Illustrative Examples of Pedestrian Treatments

This section provides examples of pedestrian treatments including diagrams shown in the MUTCD and photographs of applications. For additional examples of pedestrian treatments, refer to the FRA reports “Compilation of Pedestrian Safety Devices in Use at Grade Crossings”(39) and “Guidance on Pedestrian Safety at or Near Passenger Stations”.(40) Pathway Crossing Signing and Markings for Bicyclists and Skaters Crossings which serve higher-speed users such as bicyclists and skaters should use a combination of treatments including advance warning signs and pavement markings along with a Crossbuck Assembly and optional LOOK (R15-8) sign as shown in Figure 48. Figure 48. Example of Signing and Markings for a Pathway Crossing Source: Manual on Uniform Traffic Control Devices, 2009 Edition, Figure 8D-1, Washington, DC, FHWA, 2009. 109Dynamic Envelope Markings As shown in Figure 49, ADA-compliant tactile warning strips have been used to delineate the dynamic envelope continuously through locations where pedestrians may cross the trackway. Figure 50 shows a treatment which uses contrasting pavement to delineate the dynamic envelope through a crosswalk. Figure 49. Illustrative Example of an ADA Dynamic Envelope Delineation Figure 50. Illustrative Example of Dynamic Envelope Delineation through a Pedestrian Crosswalk (Portland TriMet, Morrison Street, Portland, Oregon) Source: Google Earth V 7.1.7.2602. (September 6, 2016). Morrison St near 12th Ave, Portland, Oregon, USA.45°31’14.06”N, 122°41’01.87”W, Eye alt eye level. DirectX 2016. Google Earth Pro. [January 30, 2019]. 110Pedestrian Barriers Pedestrian barriers may be placed in an offset pattern to create a “maze” which forces pedestrians to turn and look both ways approaching a sidewalk crossing, especially in tight urban spaces where there is no fenced-in ROW, such as a pedestrian crossing at a street intersection. These barriers can also incorporate a pedestrian refuge zone between the trackway and an adjacent roadway. Figure 51 and Figure 52 show a diagram from the MUTCD as well as an in-situ application from Calgary, Alberta. Figure 51. Diagram Depicting Use of Pedestrian Barriers Source: Manual on Uniform Traffic Control Devices, 2009 Edition, Section 8C.13 Figure 8C-9, Washington, DC, FHWA, 2009. Figure 52. Illustrative Example of a Pedestrian Barrier Application (BNSF Cotton Crossing. Peoria, AZ USDOT 025405Y) Source: FHWA. 111Pedestrian barriers are less effective where trains operate in both directions in single or double- track territory because pedestrians may be looking the wrong way in some instances. Where fencing is installed to direct path or sidewalk users to the pathway or sidewalk crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the crossing. Pedestrian barriers should be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclist with tandem bicycles or bicycles with trailers.

Z-crossing Channelization

Similar in function to a maze created with pedestrian barriers, a “Z-crossing” is designed to turn pedestrians toward approaching trains, forcing them to look in the direction of oncoming rail vehicles. Figure 53 and Figure 54 show a diagram from the MUTCD as well as an application from Portland, Oregon. Z-crossing channelization may be used at pathway crossings where pedestrians are likely to run unimpeded across the tracks, such as isolated, midblock, pedestrian- only crossings, particularly where there is good stopping sight distance and pedestrian volumes are low and active devices are not required. Standard configuration Z ‑crossings are not suitable for single- or double-track locations where trains operate in both directions on a regular basis. The angled crossing configuration can be adapted by extending the length of the diagonal zone so users face both directions while traversing the crossing but angled crossings are more difficult for wheelchairs and bicycles to navigate. Figure 53. Illustrative Example of a Z-Crossing Diagrammatic Plan for an In-Situ

