
the tactile push button units and audible
bleepers.
The style of signal controlled pedestrian

Figure 3.2 Zebra crossing crossing recommended is known as a Puffin
Crossing, as shown in Figure 3.3. It offers the
A zebra crossing is suitable for low approach advantage of advanced pedestrian detection
speeds (up to 50km/h) and low traffic volumes technology that can vary the time that traffic
(less than 500 vehicles per hour two‐way is held if there are large groups of pedestrians
without a refuge island or 750 vehicles per such as schoolchildren or slower moving
April 2011 7
pedestrians such as the elderly or people with crossing volumes. If speed detection loops

walking difficulties. This type of crossing also are included it can cope with higher approach
incorporates detection to cancel the calling up speeds by increasing intergreen time, and in
of a pedestrian stage if gaps in traffic become busy town centre areas it can be linked to
available and pedestrians choose to cross the adjacent traffic signal junctions to minimise
road before the pedestrian phase begins. This delays to traffic.
prevents unnecessary delays for traffic.
Additional lighting of the crossing point should
be provided. Details of and specifications for
the specific lighting required for a pedestrian
crossing are given in the drawings in Chapter
5.
Toucan crossings are of the same design as

Puffin crossings, but with a wider crossing
walkway to allow for the crossing of both
pedestrians and cyclists at the same time. A
Toucan has two separate pushbutton units at
each side of the road, one for cyclists and one
for pedestrians.
Figure 3.3 Puffin style crossing
3.5 School Warden Crossing Patrol
This type of signal controlled crossing can also
be more traffic efficient than both the Zebra A school warden crossing patrol point is not a
crossing and the traditional type of signalised general pedestrian crossing as it is only in
crossing (Pelican) used in the past as it can be operation for specific short time periods.
set to give vehicles a minimum green time. There are specific road markings that indicate
The engineer can decide on the correct the position of a school warden crossing
balance between pedestrian and vehicle patrol and these are shown in the drawings in
priority and set the controller to best suit the Chapter 5.
crossing site. A Puffin is particularly good for
crossing sites that have higher traffic volumes
and it can also cope with high pedestrian
April 2011 8
4 Design and Installation of a Pedestrian Crossing
crossing. The required visibility distance to
4.1 Visibility
approaching vehicles is y as shown on the
diagram below. The y value is the same as the
Visibility is a key safety issue at pedestrian
driver visibility distance given in table 4.1.
crossings. It is important that drivers
approaching a crossing have good visibility of
the crossing and of any pedestrians about to
cross. Similarly, pedestrians must be able to
see approaching vehicles.
Any trees, bushes, street furniture or other

objects that could restrict visibility should be
removed or re‐located. Single narrow
columns and poles that obscure vision only
momentarily can be left in situ. If removal of
objects is difficult then footpath build‐outs to Figure 4.1 Pedestrian visibility
improve visibility could be considered as an
alternative.
If the visibility criteria cannot be met but a
crossing is still considered to be beneficial
Vehicles parking and loading on the
then permanent signs warning of the crossing
approaches will block visibility and the parking
should be erected. Reference should be made
restrictions indicated on the drawings in
to the Traffic Signs Manual2 for details of the
Chapter 5 will need to be implemented to
signs.
prevent this.
If there are parking spaces marked out on the
Visibility requirements for crossings are given
approaches to a crossing point then footpath
below.
build‐outs as illustrated in Figure 4.2 should
Driver visibility to crossing: be provided to ensure that pedestrians
waiting to cross are brought forward to
Drivers must have good visibility of the maintain good pedestrian/driver inter‐
crossing from an adequate distance on the visibility.
approaches. This distance varies with the
ambient speed of vehicles on the road and is
defined in table 4.1 below. This applies to
visibility of signal heads, Belisha beacons, the
crossing area and the footpath at the crossing.
It also applies equally to uncontrolled
crossings.
Table 4.1. Driver visibility requirements
85%ile approach speed Visibility
(km/h) (m)
50 70
60 90
Figure 4.2 Build‐outs at refuge island
Pedestrian visibility to approaching vehicle:
Pedestrians should have good visibility of

approaching vehicles from an x distance of 2m
back from edge of road on each side of the
April 2011 9
4.2 Positioning Relative to Side Road crossing immediately at the junction,

where it is within the immediate vision of
• If the crossing is to be positioned close to
the driver on the side road pulling up to
a side road then the following minimum
the stop line.
distances, illustrated in Figure 4.3, should
be maintained between the stop line
marking for the crossing and the position 4.3 Crossing Width
of a driver waiting at the side road stop or
yield line: The minimum width of the crossing walkway,
shown in Figure 4.4, should generally be 2.8m,
for a Zebra crossing, 5m
although this can be reduced to 2.4m width at
for a signal controlled crossing, 20m
difficult sites if necessary. Wider crossings can
be provided up to 5m width in areas of high
• The above distance for a signal controlled
pedestrian crossing movements (over 600
crossing may be reduced if the engineer
pedestrians per hour).
considers that site circumstances allow

this and that locating the crossing
elsewhere would not be as beneficial.
Circumstances that may allow this
include:
low vehicle flows on the side road
good general pedestrian/driver inter‐
visibility around the crossing from
both main road and side road
approaches
good visibility of the signal heads for
drivers turning out of the side road

Figure 4.4 Crossing walkway

If refuge islands are being installed as an
uncontrolled crossing these also should allow
for a minimum crossing width of 2.8m. They
can then be more easily upgraded to zebra or
Minimum distance signal controlled crossings in the future if
5m (zebra) required.
20m (signal)
4.4 Road Markings and Signs
Figure 4.3 Position of crossing relative to
vehicle waiting on side road The road marking and sign requirements for
each type of crossing are detailed on the
• Wherever a controlled crossing of the
drawings in Chapter 5.
main road is to be located near a busy
side road junction the preferred position When a new crossing is installed temporary
is to the right hand side of the side road, signs should be provided indicating a “new
as illustrated in Figure 4.3. Crossings road layout” for refuge islands or “new
positioned to the left hand side can cause pedestrian crossing” for zebra and signal
visibility problems, as drivers turning left controlled crossings. These temporary signs
out of the side road tend to look only to should be removed after six months, when the
their right for approaching traffic, and do term “new pedestrian crossing” is no longer
not look to their left hand side until the appropriate.
left turn manoeuvre is already underway.
If the pedestrian desire line is in this Zigzag markings should be provided on both
position then it is preferable to place the the approaches to and exits from Zebra
April 2011 10
crossings and signal‐controlled crossings. In located at the rear of the footpath, up to a
most cases eight zigzag markings, covering a maximum of 3m from edge of road, or for
distance of approximately 16m should be zebra crossings they can be combined with
provided on each approach and exit. This is to the Belisha beacon pole as shown in the
prevent parking which may restrict drawings in Chapter 5. Specification for the
pedestrian/driver inter‐visibility. However lamp unit is also given in these drawings. A
conditions on site such as parking space needs suitably qualified and experienced street
may make this difficult to achieve, and in such lighting engineer should be consulted on any
cases the designer should consider the queries regarding the provision of lighting.
circumstances and design the most suitable
layout. At Zebra crossings this minimum can
4.6 Skid Resistance of Road Surface
be reduced to 2 markings on the crossing exits
if absolutely necessary, but the approaches Approaches to crossings are generally high
must be kept at 8 markings. stress areas with frequent braking action. If
vehicles cannot stop in time there is a greater
All signs and road markings should comply
risk of collisions with a pedestrian on the
with the Traffic Signs Manual2.
crossing or of rear end shunts on the
approaches. Consequently the approaches
4.5 Lighting need to provide a high level of skid resistance.
This can be achieved in a number of ways:
If the existing street lighting is not sufficient
then additional lighting should be provided at • Provision of a new wearing course
pedestrian crossing points, as illustrated in incorporating a high Polished Stone Value
Figure 4.5. This additional lighting throws a chipping material.
band of light across the road at the crossing • Application of proprietary high friction
location and shines directly onto pedestrians surface.
waiting at the kerb, ensuring that there is
The high level of skid resistance should be
good visibility of pedestrians on and
provided for a minimum length of 50m on
approaching the crossing during the hours of
approaches to zebra and signal controlled
darkness.
crossings in 50km/h speed limits. If approach

