may 2013
Guidelines for safety around schools
keeping victorians connected
Contents
1.Introduction
3
2.Objectives
3
3.The safe system philosophy
3
4.Guidelines for school environment risk assessment
4
Undertaking a risk assessment
4
Stage 1: Site general risk assessment
4
Stage 2: Risk factor Identification
5
Stage 3: Countermeasure selection
5
Example: How to assess risk at school crossing locations
6
5.Children’s crossing supervisors scheme
10
Operational issues
10
Uniform
10
Training
10
6.Safety initiatives funding sources and resources
10
7.Appendices
12
Appendix 1: Risk factor identification template
12
Appendix 2: Example of risk factor identification template checklist
used for City of Maribyrnong
13
Appendix 3: Safe routes to school program – engineering treatments
15
List of tables
Table 1: Speed management countermeasures and effectiveness rating
5
Table 2: Countermeasures for unsafe driving behaviours
8
Table 3: Countermeasures for unsafe pedestrian behaviours
9
Table 4: Countermeasures for other behaviours
9
Table 5: Road safety around schools: potential funding sources for initiatives
11
Risk factor identification templates (blank)
Appendix 1
Example of risk factor identification template Appendix 2
3
1. Introduction
These guidelines are designed to assist councils and
school communities to assess the level of safety provided
for students as they enter and exit the school and where
applicable implement initiatives to improve safety at high
risk locations. The guidelines contain a step by step process
plus tools to aid decision making. Background research and
the rationale behind the guidelines has been documented
separately.
2. Objectives
The objectives of these guidelines are to assist council
officers to assess and recommend improvements for safety
around schools which includes:
a method for assessing crash and injury risk
around schools
guidance for application of low cost road treatments
around schools
guidance for operation of school crossing supervisors
the role of schools, teachers and parents
3. The safe system philosophy
Victoria’s road safety strategies are based on the ‘Safe
System’ philosophy. This approach(1) recognises that the
combined effect of the following will determine crash
frequency and severity of outcomes on any rural or urban
road network:
roads and roadside infrastructure and conditions
speed of traffic
levels of road user compliance with the road rules
level of safety features within vehicles.
The safe system approach requires practitioners to reframe
their view as to what constitutes a safe transport system.
It asks practitioners to:
recognise that road users make mistakes
seek a road transport system which accommodates
human error
target road user compliance with laws
recognise that crash likelihood and outcome severity
depend upon the interactions of travel speed, road and
roadside conditions and vehicle safety features as well
as road rule compliance.
While VicRoads and councils bear the responsibility for the
constructed environment associated with the road network
and VicRoads has the responsibility for setting speed limits,
the responsibility for ensuring the maximum level of safety
for children is shared with schools and parents.
Schools can contribute by implementing school
management arrangements which maximise the safety
of children as they travel to or leave the school premises
and ensuring teaching programs include a focus on safe
behaviours. Parents likewise can contribute by ensuring
drop-off and pick up of children does not add to the
potential crash risk. They can also help by reinforcing safe
behaviours required of children.
For children’s safety around schools, pedestrian and cyclist
issues are particularly important and in this context the
travel speed of vehicles is critical to the safety outcomes
in any crashes that do occur. The following graphic
demonstrates the fatality risk if a pedestrian or cyclist is
struck at various speeds; the faster the speed the greater
the risk of being killed.
Pedestrian or cyclist
Fatality risk (%)
100
90
80
70
60
50
40
30
20
10
0
0
10 20 30 40 50 60 70 80
Collision speed (km/h)
Source: P Wramborg, 2005
1 Organisation for Economic Co-operation and Development (OECD)/
International Transport Forum (ITF), 2008, Towards Zero: Ambitious Road
Safety Targets and the Safe System Approach, OECD, Paris.
4
Guidelines for safety around schools
4. Guidelines for school environment
risk assessment
Undertaking a risk assessment
A risk assessment approach requires the participation
of the school community with council officers and the
involvement of key partners such as Victoria Police in a
coordinated approach to identifying risk issues. A staged
approach to risk assessment at sites has been developed.
A three stage process is recommended as follows:
1. A general assessment of relative risks across the sites
2. Identify the factors involved in generating injury risks to
school children
3. Determine potential initiatives for implementation to
reduce the injury risk
These stages are outlined as follows.
