U KT ra m Activity 3 Signing of Tramways and Highway …...Mott MacDonald, fNott MacDonald House,...

U KT ra m Activity 3Signing of Tramways and

Highway Interface

Phase 1 Report:Comparison and Recommendations

ii~ay 20'10

U Kira m

Tram Mott MacDonald

UKTram Activity 3:Signing of Tramways andHighway Interface

Phase 1 Report:Comparison and Recommendations

May 2010

UKTram

Mott MacDonald, fNott MacDonald House, 8-10 Sydenham Road, Croydon CRO 2EE, United KingdomT +44(0) 20 8774 2000 F +44 (0) 20 8681 5706 W www.mottmac.com

UKTram Activity 3:Signing of Tramways and Highway Interface

Issue and revision record

Revision Date Originator Checker Approver DescriptionNaomi Ward Mustafah Ali David Hand

A 25.05.10 First Issue

This document is issued for the party which commissioned it

and for specific purposes connected with the above-captioned

project only. It should not be relied upon by any other party or

used for any other purpose.

Mott MacDonald

We accept no responsibility for the consequences of this

document being relied upon by any other party, or being used

for any other purpose, or containing any error or omission

which is due to an error or omission in data supplied to us by

other parties

This document contains confidential information and proprietary

intellectual property. It should not be shown to other parties

without consent from us and from the party which

commissioned it.

Mott MacDonald, Mott MacDonald House, 8-10 Sydenham Road, Croydon CRO 2EE, United KingdomT +44(0) 20 8774 2000 F +44 (0) 20 8681 5706 W www.mottmac.com

UKTram Activity 3: ~~~Signing of Tramways and Highway Interface Ma#3 MacDonald

Chapter Title Pale

Executive Summary

1.

1.1

Introduction

UKTram

1

1

1.2 Activity 3: Signing of Tramways, and Highway Interface 1

1.3 Aims for Activity 3 2

1.4 The Activity group Process 3

1.5 Phase 1 Scope 4

1.5.1 Scope Overview 4

1.6 Report Content 5

1.6.1 Research Sources and Methods 5

1.6.2 Review of Relevant Standards &Guidance and a Comparison with Actual Practice 6

1.6.3 Recommendations 7

1.6.4 Next Steps 8

2. Signs, Markings &Signals: Tramway Crossings 9

2.1 Tramway Crossings with Barriers 9

2.1.1 Current Standards and Guidance 9

2.1.2 Actual Practice 11

2.2 Tramway Crossings without Barriers 13



2.3 Overhead Line Warnings 21

2.3.1 Current Standards &Guidance 21


3. Signs, Markings &Signals: On-street Tramways 23

3.1 Boundaries Betu+ieen Integrated and Segregated Sections 23



3.2 Tram Lanes 30



3.3 Integrated On-street Tramways 33


3.3.2 Actua! Practice 36

4. Signs, Markings &Signals: Tramcars 39

4.1 Tram Signs 39

4.1.1 Currant Standards and Guidance 39


4.2 Road Markings 42

2~5164///0031,~125 iV3ay 201 ~Activi#y 3 ~'hase 1 R~~ort Issued iViay 2010


4.2.1

4.2.2

4.3

4.3.1

4.3.2

5.

5.1

5.1.1

5.1.2

5.2

5.2.1

5.2.2

5.3

5.3.1

5.3.2

6.

6.1

6.1.1

6.1.2

6.2

6.2.1

6.2.2

Current Standards and Guidance

Actual PracticeSignals


Actual Practice

Mott MacDonald

42

43

45

45

46

Pedestrian Safety 48

Pedestrianised Areas 48

Current Standards and Guidance 48

Actual Practice 48

Pedestrian Crossings 49


Actual Practice 52

Tram Stops 58


Actual Practice 59

Cyclist Safety

Cyclist Tramway Crossings


Actual Practice

Cycling on and around On-street Tramways


Actual Practice

64

7. Highway Interface: Special Paving 70

7.1 Pedestrian and Vehicle Deterrent Paving ~~



7.2 Coloured and Textured Surfacing 73



8. Recommendations 75

8.1 Recommended Changes to Guidance 75

8.1.1 Guidance on Signs Applicable to Tramcars 75

8.1.2 Guidance on Cycle/Tramway Interface 76

8.1.3 Guidance on Pedestrian Safety 78

8.1.4 Guidance on Tramway-specific Signs, Road Markings and Signals 78

8.1.5 Guidance on Facilities for the Disabled 80

8.1.6 Guidance on Enforcement $~

8.2 Changes to TSRGD 82

8.2.1 Defining Tram Lanes 82

8.2.2 Point Position Indicators 82

25616~///fld3/A 25 day 201(1Activi#y 3 Phasa 1 Report I~su~d May 201 D

UKTram Activity 3:Signing of Tramways and Highway Interface Most MacDonald

8.2.3 Signs Applicable to Tramcars 83

9. Next Steps 85

9.1 Prioritise Changes to Guidance /Legislation 85

9.2 Complete Phase 2 85

9.3 Decide on an Ongoing Role 85

Appendices 87Appendix A. Original Activity 3 Scope 88

Appendix B. Final Agreed Phase 1 Scope 90

B.1. Scope 90

B.1.1. Signs, Lines &Signals 90

6.1.2. Pedestrian &Cyclist Safety 90

B.1.3. Special Surfaces 91

6.2. Method 91

B.2.1. Standards &Guidance Review 91

6.2.2. Second Questionnaire 91

B.3. Output 92

B.3.1. Signs, Lines and Signals 92

6.3.2. Pedestrian and Cyclist Safety 92

B.3.3. Special Surfaces 93

Appendix C. Questionnaire Responses 94

Appendix D. Supplementary Questionnaire Responses 121

D.1. Operational Tramway Responses 121

D.2. Non-operational Tramway Responses 129

255164///003/A 2fi Nlay 2019Activity 3 Phase 1 Report Issued Uiay 20'10


Executive Summary

Mott MacDonald

This report has been prepared on behalf of UKTram to provide an aide to thedevelopment of a common set of standards and guidance for the signing oftramways in the UK. An overview of existing standards and guidance in the UKand Ireland, their inconsistency and their interface with highway guidance isprovided. Comment is similarly provided on existing practice, based on interviewsand discussions with promoters, operators and designers. Comparison is madebetween actual practice and the current standards and guidance, and betweenindividual tramways. Recommendations are identified for wider discussion andreview within the industry.