85%ile speeds are greater than 50km/h then a
longer length would be required. A rule of
thumb for the length is 1m per 1km/h of
approach speed. However, there are
locations where traffic conditions may justify
longer lengths, for example where the length
of queues regularly exceeds the calculated
length for high friction surface and thus
braking occurs before vehicles reach this
length.
It is preferable to use high friction surfacing

Figure 4.5 Additional lighting at a crossing
with a colour contrast to the road surface.
The high friction surfacing should start at the
If existing street lighting has already been vehicle stop line and extend back along the
upgraded to cater for pedestrian traffic then it approach. If it were to be laid from the
may not be necessary to provide additional walkway line, extending back through the stop
lighting. line, the block of colour could mislead
approaching drivers about the position of the
The drawings in Chapter 5 indicate the
stop line, thus increasing the risk of vehicles
additional lighting options that are available
overshooting into the pedestrian area.
for designers. Lamp columns can either be
April 2011 11
If needed, high friction surface that is Refuge islands when used on their own are
coloured grey and does not contrast with the uncontrolled crossings and buff tactile paving
colour of the road surface can be laid over the should generally be used, as shown in Figure
short length between stop line and crossing 4.7. This will provide a good colour contrast
walkway line. An example of grey coloured with most footpath surfaces. Alternatively,
high friction surface on the entire approach grey tactile paving can be provided if the
length to a crossing is shown in Figure 4.6. colour of the footpath is similar to the buff
tactile paving.

Figure 4.6 Grey high friction surface on
approach to Puffin crossing (UK) Figure 4.7 Tactile paving at a refuge island
Red tactile paving should not be used at

4.7 Drainage at the Crossing uncontrolled crossings. A stem to the rear of
the footpath should not be provided at
Unless the crossing is well constructed there
uncontrolled crossings.
may be drainage problems leading to ponding

at the crossing points which could be a
particular problem in wet or icy conditions.
Crossing points should therefore be well
drained but care should be taken not to place
any drainage gullies within the crossing
walkway, as these could be a trip hazard for
pedestrians.
4.8 Dropped Kerbs and Tactile Paving
Dropped kerbs should be provided at all

crossings to ensure good access for mobility
impaired pedestrians and those with Figure 4.8 Tactile paving at a
pushchairs or prams. The kerb upstands controlled pedestrian crossing
should be flush with the carriageway up to a
maximum of 6mm. The footpath crossfall at At Zebra and signal controlled crossings red
these locations should preferably be 1:20, tactile paving in an L shape should be used, as
with a maximum of 1:12, to allow ease of use. shown in Figure 4.8. The stem of the tactile
paving should extend to the rear of the
Tactile paving should be provided for visually footpath. The red paving will provide a good
impaired pedestrians. Detailed specification colour contrast with most footpath surfaces.
and drawings of tactile paving layouts are In historic areas or for improvement schemes
given in Chapter 5. with special footpath materials red is still
preferred in order to maintain good colour
contrast but buff or grey can be used if
April 2011 12
absolutely necessary. This use of buff or grey The effectiveness of the guard rail will be

for controlled crossings should be exceptional reduced if gaps are left for vehicular access or
and the approval of the relevant roads loading of goods and these should therefore
authority must be sought. be avoided wherever possible.
Signal controlled crossings do not have tactile Where guard rail is used it should be of the
paving in the central refuge, if one is provided. “offset infill bar” type, as shown in Figure 4.9,
Pedestrians are signalled to walk across the to ensure that there is good inter‐visibility
full width of the road in one go, and putting between child pedestrians and drivers.
tactile paving in the refuge island under these
circumstances could confuse visually impaired
people. The exception to this is for a
staggered crossing arrangement where two
separately controlled crossings are provided
with a large central refuge island.
The stem of the L shaped tactile paving is

designed to lead visually impaired pedestrians
to the push button units. The push button
units on signal controlled crossings are
generally located on the right hand side of the
pedestrian waiting at the crossing because
this is the side from which traffic approaches. Figure 4.9 Offset infill bar pattern to
This is so that sighted pedestrians about to improve visibility of child pedestrians
cross are facing oncoming traffic when they
press the push button. Guard rail should only be used where it is
needed to prevent hazardous crossing, as it
On wide crossings an additional push button creates an uncomfortable environment for
can be provided on the left hand side of the cyclists who can get squeezed against it. Long
waiting pedestrian. On one way streets the L lengths of guard rail provide little extra
shaped tactile paving, push button and pedestrian benefit and should be avoided.
pedestrian display units should still be
installed on the right hand side of the waiting Guard rail should tie‐in to the Belisha beacons
pedestrian as this is where a visually impaired of zebra crossings or the signal posts of signal
person would expect to find the push button. controlled crossings. If guard rail extends past
However an additional push button should be the beacons or signal posts then it can
provided on the left hand side of the waiting obstruct the use of the crossing. If guard rail
pedestrian, where sighted pedestrians would falls short of beacons or signal posts then
be facing oncoming traffic. pedestrians may be tempted to walk through
the gap between them and may be at risk as
More detailed guidance on tactile paving is they are unlikely to then follow the route of
provided in Chapter 13 of the Traffic the crossing walkway, which is where drivers
Management Guidelines3. expect them to be.
4.9 Guard Railing 4.10 Specific Zebra Crossing Issues
Many collisions on pedestrian crossings occur A zebra crossing should be located a minimum
on the approaches to the crossing when of 5m from a side road, as described in section
pedestrians cross the road a few metres away 4.2.
from the crossing, in its “shadow”. Guard rail
can help to prevent this and can provide Zebra crossings can be located adjacent to low
useful guidance for visually impaired usage private accesses but the dropped kerbs
pedestrians. at the pedestrian approaches to the crossing
April 2011 13
should not be used by vehicles for access Where possible signal controlled crossings
purposes. near roundabouts should be of the staggered
type so that the crossing of the exit lane is
At roundabouts the zebra crossing should be further from the roundabout than that on the
positioned away from the flared area of the entry lane. This can help to reduce the risk of
approach but as close to the pedestrian desire queues on the exit lane blocking the
line as possible. circulatory area.