Stage 1: Site general risk assessment
Calculation of pedestrian road crossing risk for each
individual site can be assisted through the use of the Walk
This Way “phone app” which has been identified as suitable
for this purpose. This provides a basis for a broad site by
site risk assessment. Used in this way it is possible to select
between competing sites and identify the sites with the
highest relative risk and so most in need of attention.
The approach developed by the Monash University Accident
Research Centre identifies 5 criteria relevant to injury and
crash risk for pedestrians crossing roads. They are:
speed zone (or vehicle travel speed)
vehicle volumes
road characteristics
traffic conflict complexity
existence of road crossing facilities.
These elements are incorporated into the “phone app” with
the speed zone and crash risk relationship shown in Section
3 used to create a base level of risk and the base star rating.
A low risk 40 km/h zone is 5 stars and as speed increases,
the star rating decreases.
A site inspection and observation provides data for each
of the other criteria. The data provided is used to add to or
reduce the base level of risk depending upon the value.
For example: A road with 2 lanes is seen as low risk and
increases the star rating - A road with more than 2 lanes
increases risk and decreases the star rating.
The graphic below illustrates a screen from the Walk
This Way “phone app”. It shows a crossing in a 40 km/h
zone with a supervised school crossing facility classified
initially at 5 stars, but reduced to 1 star because of the
traffic volume and number of potential pedestrian/vehicle
conflicts due the number of traffic lanes.
5
Stage 2: Risk factor identification
A tabular crash and injury risks observations template
(Appendix 1) is recommended for recording the following:
Pedestrian volumes
■■ physical count over a number of different days
both before school and at school exit times.
Vehicle volumes
■■ council traffic counter deployed over a minimum
two week period.
Vehicle speeds
■■ council speed recorder deployed over a minimum
two week period.
Road user behaviours
■■ observations both before school and at school
exit times.
The template (Appendix 2) is intended to identify actual
road user behaviours at the location after the sites have
been assessed in accord with the star rating in Stage 1.
The critical element of Stage 2 is to identify the specific
behaviours at each risky site which contribute to the level
of risk and which might be able to be addressed with
remedial action.
Stage 3: Countermeasure selection
The ‘Guide for Speed Management treatments for 40km/h
speed zones in local streets’, (VicRoads, January 2009)
provides advice for local government engineers on low cost
traffic engineering treatments to support the application
of school speed zones. This guide outlines the typical
applications, advantages, disadvantages, effectiveness
and cost rating of 13 treatments applicable to low speed
environments. Treatments addressed are listed in Table 1
along with their effectiveness star rating for speed reduction.
Countermeasures to address the risk behaviours identified
in Stage 2 can be selected from Table 2 and Table 3 of
countermeasure options. The countermeasures are listed
in relationship to the behaviour that they are most likely to
address. It should also be noted that for some behaviours
a combination of countermeasures can be selected, and in
general this approach is likely to have greatest impact.
Table 1: Speed management countermeasures
and effectiveness rating
Treatment
Speed reduction effectiveness
Star rating
Parking and Bicycle Lanes
*
Transverse Lines
*
Perimeter Threshold
*
Kerb Extensions
**
Road Cushions
***
Median Treatment
**
Road Humps
****
Raised Pavements
****
Wombat Crossings
****
Urban Landscaping
**
Angled Slow Point
(Chicane)
***
Blister Island (Chicane)
***
Roundabouts
****
Raised lines =
**
Because speed control is the critical element associated
with reduced crash and injury severity to pedestrians,
those treatments with 3 or 4 stars should be implemented
when the risk analysis identifies the need to control
vehicle travel speeds.
A list of engineering treatments implemented by VicRoads
and municipalities to address safety around schools is
provided in Appendix 3.
6
Guidelines for safety around schools
Example:
How to assess risk at school crossing locations
Stage 2 – Risk factors identification
An example of how the three stage risk assessment
program can be applied is provided below:
11. Identify the speed zone, parking restrictions,
signage or obstructions
Stage 1 – Site general risk assessment
12.Arrange for a count of pedestrians and traffic –
average the count over the observation days
Complete the Walk This Way assessment input screen
as follows:
13.Observe traffic and pedestrian behaviour and note
the number of times risky behaviour is exhibited
1. Input location details relating to site being assessed.
This is done by filling in the Risks Factor Identification
template (Appendix 1). An example for a hypothetical
school and site is provided below
2. Choose the speed limit (highest speed limit of roads
at intersections).