Activity 3: Signing of Tramways, and Highway Interface

Activity 3 was formed in response to concerns about approaches to the provisionof traffic and pedestrian management, and the inconsistencies which haveoccurred between tramways in the UK due to a lack of common standards andguidance. These concerns are the result of a number of key problems:

High Development Costs — Design standards are generally developed fromscratch for each system due to the lack of a standardised approach to LRTdevelopment, including signage and highway interface

_= Local Authority pressure —Most Local Authorities will have had no previousexperience of tramways and guidance is needed to provide reassurance and toprevent overly conservative or expensive design from being promoted.

Litigation following accidents —One of the main reasons for negative pressureon design from Local Authorities is the fear of litigation. It is hard to prove that adesign is fit for purpose when there is little guidance for comparison.

Lack of enforcement — Confusion over the options available, and incidents ofhighly-publicised overturned fines have caused doubt over ways of tacklingmisuse.

255164///003/A 25 May 2010Activity 3 Phase 1 Report Issued May 2010


Activity 3 Aims

-innMott MacDonald

The ultimate aim of this UKTram Activity Group is to produce sustainable

standards and guidance for the tram industry, and the task has been split into thefollowing phases:

Phase 1:

A comparison of existing practice on the tramways of the UK and Ireland with

standards and guidance. Recommendations on changes to guidance andlegislation as a response to the comparison.

This report contains the output for Phase 1.

Phase 2:

The production of amendments to the guidance and legislation recommended in

Phase 1, following detailed research and consultation.

The implementation of Phase 2 is outside of the scope of work agreed between

UKTram and Mott MacDonald.

Phase 1 Scope

The final agreed scope for Activity 3: Signing of Tramways and Highway Interface

covers three areas:

Signs, Lines &Signals

~k~ Pedestrian &Cyclist Safety

~~ Special Paving

Other areas of highway interface are discussed, but not reported on in detail,

within this report.

~5~~s¢ii~oa3~,~ ~~ nnay zo~~oII Acti~~ity 3 Phas:, 1 Report Issued /lay 2010


Key Findings

Mott MacDonald

The key findings are based on evidence gathered from the initial questionnaire

and the supplementary questionnaire interviews, undertaken with individuals who

have a direct knowledge of operational and safety issues. The recommendations

made in this report fall into two categories:

Guidance to be produced on behalf of UKTram, either for inclusion in guidance

produced by others, or for publication as a tramway technical note.

Proposed amendments to the Traffic Signs Regulations and General Directions

(TSRGD) and accompanying publications.

A summary of the recommendations is produced below. These can be read in full

in Section 8.

Guidance to be Produced

Guidance on Signs Applicable to Tramcars

Study of current practice reveals that similar symbols used on signs applicable to

tramcars have different meanings on different tramways, leading to confusion and

difficulties in sign recognition. Examples of this can be found in Section 4.1.2.

Aspects recommended for inclusion in this guidance are:

the positioning and size of signs applicable to tramcars

a standard set of sign faces for use by all tramways across the UK

Following the publication of this guidance, an update will be required to TSRGD.

Guidance on Cycle/Tramway Interface

Guidance on cycle/tramway interface is currently minimal, leading to a large

variation in actual practice. It is recommended that existing guidance should be

amended and expanded, following further research and consultation. Guidance

produced should address specifically:

cycle lane widths

25b164///003/A 25 May 2010III Activify 3 Phase 1 Report Issued May 2010

UKTram Activity 3:Signing of Tramvvay~ and Highway Interface

~~ cycle provision in tram lanes

facilities for cyclists leaving and joining the carriageway

Mott MacDonald

=~ clearance to be provided for cyclists adjacent to parking spaces or bus lay-bys.

In order to provide a complete and coherent guide for cycling facilities, otherinfrastructure issues, such as cycle parking provision at tram stops, should beincluded within the guidance.

It is not recommended that the ̀ slippery rails' warning sign for cyclists (asdiscussed in Section 6.2.2) should be taken forward for further study, as liaisonwith local cycling groups, good facility design and early education appear to havemore impact on cyclist safety.

Guidance an Pedestrian Safety

The use of pedestrian guardrailing is often a point of conflict between tramwaydesigners, operators and Local Authorities. It is recommended that existingpedestrian safety guidance is expanded to provide insight into alternatives andcriteria for installation.

Guidance on Tramway-specific Signs, Road Markings and Signals

It is recommended that the deve►opment of guidance in this area is based onintegrated solutions, highlighted in Section 8.1.4 as areas to be furtherinvestigated, which have been found to be successful, as well as on furtherresearch. The areas which the guidance should cover are:

Tram Lanes, on which there are limited standards and guidance

Combined sign and infrastructure solutions for defining the boundary betweenshared and segregated tramway sections

Road markings to improve motorist safety on shared sections

Use of signals and signs to minimise incidents of motorists accidentally turningonto segregated tramways

Guidance on Facilities for the Visually Impaired

Updated guidance on facilities for the visually impaired is recommended,specifically the use of tactile paving on platform-edges and at crossings. Current

2551 S4///0031A 25 ~~3ay 2010IV ,activity 3 Phase 9 RQ~o~t Issued May 2010

UKTram Activity 3:Signing of Tramways and Highway Interface Mott MacDonald

guidance is unclear and has lead to varying interpretations on different tramways,as discussed in Section 5.3.2.2.