Signal controlled crossings can be located
adjacent to low usage private accesses but the
dropped kerbs at the pedestrian approaches
to the crossing should not be used by vehicles
for access purposes.
The controller cabinet and any feeder pillars

for electricity should be located at positions
where they do not obstruct footpaths, pose a
trip hazard or where they would obscure
pedestrian/driver inter‐visibility.
Figure 4.10 Two lane approach In a Puffin type crossing the red and green

to zebra crossing man pedestrian displays are located on or
adjacent to the push button units, rather than
Where a zebra crossing has 2 or more lanes on on the opposite side of the road. The reason
any approach, as illustrated in Figure 4.10, for this is to encourage pedestrians to look
there is a risk that vehicles in adjacent lanes towards oncoming traffic before crossing. It
will block a driver’s view of a pedestrian on also helps to overcome pedestrian hesitation
the crossing, resulting in a higher risk of a problems that occur when pedestrians are
collision. The risk of this can be reduced by mid‐crossing at the time that the green
increasing the distance between the yield line pedestrian symbol starts to flash.
and the crossing walkway line, as shown in the
drawings in Chapter 5, to prevent blocking of On‐crossing detection is provided to ensure
visibility by vehicles in adjacent lanes. that slow moving pedestrians or large groups
of pedestrians, such as school children, have
adequate time to cross before vehicles are
4.11 Specific Signal Controlled Crossing
given a green signal. Figure 4.11 shows an on‐
Issues
crossing detector as well as a kerbside
pedestrian detector.
A signal controlled crossing should be located

a minimum of 20m from a side road, as
described in section 4.2
At roundabouts there is a risk that a signal

controlled crossing could be mistaken for a
signal controlled roundabout approach, which
could lead to drivers failing to yield at the
roundabout. Such a crossing should thus be a
minimum of 25m away from the roundabout
yield line. Unfortunately this often results in
the crossing being positioned away from the
pedestrian desire line. In this case provision
of guard rail can help direct pedestrians to the Figure 4.11 Pedestrian kerbside and
crossing. on‐crossing detectors
April 2011 14
Additional pedestrian detection is provided at the primary pdu, at around 1m above ground
the kerbside to allow cancelling of the level, is blocked from view by a pedestrian
pedestrian demand if pedestrians cross the standing next to it, then there is an alternative
road in gaps in the traffic flow that become pdu on view at a higher level for other
available before the pedestrian phase begins, pedestrians waiting to cross.
thus negating the need for traffic to be
stopped. The push button units need to be adjacent to
where pedestrians will wait to cross. This is
A range of different pedestrian push button particularly important for visually impaired
units are used in Ireland. These incorporate road users who may not be able to see or find
different types of tactile and audible facilities the exact location of the push button unit.
for visually impaired pedestrians. Any of They should be around 500mm from the kerb
these can be used in conjunction with the edge and 500mm from the nearest edge of
Puffin style pedestrian display units (pdu) the crossing walkway.
which incorporate the red and green man
displays adjacent to the push button unit, as On wider roads it may be preferable to split
shown in Figure 4.12. Alternatively, specific the crossing movement into two separate
standard Puffin crossing combined push stages, to reduce the time that traffic is
button and pdu equipment, as shown in stopped. In this case a staggered crossing
Figure 4.13, can be used if preferred. arrangement must be used, details of which
can be found in Chapter 12 of the Traffic
Management Guidelines3.
Signal controlled crossings require cyclic

maintenance to ensure that they are in good
working order. An annual regime of
inspection and testing should be provided for
such crossings.
Details of typical crossing times for Puffin

crossings and Toucan crossings are given in
Appendix E.
Figure 4.12 Puffin style pedestrian display
unit with alternative type of push button unit These notes for guidance on Puffin type
crossings are based on utilising the detection
facilities of the UK Puffin crossing and
adapting them for use on signal controlled
pedestrian crossings in Ireland. Further
detailed guidance can be found in the UK
documents Puffin Good Practice Guide4 and
Local Transport Note 2/95 The Design of
Pedestrian Crossings5.
4.12 Toucan Crossings
Toucan crossings allow pedestrians and

cyclists to cross at the same time without
Figure 4.13 Puffin style push button requiring cyclists to dismount and walk across
and pedestrian display units the road. This would typically be used where
an off‐road cycleway crosses a road at the
Additional high level pdus are incorporated
same location as pedestrians do.
into the Puffin crossing layouts shown in the
drawings in Chapter 5. This is to ensure that if
April 2011 15
The design of a Toucan crossing is in general

the same as that of a Puffin crossing. The
main differences are:
• A greater crossing walkway width is
needed to accommodate both
pedestrians and cyclists. 4m minimum is
preferred, but this can reduced to 3m in
exceptional circumstances.
• Red/green cycle symbols are used in
conjunction with the red/green man
symbols in the pdu, as shown in Figure
4.14. Figure 4.14 Toucan crossing display unit

April 2011 16
5 Standard Detail Drawings and Specification

Drawing no. Title
PCS 001 Uncontrolled Crossing Road Markings and General Layout
PCS 002 Uncontrolled Crossing With Refuge Island Road Markings and General Layout
PCS 003 Zebra Crossing Road Markings and General Layout
PCS 004 Zebra Crossing With Refuge Island Road Markings and General Layout
PCS 005 Puffin Crossing Road Markings and General Layout
PCS 006 Puffin Crossing With Refuge Island Road Markings and General Layout
PCS 007 School Warden Crossing Patrol Point Road Markings and General Layout
PCS 008 Lighting Detail All Types of Crossing
PCS 009 2‐Lane Approach to Zebra Crossing, Visibility Requirements
PCS 010 Uncontrolled Crossing Construction Detail for Refuge Island
PCS 011 Zebra Crossing Construction Detail for Refuge Island
PCS 012 Puffin Crossing Construction Detail for Refuge Island
PCS 013 Uncontrolled Crossing Tactile Paving Detail
PCS 014 Zebra Crossing Tactile Paving and Road Markings Detail
PCS 015 Puffin Crossing Tactile Paving and Road Markings Detail
PCS 016 Refuge Island Pole Detail
PCS 017 Belisha Beacon Pole Detail
PCS 018 Puffin Crossing Signal Pole Detail
PCS 019 Retention Socket System L shaped 114mm
PCS 020 Retention Socket System L shaped 140mm
PCS 021 Retention Socket System Base Plate Retention Socket System
PCS 022 Retention Socket System T shaped 114mm
PCS 023 Retention Socket System T shaped 140mm
PCS 024 Access Chamber Detail

April 2011 17
6 References
1. RT206 Warrants for Pedestrian Crossing Facilities, 1981, Environmental Research Unit.
2. Traffic Signs Manual (2010), 2010, Department of Transport. A copy can be downloaded from
www.transport.ie
3. Traffic Management Guidelines, 1999, Department of Environment/ Department of Transport.
4. Puffin Good Practice Guide, 2006, Department for Transport (UK)/ County Surveyors’ Society.
A copy can be downloaded from www.dft.gov.uk/pgr/roads/tss/gpg/
5. Local Transport Note 2/95 The Design of Pedestrian Crossings, Department for Transport (UK)
A copy can be downloaded from www.dft.gov.uk/pgr/roads/tpm/ltnotes/

April 2011 18
Appendix A Pedestrian Crossing Site Assessment

Appendix A
Pedestrian Crossing Site Assessment
Form PCS A1

April 2011 A1

SITE ASSESSMENT FORM PCS A1 Page 1 of 2
Grid
Name of Site
ref
Attach a plan
Location description
Single 1 way 2 way