3. Choose the level of existing traffic calming measures
at the site being assessed.
4. Choose the crossing type or identify none if
none exists.
5. Choose the number of traffic directions. This is
measured by the number of potential vehicle conflicts.
6. Fill in the number of vehicles travelling in any direction
that passes the crossing point for a 10 minute period.
7. Choose the number of lanes to be crossed. The Walk
This Way program will give a rating for the crossing.
Note the star rating.
8. Undertake a similar assessment for other crossings of
concern to the school community
9. Compare the crossing ratings and focus on those with
the fewest number of stars
10.Fill in the details of the site
7
Footloose Primary School (pop 805) Argus Street
Issues and identification of risks during observations
Crossing
Street
Crossing Type
Speed Zone
Hourly
Pedestrians
Hourly Traffic
Met VicRoads
Warrant
Crossing 1:
Argus Street
Flag/Supervisor
50km/h
186
276
Y
Parking
Signage
Double
No Stopping
Overstay
Obscure
3
4
3
3
Maintenance
Clutter
Insufficient
Foliage
Driver behaviours
Speeding
Inappropriate
speed
“U” turn to
obscure vision
3
2
5
Not stopping
stop line
Talk on Phone
Drop off in
danger
3
2
Fail to stop
Pedestrian behaviours
Not wait Supervisor
Not crossing at
crossing
Cross from
between cars
Late arrivals
15
6
3
The numbers in each cell are the observations of the
number of vehicles undertaking the behaviour identified
in the cell, or the number of pedestrians undertaking the
behaviour. The colour coding highlights behaviours seen to
be ‘very risky’, coloured dark grey, or ‘quite risky’ coloured
light grey from the observer’s assessment. The dark grey
coloured behaviours should be those first addressed at the
site to improve safety. A combination of offences occurring
simultaneously will increase the risk.
High Risk behaviours include the following:
Inattention
Poor Behaviour
Stage 3 – Countermeasures selection
14.Consider and implement the countermeasure that
best reduces risk.
For the Argus Street crossing example possible
countermeasures could include:
Reduce the speed limit – speeding behaviour
Construction of elevated crossing – speeding behaviour
Revised parking, signage – double parking,
obscured parking
Inappropriate speed for the conditions, perhaps wet
conditions but still too fast
Children’s education on crossing safely at crossings and
not between cars
Double parking
Parents and carer’s education on crossing safely at
crossings and not between cars
Parking so as to obscure pedestrians from the sight
lines of drivers
Parking in a no parking zone – the zone is created
for a reason
Drivers dropping off children in danger –
usually requiring the children to cross the road
without assistance.
Pedestrians crossing the road away from the crossing
Pedestrians, especially children, crossing between
parked cars
Education for parents on safe and unsafe dropping off
behaviour for children
On Road signage banning U-turns
Random police enforcement of dropping off, parking,
u-turns, mobile phone use while driving and other
unsafe behaviours
Use Tables 2, 3 and 4 as a basis for selecting
countermeasures
Solutions
Revise parking
Ban parking
Parent
education
Crossing kerb
outstands
Parking
restriction
enforcement
Check parking
signage
Remove
obstructing
vegetation
Slow points
Wombat
Crossing
Road humps
Road cushions
School speed
zone
Raised
pavements
Random police
enforcement
Transverse lines
before crossing
Median refuge
for wide road
Blister island
Angled slow
point
Unsafe parking
Speeding
Median
treatment
Random police
enforcement
Ban manoeuvre
signage
Unsafe
Manoeuvres
(e.g. U turn)
Random police
enforcement
Random police
enforcement
Gateway road
paint or surface
Raised
pavement
Kerb outstands
Raise pavement
Random police
enforcement
Improve
advance
warning signs
Install mast arms Review location
Kerb outstands
for visibility
Inform police
Ignoring
Ignoring
Pedestrian
Supervisors
operated signals
Pedestrian
Review location
precinct signage
Education if a
parent
Driver
inattention (i.e.