Guidance on Enforcement Options

In line with operator concerns, it is recommended that guidance should beproduced on the practical implementation of enforcement options, for instance,producing a guide to laying out tram lanes so that they are enforceable by CCTV,and consideration of provisions in Transport &Works Act.

Changes to TSRGD

Defining Tram Lanes

The use of tram, or shared tram/bus lanes is widespread, but is not included in

TSRGD. It is recommended that the various changes necessary (identified inSection 8.2.1) be proposed to the Department for Transport (Dff) asamendments.

Point Position Indicators

It is recommended that a standard form of point position indicator is developedand nominated for inclusion in TSRGD. Dog-leg indicators are an obviouscandidate, being used on many of the existing tramways, but it is recommendedthat the colour of the LED be reconsidered to distinguish it from that of the signal.

255164///003/A 25 ~11a~ 2010V Activity 3 °hase 1 Report Issued May 2010


Next Steps

Mott MacDonald

In order to benefit from the momentum generated from the conclusion of thisphase of the work, a number of Next Steps are recommended, including:

Prioritise Changes to Guidance /Legislation

Some of the guidance is more important from a safety perspective, for examplethe standardisation of point position indicators and signs applicable to tramcars,and the development of guidance on cycle infrastructure. Other guidance can beprovided quickly and at a lower cost, e.g. guidance on pedestrian guardrailing andguidance on facilities for the visually impaired.

Complete Phase 2

This will be to fulfil the aim of the activity group by producing changes to guidanceor legislation which have been identified through Phase 1. It is suggested thatearly consultation is made with relevant third parties, to aid acceptance of the finalguidance.

Decide on an Ongoing Role for the Activity Group

It is envisaged that the Activity 3 Working Group could have a role beyond theproduction of the recommended guidance (expanded 'on Section 9), for instance:

Acting on recommendations from RAIB reports

Disseminating lessons learned

2553SA/J/003/~A 25 Nlay 21310VI Ac~ivifij 3 ~fiase 7 Report Issued ~vi~y 2010


1. Introduction

1.1 I UKTram

Mott MacDonald

UKTram is a body which has been set up to represent the tram industry

in its dealings with the Government and other agencies. Its purpose is

to address issues which hinder the successful development of tram

schemes in the UK. In order to carry out this mandate, UKTram have

commissioned a series of Activity Groups, comprising industry experts

in the appropriate fields, to investigate specific areas of concern and

make recommendations for change.

1.2 Activity 3: Signing of Tramways, and Highway Interface

Activity 3 was formed in response to concerns about approaches to the

provision of traffic and pedestrian management, and the inconsistencies

which have occurred between tramways in the UK due to a lack of

common standards and guidance.

These concerns are the result of a number of key problems:

High Development Costs

Design standards are generally developed from scratch for each

system due to the lack of standards and guidance. In a bid to lower

costs, some practices are passed from tramway to tramway, but these

are not always best practice and can be ̀lost in translation', due to

financial or time pressures.

Local Authority Pressure

Most Local Authorities will have had no previous experience of

tramways and guidance is needed to provide reassurance and to

prevent overly conservative or expensive design from being promoted.

A lack of early engagement with highway authorities can also be a

cause of design compromise at the expense of innovation.

Litigation following accidents

One of the main reasons for negative pressure on design from Local

Authorities is the fear of litigation. It is hard to prove that a design is fit

for purpose when there is little guidance for comparison. There is also

concern that well-meaning legislation is not providing the safest option

in certain circumstances.

Lack of enforcement

Confusion over the options available, and incidents ofhighly-publicised

overturned fines, have caused doubt over ways of tackling misuse.

2551&4///003/A 25 Niay 2010Activity 3 Phase 1 Report Issued flay 2010

U KTram Activity 3:Signing of Tramways and Highway Interface

1.3 ~ Aims for Activity 3

~MMott MacDonald

The ultimate aim of this UKTram Activity Group is to produce

sustainable standards and guidance for the tram industry, and the task

has been split into the following phases:

Phase 7:

A comparison of existing practice on the tramways of the UK and

': Ireland with standards and guidance. Recommendations on changes to

guidance and legislation as a response to the comparison.

This report contains the output for Phase 1.

Phase 2:

The production of amendments to the guidance and legislation

recommended in Phase 1, following detailed research and consultation.

The implementation of Phase 2 is outside of the scope of workagreed between UKTram and Mott MacDonald.

255164//1003/A 2~ day 20102 Aciivity 3 Pfiasa 1 Report.lssued May 2010


Figure 1.1: Activity 3

Activity 3 Groupidentifies areas of

interest

Fi2

15~ questionnaireresults highlight areas

of interest

3

Scope of ActivityGroup is revised

a

2~a questionnaire &interview results

enable comparison

C7s

Report recommendsareas which requirefurther guidance

Research andconsultation carried out

New/updated guidancepublished

3

The Activity Group Process

Mott MacDonald

Figure 1.1 shows the structure of the past, present and future of the

activity.

Activity 3 — Signing of Tramways and Highway Interface was

commissioned in 2005 to address these issues. Research was carried

out, on a purely voluntary basis, by a team made up of representatives

public transport executives and operators within the UK, and relevant

consultants. During this time, the initial scope was written (1) and a

questionnaire issued to operators and promoters (2).

to September 2008, it was recognised that the activity was not

progressing at a reasonable pace, due to the limited amount of time

that members of the activity group were able to commit.