Carriageway type
Dual No of lanes:
Dimensions:
Carriageway width
Comments:
Dimensions:
Footpath width
Comments:
Dimensions:
Refuge island (if existing)
Dimensions in accordance with PCS section 3.1? Yes / No
Comments:
Lighting type:
Road lighting standard
Inspection by Lighting Engineer needed? Yes / No
Comments:
Dimensions:
Visibility
All inter‐visibility adequate in accordance
Yes / No
with PCS section 4.2?
Comments:
Sketch existing restrictions on plan
Loading and parking
restrictions Existing restrictions cover proposed
Yes / No
crossing and its approaches?
Comments:
Mark bus stops on plan
Bus stops
Bus stops located near proposed crossing site? Yes / No
Bus stops need re‐siting to avoid blocking of crossing
Yes / No
or visibility?
Comments:
Existing surface type:
Skidding resistance of
surface Is high friction surface needed? See PCS section 4.5 Yes / No
Comments:
April 2011 A2

Nearby junctions and Distance from crossing to vehicle in side road / access:
accesses Comments:
If present: Distance to nearest crossing:
Other pedestrian crossings
close by Type of crossing:
Comments:
Sketch location on plan
School Warden crossing
nearby If present: School crossing warden site? Yes / No
Signs and markings present? Yes / No
Comments:
Time to cross the road Able pedestrians (sample) _____seconds

Elderly or disabled people (sample) _____seconds
Difficulty of crossing Indicate degree of difficulty 1 ‐ 5:
1 No difficulty, 1 or 2 second wait at peak times
2 Wait of 3 ‐ 20 seconds for gap at peak times (able person)
3 Wait of 20 – 40 seconds for gap at peak times (able person)
4 Wait of more than 40 seconds at peak times (able person)
5 Impossible to cross safely at all times
Surrounding facilities likely Route to/from a school? Yes / No

to generate pedestrian Route to/from shops? Yes / No
demand Route to/from sheltered housing/ hospital/ doctor’s
Yes / No
surgery?
Route to/from rail / bus station or stop? Yes / No
Route to/from leisure facilities? Yes / No
Route to/from community facility? Yes / No
Comments:
Mark location of these facilities (if present) on plan
Posted speed limit _____km/h
Speed of traffic 85 percentile speed at peak times: _____km/h
85 percentile at free flowing times _____km/h
Summary of pedestrian Adult _____per hour
flow at peak times Adult with pram/pushchair/buggy _____per hour
(Form PCS B1) Unaccompanied child less than 16 years old _____per hour
Elderly/ Disabled _____per hour
Peak Time
Summary of vehicle flow Car/ van _____per hour
at peak times Lorry/ Bus _____per hour
(Form PCS B2) Cycle/ Motor cycle _____per hour

April 2011 A3
Appendix B Pedestrian and Vehicle Count Survey

Appendix B
Pedestrian and Vehicle Count Survey Summary
Form PCS B1
Form PCS B2

April 2011 B1

Appendix B ‐ Pedestrian and Vehicle Count Survey Summary Forms
This appendix contains Form PCS B1 and Form PCS B2 for the pedestrian (P) and vehicle surveys (V)
that should be carried out at a potential crossing site.
Pedestrian and vehicle surveys should be done between 7am and 7pm during a typical day.
Weekend and holiday periods should be avoided unless these are likely to lead to busier pedestrian
or traffic conditions. Similarly, counts when the weather is poor may artificially suppress demand for
the crossing and should be avoided if possible.
The results should be summarised into 15 minute periods and the respective values of P and V
calculated accordingly.
For the pedestrian flows the more vulnerable groups such as children under the age of 16, elderly
and disabled people (wheelchair users or people walking with aids such as a stick, crutches or
walking frames) should be identified separately as they may need a longer gap in traffic to cross the
road. A weighting multiplication factor of 2 should be applied to these groups.
For vehicle flows buses and trucks should be identified separately as they take up more road space
and a weighting multiplication factor of 2 should be applied. Motor bikes and bikes take up less road
space and a weighting multiplication factor of 0.5 should be applied.
Once the summary forms have been completed then the PV2 values can be calculated, using the
forms in Appendix C, for each 15 minute period and the two highest hourly values identified. The
average of these should be calculated to produce the PV2 value. See Section 2 of the Notes for
Guidance for more detailed explanation.

April 2011 B2

PEDESTRIAN COUNT SUMMARY SHEET FORM PCS B1

Site:
Time Count Weighted
period Adult Child Adult Pram Child Eldly Disbl Weighted
starting Adult with under Elderly Disabled x 1.0 x 2.0 x 2.0 x 2.0 x 2.0 Total P
(¼ hourly) pram 16yrs

Total

Note:
This form provides for a survey for only 3 hours.
It is recommended that the entire 12 hour period 7am to 7pm is surveyed in order to identify the 2
separate hourly periods with the highest pedestrian and vehicle flow.
April 2011 B3

VEHICLE COUNT SUMMARY SHEET FORM PCS B2

Site:
Cycle / Weighted 2‐way count
Time period Car / Van Bus / HCV Weighted
M.Cycle Car / Van Bus / HCV Cyc / M.C
starting Total 2 way
Direction Direction Direction Weighting Weighting Weighting
(¼ hourly) V
1 2 1 2 1 2 x 1.0 x 2.0 x 0.5

Total

Note:
This form provides for a survey for only 3 hours.
It is recommended that the entire 12 hour period 7am to 7pm is surveyed in order to identify the 2
separate hourly periods with the highest pedestrian and vehicle flow.

April 2011 B4
Appendix C Pedestrian Crossing Need Assessment

Appendix C
Pedestrian Crossing Need Assessment
(PV2 Calculation)
Form PCS C1
Form PCS C2
April 2011 C1

CALCULATION OF PV2 FORM PCS C1
Site:
Time P V P /hour, V /hour, PV2/106, 2 highest
Period pedestrians vehicles hour hour hour PV2/106
starting (weighted) (weighted) starting starting starting hourly values
07.00
07.15
07.30
07.45
08.00
08.15
08.30
08.45
09.00
09.15
09.30
09.45
10.00
10.15
10.30
10.45
11.00
11.15
11.30
11.45
12.00
12.15
12.30
12.45
13.00
13.15
13.30
13.45
14.00
14.15
14.30
14.45
15.00
15.15
15.30
15.45
16.00
16.15
16.30
16.45
17.00
17.15
17.30
17.45
18.00
18.15
18.30
18.45
Average PV2/106 from 2 busiest hours
April 2011 C2

SUMMARY OF TOTAL PV2 FORM PCS C2
Site:
Base PV2
Calculated PV2 value from Form PCS C1, (expressed in units of 106)
Weighting for Latent Demand, Additional PV2 value Yes/No Enter 10 x106 for each “Yes”
Route to/from school
Route to/from shops
Route to/from sheltered housing / hospital / doctor’s surgery
Route to/from rail / bus station or stop
Route to/from leisure facilities
Route to/from community facility
Weighting for Crossing Difficulty Yes/No Enter 10 x106 for each “Yes”
Crossing difficulty rating of 4 or 5
Final Sum Value of PV2
April 2011 C3
Appendix D Worked Example of Pedestrian Crossing Assessment