mobile phone)
Give Way signs
Early pedestrian
start phase if at
signals
Pedestrian
education for
eye contact
Random police
enforcement
Ignoring
intersection
signals
Revise
Electronic
green phase
enforcement
commencement - cameras
if at signals
Pedestrian
education for
eye contact
Unsafe left turns Unsafe right
turns
Random police
enforcement
Allocate
supervisor if
warrants met
Improve line
marking
Improve
advance warning
signs
Kerb outstands
Review location
Not giving
way at school
crossing
8
Guidelines for safety around schools
Table 2: Countermeasures for unsafe driving behaviours
9
Table 3: Countermeasures for unsafe pedestrian behaviours
Solutions
High Risk Behaviours
Non use of
crossing
facility
Ignoring Crossing Supervisor
No crossing
available
Running for
late access to
crossing
Ignoring
pedestrian
operated
signals
Difficulty
crossing wide
street
Crossing
between
parked cars
Stop look listen
and think signs
at school exits
Include in
content in
curriculum
Identify if
warrants met
Stop look listen
and think signs
at school exits
Include in
content in
curriculum
Raised median
Stop look listen
and think signs
at school exits
Include in
content in
curriculum
Supervisor
report to
school
Wombat
crossing
Include in
content in
curriculum
Median refuge
Include in
content in
curriculum
Pedestrian
fencing
School report
to parent
Pedestrian
fencing
Wombat
Crossing
Kerb extensions
Monthly/
Quarterly
Newsletters
from school
Monthly/
Quarterly
Newsletters
from school
Monthly/
Quarterly
Newsletters
from school
Pedestrian
operated
signals if
warrants met
Monthly/
Quarterly
Newsletters
from school
Table 4: Other behaviours
Solutions
High Risk Behaviours
Parents unsafe drop off
Parents calling children across the road
Information for parents
Information for parents
Create no stopping zones
Random police and council parking enforcement
10
Guidelines for safety around schools
5. Children’s crossing supervisors
scheme
The Children’s Crossing Supervisors Scheme has been in
operation since 1975. The scheme provides subsidies to
local councils that employ supervisors at sites that meet
minimum warrants for the number of children crossing
the road and the number of vehicles using the road on an
hourly basis. The warrants for crossings used by primary
school children are different from those used by secondary
school children.
Operational issues
Uniform
All supervisors are required to wear a standardised high
visibility vest and appropriate head wear. Additionally,
the stop bat provided is to be of standardized colour and
size and must comply with current Australian standards.
These elements represent the major components of the
service visible to the driver and should be standardized
across Victoria.
Seasonal variations to the uniform are outlined in the
Instructions for Children’s Crossing Supervisors Handbook
available on Vicroads website. VicRoads may provide
alternative specifications as the need arises.
Training
The current basic training for new supervisors incorporates
four main elements:
1. A guidelines book for trainers to present the
training program,
2. A video/DVD outlining the major components of the
supervisor role, and highlighting the key procedures
to be undertaken to allow for safe road crossing,
3. An instruction booklet provided to each supervisor
which includes all the procedures to be followed
and directions for action in the case of unexpected
non-attendance, and
4. A provision for two days on-site experience with an
experienced supervisor as a practical component to
complement the theoretical elements of the training.
This training regime is sufficient for the role to be
undertaken by the supervisors and the training materials
are clear and unambiguous. In addition to the formal
responsibilities of the role the training materials emphasise
the benefits likely to accrue from generating positive
relationships with children and adults using the crossing
and the positive life-style benefits for the supervisors
themselves. No additional training requirements are
deemed necessary.
Times of Operation
For more information, visit
vicroads.vic.gov.au/CrossingTrainingKit
It is suggested that the time of supervision be relatively
consistent and will generally operate during the times
of school speed zones.
6. Safety initiatives funding sources
and resources
Where schools arrange early finishing days, usually at the
end of terms, the timing for supervisors can be revised
for those occasions through consultation between the
school and the council taking into account the operating
conditions of the site.
A list of existing government programs is available to
assist councils with the implementation of improved safety
around schools following a Site General Risk Assessment
and Risk Factor Identification review. Table 5 provides a
summary of the existing programs.