Mott MacDonald were appointed to carry out Phase 1 of the activity, to

a revised scope (3) agreed with UKTram, between September 2009

and March 2010.

In the course of Phase 1 a second questionnaire was carried out as an

interview with tramway operators (4) and this report written detailing the

findings from the interview and subsequent recommendations on further

guidance to be produced — a key aim of the activity group.

The recommendations in this report are the basis on which the activity

group can facilitate consultation and develop standards and guidance to

be carried out as part of Phase 2 (6).

This will lead to the publication of guidance which will improve tramway

safety, reduce inconsistencies of provision and encourage cost effective

design.

255164///003/A 25 May 2010Activity 3 chase 1 Report Issued May 2010


1.4

1.4.1

1.4.1.1

i4

Phase 1 Scope

Scope Overview

Moat MacDonald

The initial scope for the activity group can be found in Appendix A.

When the activity was handed over to Mott MacDonald, a scoping

exercise was carried out to re-align the output for Phase 1 with the

activity group aims. This can be found in Appendix B, and is

summarised below:

The final agreed scope was to involve Edinburgh Trams in theresearch, in addition to the seven original tramways:

~ Blackpool Trams

~ Dublin LUAS

~ London (formerly Croydon) Tramlink

Manchester Metrolink

Midland Metro

Nottingham Express Transit (NET)

Sheffield Supertram

The final agreed scope for Activity 3: Signing of Tramways and

Highway Interface covers three areas:


Pedestrian &Cyclist Safety

Special Paving

Other areas of highway interface are discussed, but not reported on indetail, within this report.


This inc►udes a review of:~ Standard signs required in the TSRGD (2002) and signs

recommended in ORR guidance. Their impact on tramway safetyand efficiency.

lVon-standard signs on tramways used to convey information eitherto tram drivers or other highway users. Reasons for their use andhow effective they are.

Current use of temporary signs and lights during construction andmaintenance works.

25~1fi4/lJ003/A 2~ nAay 2010Activity 3 Phase 9 Report 4ssued May 2010


-innMott MacDonald

■ Current use of markings to improve safety and compliance on

tramways. Reasons for their use and how effective they are.

■ Innovative practices used at junctions and in pedestrian areas to

improve safety and efficiency.

1.4.1.2 Highway Interface

This focuses on finro main areas of highway interface:

Pedestrian &Cyclist Safety

This includes a review of:

■ Existing practice as compared to currently available tramway-related

guidance.

■ Pedestrian and cycle accident ̀black spots' and possible causes.

■ Innovative methods used to reduce accidents through signage and

highway interface.

Special Paving

This includes a review of:

• Current use of special surfacing on tramways and the reason of its

use.

1.5 Report ContentE

1.5.1 :Research Sources and Methodsiir Initial Questionnaire

The first questionnaire was sent out by the Activity 3 working group in

2006 to the operators and concessionaires of all the tram systems in

the UK and Ireland. A record of the full set of responses can be found in

Appendix C.

Supplementary Questionnaire

Following analysis of responses from the initial questionnaire, a

supplementary questionnaire had been written by Dave Skirrow of

Sheffield Supertram (a member of the working group) including issues

to be pursued further. When the activity report was passed to Mott

MacDonald, questions from this were incorporated into the final

~ 255164///003/A 25 N1ay 2010rJ ;Activity 3 Phase 1 Report Issued May 2010


questionnaire. The final questionnaire was designed to capture

information from the operators on particular ̀ hot spots' for operational

issues, incidents and near misses. The questionnaire also aimed to

capture where the operators had worked with Local Authorities to

modify signs and highway interface to reduce the frequency of these

incidents, an the success or otherwise of these measures.

The content of the questionnaire for Edinburgh Trams was varied, as

issues relating to operation would not be relevant. This questionnaire

was issued to the client and Local Authority, as well as the future

operator.

The questionnaires were delivered in the form of an interview, with thequestions being sent to the operator previously to allow them to gatherany necessary information. This method enabled the interviewer toensure that questions were answered in the same manner for eachtramway, a problem encountered in the replies from the firstquestionnaire. Following each interview, areas of the tramwayhighlighted were visited and photographed to aid visual comparison.

A record of the full set of responses can be found in ~pendix D.

7.5.2 ' Review of Relevant Standards 8~ Guidance and aComparison with Actual Practice

1.5.2.1 Signs, Road Markings and Signals

' Current standards and guidance on signs, road markings and signalsare summarised in the following sections to allow a clear comparison tobe outlined, both between actual practice and the standards andguidance, and between tramways. Signs, markings and signals whichapply to pedestrians and cyclists are discussed in the pedestrian safetyand cyclists safety sections, respectively.

The Traffic Signs Regulations and General Directions

The Traffic Signs Regulations and General Directions (TSRGD) is astatutory instrument for specifying signs for use on the highways ofEngland, Wales and Northern Ireland. The standard forms of the signand their uses have been taken from TSRGD and all diagramreferences quoted are from that publication, unless stated otherwise.

? 2 5 5 1 64///0 03/A 25 N1ay 20106 Acti~iity 3 Phase 1 Report Issued May 2010


The Traffic Signs Manual

Mott MacDonald

Various chapters of the Traffic Signs Manual have also been referred

to., namely Traffic Signs Manual Chapter 3: Regulatory Signs (2008),

Traffic Signs Manual Chapter 4: Warning Signs (2004), and Traffic

Signs Manual Chapter 5: Road Markings (2003). These publications are

produced by the Dff as guidance to traffic authorities on the use of

traffic signs and road markings.