Appendix D
Worked Example of Pedestrian Crossing Assessment
April 2011 D1

Appendix D ‐ Worked example of pedestrian crossing assessment
The following is a worked example of a typical request for a pedestrian crossing on a National Road.
Connaught Road
Connaught Road is a National Road which passes through the centre of a large well
established village. Patrick Road leads directly to the main gate of the secondary
school while south of Connaught Road there is the parish church and the village’s
primary school. There is an existing school crossing patrol that crosses Connaught
Road just to the east of the crossroads junction with Patrick Road and Milltree
Terrace.
On the north side of Connaught Road there is a parade of shops which includes a
small convenience goods store, Post Office, a small bank, a café and a number of
other small specialist shops. There is a bus service which runs through the village
with a bus stop for both directions located near the shops. All these features have
been marked on the location plan below.
The length of Connaught Road which is being considered for a possible pedestrian
crossing point is approximately 150m in length. While it is hoped that a crossing
could benefit all pedestrians crossing this length of road it is also important that it
is located so that it directly benefits the most pedestrians. To aid this analysis
Connaught Road has been divided up into three 50m wide zones (Zone 1, Zone 2
and Zone 3) with the number of pedestrians crossing in each zone counted
separately.
April 2011 D2

April 2011 D3

Grid
Name of Site Connaught Road by Patrick Road N/A
ref
Attach a plan
Location description
Connaught Road near junction with Patrick Road
and Milltree Terrace
Single ✓ 1 way 2 way ✓
Carriageway type
Dual No of lanes:
Carriageway width
Dimensions: 9.50m
Comments: Two lanes of 4.75m
Footpath width
Dimensions: 3.50m
Comments: Both sides
Dimensions: N/A
Refuge island (if existing)
Dimensions in accordance with PCS section 3.2? Yes / No
Comments: N/A
Road lighting standard
Lighting type: SON
Inspection by Lighting Engineer needed? No
Comments: Good. Recently upgraded
Dimensions: Over 100m, both directions

Visibility
All inter‐visibility adequate in accordance
Yes
with PCS section 4.1?
Comments: Visibility is good with Connaught Road
being straight and without road side obstructions such
as trees
Sketch existing restrictions on plan
Loading and parking
restrictions Existing restrictions cover proposed
No
crossing and its approaches?
Comments: Standard restrictions for crossings needed
Mark bus stops on plan
Bus stops
Bus stops located near proposed crossing site? Yes
Bus stops need re‐siting to avoid blocking of crossing
Yes
or visibility?
Comments: Buses hourly.
Stops will only need relocating if Zone 3 is chosen for
crossing location
Skidding resistance of
Existing surface type: Hot Rolled Asphalt
surface Is high friction surface needed? See PCS section 4.5 Yes
Comments: Surface worn, high friction surface needed.
Surface sound.

April 2011 D4

Distance from crossing to vehicle in side If Zone 1, 25m
Nearby junctions and
road / access: If Zone 2, 25m
accesses
Comments: Junction not near Zone 3
Other pedestrian crossings
If present: Distance to nearest crossing: N/A
close by Type of crossing: N/A
Comments: N/A
Sketch location on plan
School Warden crossing
nearby If present: School crossing warden site? Yes
Signs and markings present? Signs Yes
Comments: Warden operates morning, lunchtime,
afternoon. No lines on ground, signs need maintenance.
Time to cross the road Able pedestrians (sample) 10 seconds
Elderly or disabled people (sample) 15 seconds
Difficulty of crossing Indicate degree of difficulty 1 – 5: 3
1 No difficulty, 1 or 2 second wait at peak times
2 Wait of 3 ‐ 20 seconds for gap at peak times (able person)
3 Wait of 20 – 40 seconds for gap at peak times (able person)
4 Wait of more than 40 seconds at peak times (able person)
5 Impossible to cross safely at all times
Surrounding facilities likely Route to/from a school? Yes

to generate pedestrian Route to/from shops? Yes
demand Route to/from sheltered housing/ hospital/ doctor’s
No
surgery?
Route to/from rail / bus station or stop? Yes, Bus
Route to/from leisure facilities? No
Route to/from community facility? Yeso
Comments: Primary school to south. Secondary school to
north
Shops on Connaught Rd to the east
Bus stop on Connaught Rd to the east
Church to the south
Mark location of these facilities (if present) on plan
Posted speed limit 50 km/h
Speed of traffic 85 percentile speed at peak times: 45 km/h
85 percentile at free flowing times 55 km/h
Summary of pedestrian Adult 74 per hour
flow at peak times Adult with pram/pushchair/buggy 11 per hour
(Form PCS B1) Unaccompanied child less than 16 years old 160 per hour
Elderly/ Disabled 0 per hour
Hour starting3:30 pm, counts for Zone 2 given
Peak Time
here.
Summary of vehicle flow Car/ van 399 per hour
at peak times Lorry/ Bus 33 per hour
(Form PCS B2) Cycle/ Motor cycle 7 per hour
April 2011 D5


Site: Connaught Road by Patrick Road Zone 1
Time period Count Weighted
starting Adult Child Adult Pram Child Eldly Disbl Weighted
Adult with under Elderly Disabled x 1.0 x 2.0 x 2.0 x 2.0 x 2.0 Total P
pram 16yrs
07.00 3 0 0 0 3 0 0 0 0 3
07.15 0 3 0 0 0 0 6 0 0 6
07.30 4 2 12 0 0 4 4 24 0 0 32
07.45 6 3 12 0 0 6 6 24 0 0 36
08.00 2 4 3 0 0 2 8 6 0 0 16
08.15 11 1 9 0 0 11 2 18 0 0 31
08.30 2 1 15 0 0 2 2 30 0 0 34
08.45 8 4 12 0 0 8 8 24 0 0 40
09.00 18 6 0 0 18 0 12 0 0 30
09.15 9 0 0 0 9 0 0 0 0 9
09.30 9 0 0 0 9 0 0 0 0 9
09.45 6 0 0 0 6 0 0 0 0 6
10.00 3 0 0 0 3 0 0 0 0 3
10.15 12 3 0 0 0 12 6 0 0 0 18
10.30 0 0 0 0 0 0 0 0 0 0
10.45 6 0 0 0 6 0 0 0 0 6
11.00 3 0 0 0 3 0 0 0 0 3
11.15 3 0 0 0 3 0 0 0 0 3
11.30 9 6 3 0 9 0 12 6 0 27
11.45 9 3 3 0 9 0 6 6 0 21
12.00 6 0 0 0 6 0 0 0 0 6
12.15 3 0 0 0 3 0 0 0 0 3
12.30 6 0 0 0 6 0 0 0 0 6
12.45 12 0 0 0 12 0 0 0 0 12
13.00 0 0 6 0 0 0 0 12 0 12
13.15 9 0 0 0 9 0 0 0 0 9
13.30 21 0 3 0 21 0 0 6 0 27
13.45 6 0 0 0 6 0 0 0 0 6
14.00 6 3 0 0 6 0 6 0 0 12
14.15 12 0 0 0 12 0 0 0 0 12
14.30 9 0 3 0 9 0 0 6 0 15
14.45 2 4 0 0 0 2 8 0 0 0 10
15.00 1 2 0 0 0 1 4 0 0 0 5
15.15 3 3 0 0 0 3 6 0 0 0 9
15.30 1 2 0 0 0 1 4 0 0 0 5
15.45 2 1 15 0 0 2 2 30 0 0 34
16.00 0 9 0 0 0 0 18 0 0 18
16.15 6 3 0 0 6 0 6 0 0 12
16.30 6 6 0 0 6 0 12 0 0 18
16.45 3 3 0 0 3 0 6 0 0 9
17.00 5 1 6 0 0 5 2 12 0 0 19
17.15 9 0 0 0 9 0 0 0 0 9
17.30 10 2 0 0 0 10 4 0 0 0 14
17.45 9 3 0 0 9 0 6 0 0 15
18.00 11 1 0 0 0 11 2 0 0 0 13
18.15 15 0 0 0 15 0 0 0 0 15
18.30 12 0 0 0 12 0 0 0 0 12
18.45 6 0 0 0 6 0 0 0 0 6
Total 314 34 129 18 0 314 68 258 36 0 676
April 2011 D6