11
Table 5: Road safety around schools: potential funding sources and resources for initiatives
Funding program
Organisation
Description
Contacts
Community
Partnerships
TAC
Community activities undertaken by TAC staff or support
for community benefit.
Senior Media and
Communications Advisor, TAC
Road Safety Grants
TAC
Grants for road safety initiative implemented through
community groups. Grants up to the value of $20,000
TAC Community Road Safety
Grants Officer 5225 6954
School Crossing
Supervisor Subsidy
Scheme
VicRoads
Subsidies for councils undertaking the School Crossing
Supervisors scheme
VicRoads Regional Office
Victorian Community
Road Safety
Partnership Program
VicRoads
A program resourcing road safety activity undertaken by
registered community road safety groups. Applications
for projects as part of an expected three year program
Community Programs
Coordinator 9854 2663
Safe to School
VicRoads
Information, practical case studies and parent/carer
education material to help schools, in partnership with
local councils, to improve the safety of children during
school drop off and pick up times.
vicroads.vic.gov.au
(Search: Safe to school)
Walking School Bus
VicHealth
No longer a funding option, but guidelines and resources
for helping to implement a ‘walking school bus’ program
are available.
9667 1333
School Travel
planning program
Department No longer a funding option but guidelines for school travel transport.vic.gov.au/projects/
of Transport plans for both primary and secondary schools are available. travelsmart
Saferoads program
– Safer roads and
roadsides (rural)
VicRoads
Guidelines and project funding for local councils to address
run off road crashes on local roads and intersections
Community Programs
Coordinator
9854 2663
School Education
Materials
Road Safety
Education
Victoria
Kids On the Move – primary schools resource
roadsafetyeducation.vic.gov.au
(See resources)
Traffic Safety Essentials – secondary schools resource
Sample programs which have received funding from the Department of Transport Travel Smart and Local Area Access
Program grants include the following:
Greater Bendigo City Council
City of Moreland: Canning Street Extension
Brimbank City Council
City of Murrindindi: Kinglake and Flowerdale
Cardinia Shire Council
Ranges Pathways
Darebin City Council
City of Yarra: Canning Street Intersections Improvements
City of Greater Geelong
Mornington Peninsula Shire Council: Reconnecting
Children to Place through Active Travel – Schools
Travel Plans
City of Wodonga.
Darebin City Council: Re-prioritising Signalised
Intersections for Pedestrians
City of Yarra: Pedestrian and Bicycle Priority on
Brunswick Street
City of Yarra:
Napier and Johnson Street Bicycle Signalisation
Banyule City Council:
Ivanhoe Schools TravelSmart Project
Greater Geelong City Council: Fast Forward: school
travel planning on the Bellarine Peninsula
Maroondah City Council: Bayswater North Primary
School Travel Planning Project.
VicHealth has funded six councils to implement
Streets Ahead from July 2008 to June 2011:
12
Guidelines for safety around schools
7. Appendices
Appendix 1: Risk factor identification templates
School Name:
Issues and identification of risks during observations
Crossing
Street
Crossing Type
Crossing
identifier
Street name
Listed if
existing
Speed Zone
Hourly
Pedestrians
Hourly Traffic
From peds
From traffic
volume count count
Parking
Met crossing Warrant
Children’s
y/n
Ped signals
Y/N
Signage
Double
No Stopping
Overstay
Obscure
Difficult to
children x’ing read
No. of cars
No. of cars
No. of cars
No. of cars
Too many
signs
Insufficient
signage
Obscured by
foliage
Driver behaviours
Inappropriate
speed
Speeding
“U” turn to
obscure vision
% exceeding
Ave speed from
limit by 10km/h No of events
speed count
or more
Not stopping
stop line
Talk on Phone
Drop off in
danger
Fail to stop
No of events
No of events
No of events
No of events
Pedestrian behaviours
Not wait
Supervisor
(if applicable)
Not crossing at
crossing
Cross from
between cars
Late arrivals
for supervised
crossing
Inattention,
playing the fool
Called across by