Railway Safety Publications

Information on signs and signals is taken from the Railway Safety

Publications, Guidance on Tramways and Guidance on Level

Crossings. These Railway Safety Publications are produced by the

Office of Rail Regulation (ORR).

1.5.2.2 Pedestrian and Cyclist Safety and the use of Special Paving

Standards and guidance on pedestrian and cyclist safety and the use of

special paving on tramways have been summarised using the

publications mentioned to facilitate a clear comparison between the

tramways.

Railway Safety Publications

Information on highway interFace is taken from the Railway Safety

Publication Guidance on Tramways, produced by the Office of Rail

Regulation (ORR).

i .Other Sources of Information

Several other publications have been reviewed as part of this activity,

including:

■ Tramway Technical Requirement Note: Pedestrian safety — ORR

~ Tramway Technical Requirement Note: Application of highway

legislation to tramcars — ORR

■ Guidance on the Use of Tactile Paving — DfT

■ Cycle Infrastructure Design — DfT

1.5.3 Recommendations

Following the review of actual practice carried out in the following

sections, recommendations far changes to current standards and

guidance have been made in Section 8.

2551 S4///003/A 25 May 20107 Activity 3 Phase 1 Report Issued May 2010

UKTram Activity 3: ~Y~Signing of Tramways and Highuvay Interface Mott MacDonald

1.5.4 Next Steps


2. Signs, ~ilarkings ~ Signals: TramwayCrossings

For the purposes of TSRGD, a level crossing is defined as a place

where a railway or a tramway crosses the road. This is in contrast with

Level Crossings Act 7983 which defines a level crossing as "any place

where a railway crosses a road on a level".

2.1 Tramway Crossings with Barriers

In Guidance on Tramways, the use of physical barriers for crossings of

tramways run by line-of-sight is strongly discouraged, with arecommendation that intersections should be "regarded as highway

junctions rather than railway level crossings". As most tramways in the

UK and Ireland are run on this principle, the use of barriers at tramway

crossings is likely to occur only rarely on the systems. Where tramways

are run by railway style signals, Chapter 5 of Traffic Signs Manual

states that "the junction should be signed and marked in the same way

as a railway level crossing ... using the appropriate vertical tram signs."

2.1.1 Current Standards and Guidance

2.1.1.1 Signs

Sign diagram 770 ̀level crossing with gate or barrier' (shown in Figure

2_1), rather than sign diagram 772 (shown in Figure 2.14), is to be usedFigure 2.1: Sign diagram 770

at on the approach to a tramway crossing (or combined railway and

tramway crossing) if barriers are provided.

Where a tram crossing is controlled with wig-wag signals, sign diagram

~ 773 (as shown in Figure 2.2) should be used in advance of the signals.

A distance or arrow can be added to the sign for clarification ifSource TSRGC j necessary. It must be combined with either sign diagram 770 or 772 as

~ appropriate.

I'Figure 2.2: Sign diagram 773 Signs 775 and 777 (shown in Figure 2.3) may be used with signals to

diagram 3014, which are covered in Section 2.7.1.3. Changing the text

s~~ on sign 777 to ̀ ANOTHER TRAM COMING if lights continue to show' is

a permitted variant, so it is not necessary to obtain special permission

STOP to use this sign.when

lights show At user-worked level crossings (normally involving footways, bridleways

So~_~ra~ _, .~~or private roads), Chapter 3 of the Traffic Signs Manual recommends

the use of a ̀Stop' sign in combination with the supplementary plate to

sign diagram 783 ("DRIVERS OF LONG LOW VEHICLES phone before

crossing" or its "LARGE OR SLOW" variant).

2 5 5 1 64///0 0 3 /A 25 IVlay 2010g Activity 3 Phase 7 Report Issued May 2010


Figure 2.3: Sign diagrams 775 (top) and 777 (bottom) Figure 2.4:

Source: TSRGD

KEEPCROSSINGC LEA R

ANOTHER TRAINCOMINGif lights

continue to show

2.1,1.2

2.1.1.3

Figure 2.6: Diagram 3014

~cur~e ~ oRGi`

10

Road Markings

~1Mott MacDonald

Sign diagrams 601.1 (top) and 783 (bottom)

~.~

~ jf'

•~

Source: TSRGD

A form of yellow box marking is specified in TSRGD but, in Chapter 5 of

the Traffic Signs Manual, it states that these may only be used where

specified in a railway crossing order. Where used they are formed as

shown in Figure 2.5. Crossings which are un-gated and require a yellow

box can use the yellow box specified for road junctions, discussed later.

Figure 2.~

Source = _~

Signals

Signals for the control of traffic at level crossings are shown in Figure

2.6 as diagram 3014. These can be placed at crossings with or without

barriers or gates. Refer to Section 2.1.1.1 for the appropriate

accompanying signage.

255164///003/A 25 ~iay 2010Activity 3 Phase 1 ~2egort Issued i~/lay 2010



Figure 2.8: Diagram 4006.

2.1.2

Figure 2.9: Diagram 778.1 witha non-standard plate as seen onthe Manchester Metrolink system

STOPwhen

lights show

sou _,_. ,.._.

11

'1MMott MacDonald

Where a second tram may use the level crossing without the minimum

road open time, a signal to diagram 776 (a red light with a black legend)

should be included. This shall be illuminated when a tramcar has just

passed over a level crossing and another is approaching.

The black legend may be written as ̀Another Tram Coming' as this is a

permitted variant.