pram 16yrs
07.00 0 0 0 0 0 0 0 0 0 0
07.15 0 0 0 0 0 0 0 0 0 0
07.30 0 0 0 0 0 0 0 0 0 0
07.45 0 7 0 0 0 0 14 0 0 14
08.00 3 10 0 0 3 0 20 0 0 23
08.15 5 2 59 0 0 5 4 118 0 0 127
08.30 0 72 0 0 0 0 144 0 0 144
08.45 0 36 0 0 0 0 72 0 0 72
09.00 17 3 16 0 0 17 6 32 0 0 55
09.15 10 3 10 3 0 10 6 20 6 0 42
09.30 7 0 0 0 7 0 0 0 0 7
09.45 7 0 0 0 7 0 0 0 0 7
10.00 6 4 0 0 0 6 8 0 0 0 14
10.15 12 4 0 7 0 12 8 0 14 0 34
10.30 0 3 0 0 0 0 6 0 0 6
10.45 0 0 7 0 0 0 0 14 0 14
11.00 0 0 13 0 0 0 0 26 0 26
11.15 7 0 3 0 7 0 0 6 0 13
11.30 7 0 0 0 7 0 0 0 0 7
11.45 7 0 0 0 7 0 0 0 0 7
12.00 0 0 7 0 0 0 0 14 0 14
12.15 0 10 0 0 0 0 20 0 0 20
12.30 9 1 3 0 0 9 2 6 0 0 17
12.45 9 4 0 0 0 9 8 0 0 0 17
13.00 12 1 0 0 0 12 2 0 0 0 14
13.15 3 0 3 0 3 0 0 6 0 9
13.30 6 4 0 0 0 6 8 0 0 0 14
13.45 7 3 7 0 0 7 6 14 0 0 27
14.00 3 7 3 0 3 0 14 6 0 23
14.15 7 0 0 0 7 0 0 0 0 7
14.30 20 6 7 0 0 20 12 14 0 0 46
14.45 12 4 3 0 0 12 8 6 0 0 26
15.00 3 7 0 0 3 0 14 0 0 17
15.15 10 0 0 0 10 0 0 0 0 10
15.30 11 2 3 0 0 11 4 6 0 0 21
15.45 26 3 150 0 0 26 6 300 0 0 332
16.00 19 4 7 0 0 19 8 14 0 0 41
16.15 18 2 0 0 0 18 4 0 0 0 22
16.30 20 0 0 0 20 0 0 0 0 20
16.45 7 7 3 0 7 0 14 6 0 27
17.00 7 7 3 0 7 0 14 6 0 27
17.15 3 10 7 0 3 0 20 14 0 37
17.30 36 3 0 0 36 0 6 0 0 42
17.45 16 0 0 0 16 0 0 0 0 16
18.00 13 7 0 0 13 0 14 0 0 27
18.15 16 3 0 0 16 0 6 0 0 22
18.30 10 3 0 0 10 0 6 0 0 16
18.45 7 0 0 0 7 0 0 0 0 7
Total 398 50 457 59 0 398 100 914 118 0 1530

April 2011 D7


pram 16yrs
07.00 3 0 0 0 3 0 0 0 0 3
07.15 0 0 0 0 0 0 0 0 0 0
07.30 0 0 0 0 0 0 0 0 0 0
07.45 3 0 0 0 3 0 0 0 0 3
08.00 5 2 16 0 0 5 4 32 0 0 41
08.15 5 2 20 0 0 5 4 40 0 0 49
08.30 4 3 29 3 0 4 6 58 6 0 74
08.45 0 20 0 0 0 0 40 0 0 40
09.00 0 10 0 0 0 0 20 0 0 20
09.15 20 0 0 0 20 0 0 0 0 20
09.30 7 0 0 0 7 0 0 0 0 7
09.45 7 0 3 0 7 0 0 6 0 13
10.00 11 5 3 0 0 11 10 6 0 0 27
10.15 6 4 3 0 0 6 8 6 0 0 20
10.30 0 0 0 0 0 0 0 0 0 0
10.45 5 2 3 26 0 5 4 6 52 0 67
11.00 10 0 16 0 10 0 0 32 0 42
11.15 0 0 0 0 0 0 0 0 0 0
11.30 3 0 0 0 3 0 0 0 0 3
11.45 7 0 7 0 7 0 0 14 0 21
12.00 9 4 0 10 0 9 8 0 20 0 37
12.15 4 6 3 0 0 4 12 6 0 0 22
12.30 9 4 0 7 0 9 8 0 14 0 31
12.45 6 1 0 3 0 6 2 0 6 0 14
13.00 6 4 7 7 0 6 8 14 14 0 42
13.15 13 7 0 7 0 13 14 0 14 0 41
13.30 3 3 0 0 3 0 6 0 0 9
13.45 4 6 0 0 0 4 12 0 0 0 16
14.00 4 3 0 7 0 4 6 0 14 0 24
14.15 0 0 0 0 0 0 0 0 0 0
14.30 0 0 7 0 0 0 0 14 0 14
14.45 3 0 0 0 3 0 0 0 0 3
15.00 7 0 0 0 7 0 0 0 0 7
15.15 7 20 7 0 7 0 40 14 0 61
15.30 9 7 26 0 0 9 14 52 0 0 75
15.45 5 2 36 3 0 5 4 72 6 0 87
16.00 13 20 0 0 13 0 40 0 0 53
16.15 11 5 10 0 0 11 10 20 0 0 41
16.30 10 6 10 0 0 10 12 20 0 0 42
16.45 10 0 0 0 10 0 0 0 0 10
17.00 10 0 3 0 10 0 0 6 0 16
17.15 23 0 7 0 23 0 0 14 0 37
17.30 10 0 3 0 10 0 0 6 0 16
17.45 10 0 0 0 10 0 0 0 0 10
18.00 16 0 0 0 16 0 0 0 0 16
18.15 13 0 0 0 13 0 0 0 0 13
18.30 10 0 0 0 10 0 0 0 0 10
18.45 16 0 0 0 16 0 0 0 0 16
Total 337 73 239 126 0 337 146 478 252 0 1213