parents
Running across
road
Number
Number
Number
Number
Number
Number
Number
School Name:
Issues and identification of risks during observations
Crossing
Street
Crossing Type
Crossing
identifier
Street name
Listed if
existing
Speed Zone
Hourly
Pedestrians
Hourly Traffic
From peds
From traffic
volume count count
Parking
Met crossing Warrant
Children’s
y/n
Ped signals
Y/N
Signage
Double
No Stopping
Overstay
Obscure
Difficult to
children x’ing read
No. of cars
No. of cars
No. of cars
No. of cars
Too many
signs
Insufficient
signage
Obscured by
foliage
Driver behaviours
Speeding
Inappropriate
speed
“U” turn to
obscure vision
% exceeding
Ave speed from
limit by 10km/h No of events
speed count
or more
Not stopping
stop line
Talk on Phone
Drop off in
danger
Fail to stop
No of events
No of events
No of events
No of events
Pedestrian behaviours
Not wait
Supervisor
(if applicable)
Not crossing at
crossing
Cross from
between cars
Late arrivals
for supervised
crossing
Inattention,
playing the fool
Called across by
parents
Running across
road
Number
Number
Number
Number
Number
Number
Number
13
Appendix 2: Example of risk factor identification template
Footloose Primary School (pop 805) Argus Street
Issues and identification of risks during observations
Crossing
Street
Crossing Type
Crossing 1:
Argus Street
Flag/Supervisor
Speed Zone
Hourly
Pedestrians
50km/h
Parking
Hourly Traffic
Met VicRoads
Warrant
186
276
Y
Clutter
Insufficient
Foliage
Signage
Double
No Stopping
Overstay
Obscure
3
4
3
3
Maintenance
Driver behaviours
Speeding
Inappropriate
speed
“U” turn to
obscure vision
3
2
5
Not stopping
stop line
Talk on Phone
Drop off in
danger
3
2
Fail to stop
Pedestrian behaviours
Not wait Supervisor
Not crossing at
crossing
Cross from
between cars
Late arrivals
15
6
3
Inattention
Poor Behaviour
Footloose Primary School (pop 805) Argus Street
Issues and identification of risks during observations
Crossing
Street
Crossing Type
Crossing 2:
Sussex Street
Flag/Supervisor
Speed Zone
Hourly
Pedestrians
50km/h
Parking
Hourly Traffic
Met VicRoads
Warrant
479
Y
54
Signage
Double
No Stopping
Overstay
Obscure
Maintenance
Clutter
Insufficient
Foliage
Driver behaviours
Speeding
Inappropriate
speed
6
4
“U” turn to
obscure vision
Not stopping
stop line
Talk on Phone
Drop off in
danger
Fail to stop
5
Pedestrian behaviours
Not wait Supervisor
Not crossing at
crossing
Cross from
between cars
6
The numbers in each cell are the observations of the number
of vehicles undertaking the behaviour identified in the cell, or
the number of pedestrians undertaking the behaviour.
The colour coding highlights behaviours seen to be ‘very
risky’, coloured dark grey, or ‘quite risky’ coloured light grey
from the observer’s assessment. The mid grey coloured
behaviours should be those first addressed at the site to
improve safety. For Crossing 1 action on the following
would be warranted:
Late arrivals
Inattention
Poor Behaviour
3
Action to reduce the incidence of unsafe parking –
revised parking, signage, other?
Action through education, on children’s unsafe
crossing behaviours
Action on parents unsafe dropping off behaviour –
address individuals if not broad behaviour?
Action on unsafe u-turn behaviour – preventive
signage, on-road treatment, random enforcement?
14
Guidelines for safety around schools
Summary observations
Most traffic in Argus Street during the morning and
evening peaks is school related. Observations included
a combination of overstaying time limits, stopping in the
no stopping zone, double parking (and drop off), children
being assisted out of the vehicle on the road side, parents
with children not using the designated crossing and
crossing between parked cars. A number of parents use the
raised roadway pavement south of the school as a defacto
crossing (this is not a critical safety factor however it
undermines the function of the major supervised crossing).
Many drivers carry out “U” turns in the front of the school.
This is a safety factor as well as adding to congestion and
reducing sight visibility in the vicinity for both other drivers
and pedestrians.