A pedestrian signal to diagram 4006 is for use at level crossings which

are operated automatically, rather than by railway staff. In Guidance on

Level Crossings it states that "traffic signals for pedestrians should be

provided where the volume of pedestrians is high or vulnerable groups

of pedestrians use the crossing on a regular basis, e.g. primary school

children or people with disabilities whose schools, hospitals or homes

are immediately adjacent to the crossing."

Actual Practice

Level crossings are not widely found on the tramways investigated.

Those that are in existence run parallel to heavy rail lines, or are on

sections of the tramway which run at high speeds for operational

reasons.

The Manchester Metrolink has a few such crossings. One, on the line to

Bury is situated where a small country lane crossed the tramway. It was

signed in advance as shown in Figure 2.9, with signals at the barrier

itself as shown in Figure 2.6. The signage used is incorrect, as sign

778.1 is warning of an open tramway crossing without light signals.

There was also no advance warning of the light signals, which are

usually included on the same sign as the legend ̀ STOP when lights

show' (as shown in Figure 2.2), although a sign appeared to be missing

from the post.

2551 S4/1/003/A 25 May 2010Activity 3 Phase 1 Report Issued May 2010

UKTram Activity 3:Signing of Tramv+iays and Highway Interface

~1Mote MacDonald

Part of the Nottingham Express Transit line to Hucknall runs parallelFigure 2.10: Signs used in with the Network Rail line and there are standard level crossingsadvance o#the David Lane encompassing both the network rail and tram lines in one signalised,crossing on the NET system Baked crossing. Most notable, however, is the level crossing at David

Lane. A set of traffic lights are used to control the whole junction, which

is complicated by Vernon Lane running parallel to the railway line on

one side of the crossing. Within the traffic lights, the railway level

crossing is controlled by the amber and twin red flashing signals and

barriers. When a tram approaches, the junction operates as a normal

road junction with the tramway acting as another road, but when a train

approaches the barriers come down, the twin red lights start to flash

i and the traffic lights change to red for traffic traversing the level

STUPcrossing.

whentights show A relatively high volume of traffic traversing the crossing was the reason

for the novel design. Unacceptable delays to traffic would have beensource: rsR~c caused had the crossing gates been forced to close for every passing

tram.

Standard signs 770 and 773 are used to give motorists advanced

warning of the gated level crossing (as shown in Figure 2.1(7), but no

warning is given of the tramway crossing. Yellow box markings to

diagram 1045 are also used.

Figure 2.11: David Lane crossing in Basford with the tramway in the

Source: Mott MacDonald

' 255154///003/A 25 IUiay 2010~ 2 ~ Activity 3 ~4~ase 1 ftapori Issued iViay 2010


2.2

2.2.7 I

2.2.1.1

Figure 2.12: Diagram 602 with

plate 778.1

GIVEWAY

Figure 2 "'~ ^~----- ̂ "̂.1 with

plate 77.

Q

Source: TSRGD

13

Tramway Crossings without Barriers

Mott MacDonald

In Guidance on Tramways, it is recommended that at-grade

intersections between the highway and the tramway should be

"regarded as highway junctions rather than railway level crossings."

With the tramway acting as the major road no matter what the levels of

highway or tram traffic. Crossings without barriers can be either

controlled by signals or simply signed. Guidance on Tramways states

that °signs giving warning of the presence of trams should be provided"

at all junctions with the highway, signalled or not.

Guidance on Tramways gives various recommendations on choosing

whether to control junctions via signals or ̀ Give way'/'Stop' signs, noting

that the decision will depend equally on the needs of other road users

and the needs of the tramway. These are discussed in more detail in

the following sub-sections.

The methods of controlling crossings are equally valid in situations

where a segregated tramway (either on- oroff-street) crosses a road, or

where a junction involves a road with an integrated tramway.


Signs

Where the tramway crossing creates a priority junction and there is a

low flow of traffic, Chapter 3 of the Traffic Signs Manual states that a

'Give Way' sign with a tram plate should be used for open tramway

crossings in places where markings alone would normally be used for a

road junction. It also states that "roads that have tramways, either

segregated or within the carriageway, should always be treated as the

major road" A 'Give Way' sign with a tram plate is shown in Figure 2.12.

Where the tramway crossing creates a priority junction and a ̀Give

Way' sign would have been placed had the tramway been a road, a

`Stop' sign and marking should be used with tram plate 778.1.

The placement of ̀Stop' signs requires approval from the DfT in all

cases, but this would require a special direction, as this sign

combination is not prescribed by the Regulations. Chapter 3, Section

3.13 of the Traffic Signs Manual lists the criteria for making an

assessment of which sign to use.

Chapter 3, Section 3.27 of Traffic Signs Manual states that "junctions

with heavy traffic flows or restricted visibility (including those which

2 5 5 1 64///0 03/A 25 ~11ay 2010Activity 3 Phase 7 Report Issued May 2010



Source: TSRGD

2.2.1.2

Figure 2.15: Diagram 1043showing the swept path

Source Traffc Signs Manual

14

-innMott MacDonald

would normally be signed with the STOP sign) should be controlled by

tragic signals where there is a tramway."

In order to warn road users on the approach to a tramway crossingwithout gates or barriers, Chapter 4 of the Traffic Signs Manualspecifies diagram 772 (as shown in Figure 2.14), and can be used inadvance of junctions controlled by either signals or ̀ Give way'/'Stop'signs.

The distance from the crossing for the sign to be situated should becalculated using Chapter 3, Appendix A of the Traffic Signs Manual.

Road Markings

In Guidance on Tramways, it recommends that where a ̀Give Way' or`Stop' sign is used at a junction, the edge of the accompanying markingnearest the tramway "should be positioned at least 500 mm from theedge of the DKE to allow for inaccurate stopping by road vehicles."