April 2011 D8

VEHICLE COUNT SUMMARY SHEET FORM PCS B2

Site: Connaught Road by Patrick Road
Cycle / Weighted 2‐way count
Car / Van Bus / HCV Weighted
Time period M.Cycle Car / Van Bus / HCV Cyc / M.C
Total 2 way
starting Direction Direction Direction Weighting Weighting Weighting
V
1 2 1 2 1 2 x 1.0 x 2.0 x 0.5
07.00 28 4 3 1 0 0 32 8 0 40
07.15 38 12 4 3 1 1 50 14 1 65
07.30 43 16 4 4 1 1 59 16 1 76
07.45 49 20 5 3 0 0 69 16 0 85
08.00 33 19 3 4 1 1 52 14 1 67
08.15 34 23 4 5 1 0 57 18 1 76
08.30 45 27 4 5 1 0 72 18 1 91
08.45 47 30 7 4 0 0 77 22 0 99
09.00 53 34 6 4 1 2 87 20 2 109
09.15 49 40 3 4 0 1 89 14 1 104
09.30 43 43 2 5 1 0 86 14 1 101
09.45 40 53 4 5 0 0 93 18 0 111
10.00 39 54 2 5 0 0 93 14 0 107
10.15 40 45 3 3 0 0 85 12 0 97
10.30 42 39 3 2 0 0 81 10 0 91
10.45 36 34 4 2 2 0 70 12 1 83
11.00 34 35 5 4 1 1 69 18 1 88
11.15 40 41 4 4 1 0 81 16 1 98
11.30 46 44 3 1 1 0 90 8 1 99
11.45 50 46 4 3 0 1 96 14 1 111
12.00 46 45 0 3 2 1 91 6 2 99
12.15 45 43 2 1 1 0 88 6 1 95
12.30 45 40 3 3 0 1 85 12 1 98
12.45 48 44 5 5 0 0 92 20 0 112
13.00 52 46 4 4 1 1 98 16 1 115
13.15 55 48 4 3 1 0 103 14 1 118
13.30 60 45 4 3 2 0 105 14 1 120
13.45 54 44 3 4 1 0 98 14 1 113
14.00 50 43 6 3 1 0 93 18 1 112
14.15 48 41 4 3 0 1 89 14 1 104
14.30 43 37 3 2 0 0 80 10 0 90
14.45 40 36 3 4 0 1 76 14 1 91
15.00 45 38 3 4 1 1 83 14 1 98
15.15 44 47 4 4 0 1 91 16 1 108
15.30 47 49 4 2 0 1 96 12 1 109
15.45 51 50 5 3 1 0 101 16 1 118
16.00 56 54 6 4 1 1 110 20 1 131
16.15 45 47 4 5 1 2 92 18 2 112
16.30 50 37 4 4 1 1 87 16 1 104
16.45 57 51 3 6 0 1 108 18 1 127
17.00 64 51 3 4 2 1 115 14 2 131
17.15 56 55 3 1 2 0 111 8 1 120
17.30 54 53 3 1 0 0 107 8 0 115
17.45 50 52 3 0 1 1 102 6 1 109
18.00 49 51 3 1 1 1 100 8 1 109
18.15 43 50 3 2 1 0 93 10 1 104
18.30 38 45 3 1 0 0 83 8 0 91
18.45 31 34 1 0 1 0 65 2 1 68
Total 2195 1935 173 151 34 24 4130 648 29 4807

April 2011 D9

Site: Connaught Road by Patrick Road. Zone 1
07.00 3 40 77 266 5
07.15 6 65 90 293 8
07.30 32 76 115 304 11
07.45 36 85 117 318 12
08.00 16 67 121 332 13
08.15 31 76 135 374 19 19
08.30 34 91 113 402 18 18
08.45 40 99 88 412 15
09.00 30 109 54 424 10
09.15 9 104 27 422 5
09.30 9 101 36 416 6
09.45 6 111 27 406 4
10.00 3 107 27 378 4
10.15 18 97 27 359 3
10.30 0 91 12 360 2
10.45 6 83 39 367 5
11.00 3 88 54 395 8
11.15 3 98 57 405 9
11.30 27 99 57 402 9
11.45 21 111 36 401 6
12.00 6 99 27 403 4
12.15 3 95 33 419 6
12.30 6 98 39 442 8
12.45 12 112 60 465 13
13.00 12 115 54 465 12
13.15 9 118 54 462 12
13.30 27 120 57 448 11
13.45 6 113 45 418 8
14.00 12 112 49 396 8
14.15 12 104 42 382 6
14.30 15 90 39 386 6
14.45 10 91 29 405 5
15.00 5 98 53 432 10
15.15 9 108 66 465 14
15.30 5 109 69 469 15
15.45 34 118 82 464 18 18
16.00 18 131 57 473 13
16.15 12 112 58 473 13
16.30 18 104 55 481 13
16.45 9 127 51 492 12
17.00 19 131 57 475 13
17.15 9 120 51 453 10
17.30 14 115 57 437 11
17.45 15 109 55 413 9
18.00 13 109 46 371 6
18.15 15 104
18.30 12 91
18.45 6 68
Average PV2/106 from 2 busiest hours 19
April 2011 D10

Base PV2
Calculated PV2 value from Form PCS C1, (expressed in units of 106) 18 x106
Route to/from school Yes 10 x106
Route to/from shops No
Route to/from sheltered housing / hospital / doctor’s surgery No
Route to/from rail / bus station or stop No
Route to/from leisure facilities No
Route to/from community facility Yes 10 x106

Crossing difficulty rating of 4 or 5 No
Final Sum Value of PV2 48 x106
April 2011 D11

07.00 0 40 14 266 1
07.15 0 65 37 293 3
07.30 0 76 164 304 15
07.45 14 85 308 318 31
08.00 23 67 366 332 40
08.15 127 76 398 374 56 56
08.30 144 91 313 402 50 50
08.45 72 99 176 412 29
09.00 55 109 111 424 18
09.15 42 104 70 422 11
09.30 7 101 62 416 10
09.45 7 111 61 406 11
10.00 14 107 68 378 13
10.15 34 97 80 359 17
10.30 6 91 59 360 13
10.45 14 83 60 367 13
11.00 26 88 53 395 11
11.15 13 98 41 405 7
11.30 7 99 48 402 8
11.45 7 111 58 401 9
12.00 14 99 68 403 11
12.15 20 95 68 419 12
12.30 17 98 57 442 11
12.45 17 112 54 465 12
13.00 14 115 64 465 14
13.15 9 118 73 462 16
13.30 14 120 71 448 14
13.45 27 113 103 418 18
14.00 23 112 102 396 16
14.15 7 104 96 382 14
14.30 46 90 99 386 15
14.45 26 91 74 405 12
15.00 17 98 380 432 71
15.15 10 108 404 465 87 87
15.30 21 109 416 469 91 91
15.45 332 118 415 464 18
16.00 41 131 110 473 13
16.15 22 112 96 473 13
16.30 20 104 111 481 13
16.45 27 127 133 492 12
17.00 27 131 122 475 13
17.15 37 120 122 453 10
17.30 42 115 107 437 11
17.45 16 109 81 413 9
18.00 27 109 72 371 6
18.15 22 104
18.30 16 91
18.45 7 68
April 2011 D12

Base PV2
Route to/from shops Yes 10 x106
Route to/from rail / bus station or stop Yes 10 x106
Route to/from community facility Yes 10 x106


April 2011 D13

07.00 16 113 54 418 9
07.15 24 112 41 396 6
07.30 0 104 24 382 4
07.45 14 90 85 386 13
08.00 3 91 146 405 24
08.15 7 98 230 432 43
08.30 61 108 276 465 60 60
08.45 75 109 256 469 56 56
09.00 87 118 223 464 48
09.15 53 131 146 473 33
09.30 41 112 109 473 24
09.45 42 104 105 481 24
10.00 10 127 79 492 32
10.15 16 131 79 475 27
10.30 37 120 79 453 25
10.45 16 115 55 437 20
11.00 10 109 49 413 14
11.15 16 109 55 371 10
11.30 13 104
11.45 10 91
12.00 16 68
12.15 16 113 54 418 9
12.30 24 112 41 396 6
12.45 0 104 24 382 4
13.00 14 90 85 386 13
13.15 3 91 146 405 24
13.30 7 98 230 432 43
13.45 61 108 276 465 60 60
14.00 75 109 256 469 56 56
14.15 87 118 223 464 48
14.30 53 131 146 473 33
14.45 41 112 109 473 24
15.00 42 104 105 481 24
15.15 10 127 79 492 32
15.30 16 131 79 475 27
15.45 37 120 79 453 25
16.00 16 115 55 437 20
16.15 10 109 49 413 14
16.30 16 109 55 371 10
16.45 13 104
17.00 10 91
17.15 16 68
17.30 16 113 54 418 9
17.45 24 112 41 396 6
18.00 0 104 24 382 4
18.15 14 90 85 386 13
18.30 3 91 146 405 24
18.45 7 98 230 432 43
April 2011 D14