Application in Portland, Oregon

Source: Manual on Uniform Traffic Control Devices, 2009 Edition, Section 8C.13 Figure 8C-10, Washington, DC, FHWA, 2009. Figure 54. Illustrative Example of a Z-Crossing (Portland TriMet, Burnside Avenue, Portland, OR) Source: Google Earth V 7.1.7.2602. (September 6, 2016). Burnside near E 176th Ave, Portland, Oregon, USA.451°31’19.06”N, 122°28’54.69”W, Eye alt eye level. DirectX 2016. Google Earth Pro. [July 18, 2018]. 113Swing Gates The swing gate (sometimes used in conjunction with flashing ‑lights and bells) alerts pedestrians to the presence of tracks and causes them to pause before crossing. This restriction of movement encourages pedestrians to assess the crossings’ surroundings and approaching rail traffic. The swing gate requires pedestrians to pull the gate to enter the crossing and push the gate to exit the protected track area; therefore, a pedestrian cannot physically cross the track area without pulling and opening the gate. Figure 55 shows how swing gates may be used to control a pedestrian crossing within a station area for movement between platforms. Figure 55. Diagrammatic Plan of a Swing Gate Source: Manual on Uniform Traffic Control Devices, 2009 Edition, Section 8C.13 Figure 8C-8, Washington, DC, FHWA, 2009. 114Alternatively, a swing gate may be used as an exit gate from a crossing area which is controlled by pedestrian automatic gates. When used in this manner, the gate should be provided with a sign facing users within the crossing that it is provided as an “emergency exit” as well as with a “DO NOT ENTER” (R5-1) sign facing users approaching the crossing. Figure 56 shows an in-situ example. Figure 56. Illustrative Example of Pedestrian Automatic Gate with Swing Gate Source: Brian Gilleran, Federal Railroad Administration

Flashing-Light Signals

At pedestrian crossings where engineering study indicates the need to provide active warning, the flashing ‑light signal assembly can be provided. Flashing ‑light signals should be used in conjunction with a crossing bell or audible device and may be used either at pathway crossings as shown in Figure 57, Option A, or in quadrants opposite road gates as shown in Option B. When the red lenses of the flashing ‑light signal are flashing alternately and the audible device of the flashing ‑light signal is active, the pedestrian is required to remain clear of the tracks (Uniform Vehicle Code, Section 11-513).(9) A Crossbuck Assembly with the standard Crossbuck sign (R15- 1) and, where there is more than one track, an auxiliary inverted T-shaped sign indicating the number of tracks (R15 ‑2) should be used in conjunction with the flashing ‑light device. Figure 57. Flashing-Light Signal Placement Options Source: Korve, Hans W., Jose I. Farran, Douglas M. Mansel, et al. Integration of Light Rail Transit into City Streets, Transit Cooperative Research Report 17, Transportation Research Board, Washington, DC, 1996.

Pedestrian Automatic Gates

Pedestrian automatic gates are the same as standard automatic crossing gates except the gate arms are shorter. When activated by an approaching train, the automatic gates are used to physically prevent pedestrians from crossing the tracks. The “TCRP Report 17,” which evaluated LRT crossings, recommends this type of gate be used in areas where pedestrian risk of a collision as determined by engineering study is medium to high (for example, where stopping sight distance is inadequate and pedestrian volume is significant). (34) The preferred method is to provide pedestrian automatic gates in all four quadrants, either using separate pedestrian gates or with a combination of pedestrian gates and vehicular gates extending across the sidewalk as shown in Figure 58. Where ROW conditions permit, the vehicle automatic gate may be located behind the sidewalk on the back side away from the curb, so that the arm will extend across the sidewalk, blocking the pedestrian way (see top illustration in Figure 58). Longer and lighter gate arms make this installation feasible; however, experience suggests a maximum gate arm length of 38 feet for practical operation and maintenance. At crossings requiring the gate arm to be longer than 38 feet, a second automatic gate could be placed in the roadway median, or a separate pedestrian gate could be used as shown in the bottom illustration of Figure 58. Note that the effective coverage is less than 38 feet due to set- back requirements and the size of the gate mechanism. It should be noted that pedestrians can be trapped behind the crossing gate when there is full closure. In principle, the minimum setback of 12 feet provides a refuge zone between the gate and dynamic envelope. However, to avoid potential panic, current practice uses a separate swing gate, as a designated emergency exit, where crossing gates would completely enclose the crossing (see Figure 56).

Crossing Gate Skirt

Crossing gate “skirts” which may be constructed by attaching a horizontal hanging bar to the gate arm have been shown to be effective at reducing the likelihood that pedestrians will violate a lowered crossing gate. (41) Crossing gate skirts were installed along the Dallas LRT system at sidewalk approaches to an elementary school to reduce the likelihood that children would duck under the gates while walking to school. Figure 59 and Figure 60 show a gate deployed at the Lynn Haven Avenue crossing in Dallas, Texas. Figure 58. Examples of Placement of Pedestrian Gates Source: Manual on Uniform Traffic Control Devices, 2009 Edition, Section 8C.13 Figure 8C-7, Washington, DC: FHWA, 2009. Figure 59. Diagrammatic Example of Pedestrian Gate with Skirt Source: Gabree, S & Chase, Stephanie & daSilva, Marco. Effect of Gate Skirts on Pedestrian Behavior at Highway-Rail Grade Crossings, FRA, Washington, DC, 2013. Figure 60. Illustrative Example of Pedestrian Gate with Skirt (DART Blue Line Lynn Haven Avenue Crossing, Dallas, TX) Source: Brent Ogden.