The adjoining streets of Sussex Street and Bindy Street are
50km/h zones. The speeds of drivers in these locations
(a number estimated to be in excess of the 50km/h limit)
suggest that both streets should be 40km/h zones at
school times. However, neither meet the VicRoads criteria
because the streets do not “abut” the school.
Sussex Street is typical suburban “rat run” with speed
humps in various locations. The humps are not well located
and ineffective to make a difference to the approach
to the flagged crossing. The installation of a wombat
style crossing would have a far more meaningful impact
on vehicle speed. The speed of a number of vehicles
was estimated to be over the limit and others observed
travelling too fast for the prevailing conditions. The location
has a number of complexities including a bus stop nearby,
right hand turning vehicles into Argus Street in the morning
peak and a number of pedestrians.
Bindy Street is a major thoroughfare with a supervised
pedestrian operated traffic lights. The speed zone changes to
40km/h shortly after for the strip shopping centre. However,
this speed change could well be placed 200 metres further
west to cater for the pedestrian operated lights.
Recommendations for Footloose Primary School (to be
used as a ‘demonstration project’)
Pole mounted surveillance camera technology be
introduced in Argus Street as a demonstration project to
‘eliminate’ the offences of “overstaying limits”, “double
parking”, and currently dangerous “u” turns (not currently
illegal). Suggestion that warning notices be issued in the
first instance and historic information retained so that
infringements may be issued to repeat offenders.
A Wombat crossing be installed at the supervised
flagged pedestrian crossing in Sussex Street.
No “U” turn signage be installed in Argus Street –
applicable during school peak periods.
A road safety education letter be sent to all school
parents and carers.
15
Appendix 3: Safe routes to school program –
engineering treatments
List of engineering improvements which have been
implemented by VicRoads and municipalities participating
in Safe Routes to School
(i) Pedestrian crossing facilities:
Reviewing location, suitability and usage of existing
crossing facilities
Children’s crossings
Pedestrian operated school signals
Pedestrian refuges
Kerb outstands or extensions
(ii) Improvements to existing pedestrian facilities:
(vi)Roundabouts:
Modification of roundabouts to improve pedestrian
crossing facility
Trimming bushes
Construction of Kerb outstands or extensions
Construction of splitter island where possible
(vii) Signage:
Installation of fluorescent yellow green symbolic
crossing signs (adult holding child’s hand)
Reviewing parking signs
Installation of ‘Stop Look Listen Think’ (SLLT) signs at
each exit gate of the school
Repaint hardware
Installation of ‘Safe Routes to School – Recommended
Crossing Point’ signs at appropriate points
Improving line marking
Advisory speed signs
Improving conspicuity of children’s crossings
‘School Zone’ signs
Improving sight lines by removing obstructions,
such as rimming overhanging trees and bushes
Upgrading advance warning signs
Stenciling ‘SLLT’ on pram crossing at ‘SRTS
Recommended Crossing Points’ signs and along
the most used routes
Installation of audio tactile devices at traffic signals
‘No U-turn’ signs.
Modification of signal phasing to improve response
time, that is an early ‘walk’ phase, or increase walk phase
Pedestrian fencing or direct pedestrians to existing
facilities or away from hazardous areas
Installation of mast arms
(iii)Speed reduction devices:
Road humps which meet council criteria,
including construction of raised pavement
at the children’s crossing
Slow points
(iv)Delineation and devices:
(viii)Parking restrictions:
Reviewing existing parking restrictions
Parking restrictions outside schools that apply to times
when parents are picking up or dropping off students
(ix)Pram crossings:
Installation of pram crossings to designated appropriate
crossing points
Improving pram crossings, where necessary for
wheelchair access
(x) Bicycle facilities:
Installation of bicycle lanes
Improving line marking in the local area
where necessary
Encourage footpath cycling for children under
12 years of age
Raised reflective pavement markers
Installation of bicycle parking
Advance warning signs
Chevron hazard boards
(v) Driver disciplining devices:
Splitter islands
Entry threshold treatment
(xi)Other Measures:
Improving visibility: trim trees and vegetation
Arranging for Police enforcement of traffic
keeping victorians connected
05.13 Authorised and Published by VicRoads, 60 Denmark Street Kew Victoria 3101.
For further information please phone 13 11 71
or visit vicroads.vic.gov.au