Base PV2
Weighting for Latent Demand, Additional PV2 value Yes/No Enter 10 X106 for each “Yes”
Route to/from shops Yes 10 x106
Route to/from rail / bus station or stop Yes 10 x106
Route to/from community facility No
Weighting for Crossing Difficulty Yes/No Enter 10 X106 for each “Yes”

April 2011 D15

Summary
A summary of the Final Sum Value of PV2 for the three zones is:
Zone Base PV2 Final Weighted Sum PV2

Zone 1 18 x 106 48 x 106
Zone 2 89 x 106 129 x 106
Zone 3 58 x 106 88 x 106
The traffic and pedestrian flows are insufficient on their own to justify a pedestrian
crossing in any of the three zones but when the local factors are included the final
PV2 for zone 2 is large enough to justify a crossing at this location.
April 2011 D16
Appendix E Typical Signalised Crossing Times

Appendix E
Typical Crossing Times for Signalised Crossings

April 2011 E1

Table 5: PUFFIN CROSSINGS – OPERATIONAL CYCLE, USE & VARIATIONS

PERIOD USE VARIATION FOR
1 Vehicle running time Traffic volumes
2 Standard amber to vehicle None
3 Vehicle clearance period Vehicle actuation
Road width, disabled pedestrians,
4 Pedestrians must not start to cross
crossings with central refuge
5 Pedestrians must not start to cross Type of detector
Completion of pedestrian crossing
6 Road width
time
Additional pedestrian clearance
7 Pedestrian detection
time
Additional pedestrian clearance
8 Pedestrian gap change
time

Table 6: PUFFIN CROSSINGS – OPERATIONAL CYCLE & TIMINGS

SIGNALS SHOWN
PERIOD TIMINGS (Seconds)
TO PEDESTRIANS TO VEHICLES
Red Standing Figure Green (proceed if way
1 20‐60 (fixed) 6‐60 (VA)
(Wait) is clear)
Amber (stop unless not
2 Red Standing Figure 3
safe to do so)
Red (stop, wait behind
3 Red Standing Figure Stop line on 1 to 3
carriageway)
Green Walking Figure
with audible signal if
4 Red 4 to 9
provided (cross with
care)
Ref Standing Figure (do
5 Red 1 – 5
not start to cross)
0 – 22 (pedestrian
6 Red Standing Figure Red
extendable period)
0 – 3 (only appears on
a maximum change if
pedestrians are still
being detected)
0 – 3 (only appears at a
pedestrian gap change)

April 2011 E2

Table 7: TOUCAN CROSSINGS – OPERATIONAL CYCLE, USE & VARIATIONS
PERIOD USE VARIATION FOR
I Vehicle running time Traffic volumes
II Standard amber to vehicle None
III Vehicle clearance period Vehicle actuation

Road width, disabled pedestrians,
IV Pedestrians must not start to cross
crossings with central refuge
V Pedestrians must not start to cross None
Completion of pedestrian crossing
VI Road width
time
VII Additional pedestrian clearance time Pedestrian detection
VIII All red Pedestrian clearance
Table 8: TOUCAN CROSSINGS – OPERATIONAL CYCLE & TIMINGS
SIGNALS SHOWN
PERIOD TIMINGS (Seconds)
TO PEDESTRIANS TO VEHICLES
Red Standing Figure Green (proceed if way
I 20-60 (fixed) 6-60 (VA)
(Wait) is clear)
Amber (stop unless not
II Red Standing Figure 3 (mandatory)
safe to do so)
Red (stop, wait behind
III Red Standing Figure Stop line on 1 to 3
carriageway)
Green Walking Figure
with audible signal if
IV Red 4 to 7
provided (cross with
care)
Black-out – no signal
V shown (Do not start to Red 3 (Fixed period)
cross)
0 – 3 (pedestrian
VI Black-out Red
extendable period)
0 – 3 (only appears on
a maximum change if
VII Black-out Red
pedestrians are still
being detected)
VIII Red Red 1-3
April 2011 E3

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Visually impaired pedestrians, wheelchair

Site survey form PCS A1 is included as

3.2 Uncontrolled Crossing at a Refuge Figure 3.1 Refuge Island

side past the refuge island then the running hour two‐way with a refuge island). They are

Visually impaired pedestrians often prefer

The style of signal controlled pedestrian

pedestrians such as the elderly or people with crossing volumes. If speed detection loops

Toucan crossings are of the same design as

Any trees, bushes, street furniture or other

Pedestrians should have good visibility of

4.2 Positioning Relative to Side Road crossing immediately at the junction,

It is preferable to use high friction surfacing

Red tactile paving should not be used at

Dropped kerbs should be provided at all

absolutely necessary. This use of buff or grey The effectiveness of the guard rail will be

The stem of the L shaped tactile paving is

4.9 Guard Railing 4.10 Specific Zebra Crossing Issues

The controller cabinet and any feeder pillars

Figure 4.10 Two lane approach In a Puffin type crossing the red and green

At roundabouts there is a risk that a signal

Signal controlled crossings require cyclic

Details of typical crossing times for Puffin

Toucan crossings allow pedestrians and

The design of a Toucan crossing is in general

Single 1 way 2 way

Time to cross the road Able pedestrians (sample) _____seconds

Surrounding facilities likely Route to/from a school? Yes / No

PEDESTRIAN COUNT SUMMARY SHEET FORM PCS B1

VEHICLE COUNT SUMMARY SHEET FORM PCS B2

Dimensions: Over 100m, both directions

Surrounding facilities likely Route to/from a school? Yes

PEDESTRIAN COUNT SUMMARY SHEET FORM PCS B1

PEDESTRIAN COUNT SUMMARY SHEET FORM PCS B1

PEDESTRIAN COUNT SUMMARY SHEET FORM PCS B1

VEHICLE COUNT SUMMARY SHEET FORM PCS B2

Route to/from community facility Yes 10 x106

Route to/from shops Yes 10 x106

Route to/from rail / bus station or stop Yes 10 x106

Route to/from community facility Yes 10 x106

Final Sum Value of PV2 129 x106

Route to/from shops Yes 10 x106

Route to/from rail / bus station or stop Yes 10 x106

Zone Base PV2 Final Weighted Sum PV2

Table 7: TOUCAN CROSSINGS – OPERATIONAL CYCLE, USE & VARIATIONS

PERIOD USE VARIATION FOR

I Vehicle running time Traffic volumes

II Standard amber to vehicle None

III Vehicle clearance period Vehicle actuation

VIII All red Pedestrian clearance

Table 8: TOUCAN CROSSINGS – OPERATIONAL CYCLE & TIMINGS

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