To prevent delays to trams at signalised road junctions, it may benecessary to implement yellow box markings to diagram 1043 deterthem from being blocked by other vehicles. Where a tramway passesthrough a yellow box marking, the swept path should be indicated asshown in Figure 2.15, as shown in Chapter 5 of the Traffic SignsManual. The yellow markings should be terminated on either side of theswept path with a 200 mm wide boundary line. Since in thiscircumstance the swept path is for the guidance of tram drivers only it isnot necessary to continue any longitudinal swept path markings throughthe box. Section 3.3.1,2 contains more information on swept pathmarkings. Chapter 5, Section 72 of the Traffic Signs Manual should bereferred to for more information on yellow boxes and criteria for theirinstallation.

2 5 5 9 54///0 0 3/!-125 Ul~y 2~1flAc4ivity 3 Pi~~se 1 R~poTt Issued M~~ 2010


2.2.1.3


Source: TSRGD2.2.2

2.2.2.1

Figure 2.17: Stop sign without


15

Signals

Mott MacDonald

Where tramway crossings are controlled by signals, the standard red,

amber, green light signals will be the primary means of signal control,

rather than those discussed in Section 2.1.1.3.

According to Guidance on Tramways, light signals should be used to

control tramway crossings in the following circumstances:

■ Where a segregated on-street tramway runs immediately alongside

a carriageway or in a central reservation between carriageways, and

it intersects another road

* If the tram driver and road user cannot see each other, or where a

turning road vehicle may momentarily encroach on an adjacent or

oncoming tram lane.

Actual Practice

The majority of crossings on all of the tramways surveyed were those

which behaved like a standard road junction, which is aligned with the

recommendations in Guidance on Tramways. Crossings of both off-

street segregated tramways or on-street segregated tramways were

observed to be controlled by either signs or standard traffic signals.

Signed Crossings

Signed crossings were observed to be used where the road crossing

the tramway had a low flow of traffic. 'Give way' signs were generally

used, with ̀ stop' signs being used in areas with poor sightlines. In most

cases, the signs are accompanied by the black on white tram plate,

though some were not, as shown by the NET example in Figure 2.17.

The lack of standardisation on the use of tram plates was also

mentioned in the response from Sheffield Supertram.

On many of the tramways, questionnaire responses highlighted signed

junctions as being problem spots on the tramway. For instance, in

Manchester, a large number of incidents were taking place on the

junction between Nicholas Street and Mosley Street, possibly caused

by pedestrian activity and poor visibility causing vehicles to ignore the

stop sign and ease forward into the tramway. The stop signs were then

highlighted with yellow backing boards.

255164///003/A 25 May 2010Activity 3 Phase 1 Report Issued May 2010


Figure 2.18: `Stop' signs with a tram plate in Manchester, highlighted with

yell

So!arce: Mott Macdonald

On several of the tramways, 'give way' signs had additional platesgiving warnings of the tramway to be crossed. Examples of this includethe addition of ̀beware trams' plates to the poles on the LondonTramlink system and the ̀ caution tram track' plate in Nottingham, whichhad been added by the contractor during construction and neverremoved.

2551641!lOt33/A 25 ~Ylay 201016 Activiiy 3 Phase 1 Report issued (Play 2010


~MMott MacDonald

Figure 2.19: Additional ̀ beware trams' plate added Figure 2.20: Warning plate added to a ̀give way' sign in

following an incident at a junction on the London Tramlink Nottingham that had been added by the contractor and

syste m never removed.

Source: Mott MacDonald Source: PAott MacDonald

Many signed crossings utilise markings to emphasise the tramway

crossing. In Nottingham, markings were added to the carriageway at

the exit from a supermarket following several incidents, along with other

measures.

2 55 1 54///00 3/A 25 flay 2070~ 7 ~ Actividy 3 Phase 1 report Issued May 2010


2.2.2.2

18

~MMott MacDonald

Figure 2.21: Use of carriageway markings to emphasise a junction with a

~our;;e Griot; ti?aeDvrald

Signalised Crossings

Where a busy road crossed a tramway driven by line-of-sight,signalised junctions were used on all the systems surveyed. The

examples below are typical of a signalised crossing of an on-street (left)

and off-street (right) tramway.

255154///003/A 25 Nlay 2010Activiiy 3 Phase 1 t~~port Issued May 2010


Figure 2.22: Road junction with an on-street tramway in Figure 2.23: Road junction with an off-street tramway in

Manchester

Source' Mott MacDonald

Figure 2.24: traffic signal in


Source: Mott MacDonaici

Most junctions observed made use of yellow box markings, though the

blocking of these and a lack of enforcement were a common theme in

questionnaire responses, especially for on-street junctions. In

Manchester a problem with box blocking was noted as being due to the

junctions being in close proximity to one another. On the Midland Metro

system box blocking was a particular problem when there were

problems on the nearby M6, and in many cases buses and taxis were

highlighted as being particular yellow box violators. In the response

from Edinburgh Trams, they stated their intention to use yellow boxes at

junctions, but that these also would not be camera enforced. Midland

Metro makes use of white-on-red signs warning motorists ̀ tramway in

operation do not queue in yellow box' as an attempt to keep the junction

clear where the tramway changes to on-street running.

The traffic signals shown in Figure 2.23 show the standard green

aspect, but in some situations, traffic lights have been fitted with a

green filter as well as an ̀ ahead only' arrow. This was mentioned as

being adopted on the London Tramlink and Manchester Metrolink

systems, specifically at signalled junctions where there were instances

of vehicles turning/continuing onto the segregated tramway by accident.

An example of this from the London Tramlink system is shown in Fi ure

2.24.

