Toucan crossing

Being more than just cycle and wallking infrastructure, Greenways truely transform urban areas. This guide covers the philosophy, design and construction of Greenways as multi-user paths for commuting and leisure. The distillation of 30 years of Sustrans' path building experience - the Connect2 Greenway Guide is an indispensible tool for anyone involved in the construction, maintenance and promotion of cycling and walking.

This document outlines Toucan Crossings provided in Belfast along the National Cycle Network, and outlines how a Toucan Crossing functions.

There are some junction locations on roads in Northern Ireland where, because of the high volume of traffic, high numbers of pedestrians or other factors, it is benefi cial to provide a ‘controlled crossing’ such as a Pelican, Zebra or Toucan Crossing. Roads Service is responsible for providing these crossings and they continually receive requests for new ones. They endeavour to act fairly and consistently when deciding which crossings to install to ensure that the limited funding available is targeted at locations of greatest need. This document outlines Roads Service assessment guidance that has been developed to decide crossings provision; which will make an additional allowance for the needs of the more vulnerable road users such as; elderly people, pedestrians with prams, unaccompanied children, visually and hearing impaired people, and people with mobility problems.

This toolkit is designed to assist with the development of programmes of road safety measures within a prioritised action programme. It provides valuable information that will assist in the choice of effective ways to reduce road traffic injuries. Whilst it can be used on its own to select measures to address specific problems that have been identified, it is not a substitute for the more systematic approach to road safety management and casualty reduction that is recommended in the World Report. A forthcoming report from the OECD provides detailed guidance on the achievement of targeted casualty reductions using a systems approach.

In 2000,1 the Department for the Environment, Transport and the Regions (now the Department for Transport, DfT) published its strategy for road safety in Tomorrows Roads Safer for Everyone. In this document Mixed Priority Routes were identified as being among the least safe of urban roads. Subsequently, the DfT invited local highway authorities to submit schemes for inclusion in the Mixed Priority Routes (MPR) Road Safety Demonstration Project where DfT grants of up to £1 million were available for each participating authority. The ten schemes selected to be included in the project covered a spectrum of different types of authority and highway characteristics. This document reviews the experience from the ten schemes involved in the Demonstration Project and presents the lessons learned through the project to assist practitioners develop similar successful schemes. This report provides guidance for project managers and senior technical staff who might be involved in the development and delivery of MPR schemes, building on the experience of those that have already been through the process and understand the organisation and delivery issues involved. The MPR schemes have unique technical solutions to the redesign of their streets. It is not the purpose of this document to set out technical solutions. A brochure entitled High Street Renaissance and detailed scheme reports are also published on the DfT website, www.dft.org.uk. Summary Mixed Priority Routes are streets that carry high levels of traffic and also have: a mix of residential use and commercial frontages; a mix of road users, i.e. shoppers, cyclists, bus passengers, schoolchildren; a mix of parking and deliveries; They are not just transport routes. Although dealing with transport and safety is a key element, other concerns associated with the local economy and local communities may also generate an interest in improving the area with economic regeneration and environmental improvements. There are many benefits to be gained from enhancing the high street environment with an integrated approach. The investment is likely to contribute towards assisting the delivery of a range of local authority corporate objectives and targets including: accessibility planning; accident reduction; economic regeneration; Public Service Agreement; quality of life; and sustainability.

Cycle tracks may be provided with priority crossings of roads where speeds are less than 30 mph, total traffic flows do not exceed 4,000 vehicles per day and the crossing is sited on a flat-topped road hump. A number of mainland European countries allow the use of zebra-style pedestrian crossings by cyclists. At present it is not unlawful for cyclists to cycle across zebra crossings within the UK. However, since there is no legal requirement for motorists to give way when they do, encouraging this practice may increase hazards for cyclists. Where cycle tracks naturally bring cyclists to such facilities, wider than normal crossings should be provided and ‘Cyclists dismount’ signs used.

The Highway Code is based on the Great Britain version. Although Northern Ireland road safety legislation continues to be brought into line with that in Great Britain, there are some differences which it has been necessary to reflect in this issue. For example, many Northern Ireland road users may not be familiar with equestrian and puffin crossings or trams. References to these issues have however been included as Northern Ireland residents who plan to visit Great Britain might find them helpful.

There is a need to transform the quality of residential streets, and this requires a new approach to their provision. The Manual is aimed at any organisation or discipline with an interest in residential streets, ranging from access officers to the emergency services. The importance of joint working among practitioners is a key feature of the Manual. Its scope is limited to residential and other lightly trafficked streets, although some of its principles may be applied to other road types where appropriate. It is not, however, meant to be used for trunk routes of any description, as these roads are covered by the Highways Agency’s Design Manual for Roads and Bridges. Streets should not be designed just to accommodate the movement of motor vehicles - a prime consideration is that they meet the needs of pedestrians and cyclists.

Well-Maintained Highways, the code of practice for highway maintenance management was published in July 2005. It provides local authorities with guidance on highways management in an ever changing environment, creating a strong foundation for a positive and lasting maintenance policy. Adoption of the recommendations in this code will help the delivery of Best Value services.

Information sheet looking at how Greenways can usefully and safely cross or connect to existing highways, giving users the best possible connection.