2551 $4//l003/A 25 fvtay 201019 ,4c~ivity 3 t~h~s~ 1 fte~ort Issued May 2010


2.2.2.3

Molt MacDonald

In Dublin, to try to reduce the number of incidents at a particularsignalled junction, red road studs have been installed across the stopline, which flash when the signal is red to allow the approaching tramthrough. It was considered that this, couples with additional LED trafficlights have had some effect on the number of incidents at the junction.

Junction Advanced Warning

In the responses received from the tramways, most stated that signdiagram 770, ̀tramcars crossing ahead' was used in advance ofJunctions, although the response from Manchester Metrolink indicatedthat they were not used often.

From observations, it seems that the sign is most used in advance ofcrossings of an off-street tramway, and sometimes in advance of ajunction with an on-street tramway, though rarely. In fact, the use of thesign for on-street situations has mainly been observed in advance ofjunctions with a shared running section. For instance, the sign has beenprovided in advance of the junction between Gregory Boulevard andNoel Street (shown in Figure 2.25), which is a shared running section ofthe tramway. Figure 2.26 is an example of an advance warning of anoff-street tramway crossing the road in Croydon.

Figure 2.25: `Tramcars crossing ahead' sign in

Nottingham

Figure 2.26: `Tramcars crossing ahead' sign in Croydon

255964//J093/~, 25 Nlay 2fl1J2~ Ac#ivit~ 3 Ph~s~ '1 Report Issued Nlay 2010



2.3

2.3.7

Figure 2.28: Sign diagram 779

`Overhead cables' with plate 780A

Safe height16=6"t5.Om)

21

1MMott MacDonald


A non-standard method of warning of a tramway crossing ahead was

observed on London Tramlink (shown in Figure 2.27), where yellow

signs bearing the legend 'beware trams' were observed on many side

roads on the approach to the on-street tramway as well as on signal

poles at junctions (as shown in Figure 2.26).


Overhead Line Warnings

Current Standards 8~ Guidance

Chapter 4 of the Traffic Signs Manual states that a warning sign

indicating the cables "should be used at all such crossings" and must

be accompanied by a plate stating the safe height due to the high

voltage of certain cables.

It also states that the safe height should be given as "between 380 and

600 millimetres less than the height of the lowest part of the overhead

wire, of which the sign gives warning, over the highest part of the

surface of the carriageway beneath that wire" so that high vehicles can

pass beneath the overhead line whilst still maintaining a safe clearance.

In places where the available clearance is less than 16' 6" (5.03m), a

load gauge should be used to warn overheight vehicles that the safe

height has been exceeded. In Chapter 4 of the Traffic Signs Manual, it

is considered that a reduced clearance is only likely to be encountered

at private crossings and that "At such locations the gauge should be

25516~///003/A 25 ~viay 2010Activity 3 Phase 1 Report Issued i~ay 2010


Fig

2.3.2

Source: TSRGD

Figure 2.31: Diagram 779 without

a height plate

source rSRGD

22

Mott MacDonairl

effective as speeds are low and users familiar with the layout." Further

information on sizes and colours can be found in Chapter 4 of the

Traffic Signs Manual.

Figure 2.29: Diagram 781 ̀ Load gauge giving audible warning below electrified

overhead cables'

VVV VVV

max

Actual Practice

Provision of sign diagram 779 warning of overhead lines should,according to Chapter 4 of the Traffic Signs Manual, be used "at all suchcrossings" "where a road passes under an electrified overhead powercable" and must be accompanied by a plate stating the safe heightunder them. In the responses, NET mentioned them as being used onthe system at level crossings (meaning those shared with heavy raillines), while Dublin LUAS listed them as a sign used for off-streetcrossings. No load gauges were observed or mentioned in theresponses.

From observation, it seems that no tramways use the sign at allcrossings, and most appear to use it sparingly overall. It is most oftenused where a road crosses an off-street section of tramway, or, as inthe example shown in Figure 2.30 at a farm access on the LondonTramlink system, where there is a high possibility of overheight vehiclescrossing. Midland Metro uses the sign in some places whereemergency vehicles are able to access the off-street segregatedtramway, though the observed example (shown in Figure 2.31) isunhelpfully missing its height plate.

2~5964!//003/A 2~ ~vlay 2D10~ct9~,;~y ~ ~r,~s~ ~ ~z~~o~ issued may zo1 ~


3. Signs, Markings &Signals: On-streetTramways

Figure 3.1: Diagram 953.1 with

clarification plate 953.2

a"~ ~ ~"~

~n~y

ac;~rce: ~~~

Figure 3.2: Diagram 616----~,.~

1

Saurce: TSRGD

Figure 3.3: Diagram 617 with

clarification plate 618.1

Mo vehicles

23

Boundaries Between Integrated and Segregated Sections


Signs

Sign 953.1 (shown in Figure 3.1) indicates that a route is for use by

tramcars only and must be used in conjunction with plate 953.2 for

clarification. The sign may be varied to include buses, but Chapter 3 of

the Traffic Signs Manual states that the addition of a cycle symbol or

the legend ̀ taxi' is not permitted on safety grounds.

Sign 953.1 can also be used as part of advanced directional signs to

indicate that a road ahead is for use by tramcars only.

The use of a 'No Entry' sign (diagram 616, as shown in Figure 3.2) with

an exception plate is not permitted under the directions, as ̀Except

Trams' is not a prescribed supplementary plate.

Whist it is true that Compulsory and Prohibited Movements Directions

permits supplementary plates ̀ Except buses' and ̀ Except local buses'

to be used with a ̀ No Entry' sign, this is no longer recommended.

Chapter 3 of the Traffic Signs Manual strongly discourages this

practice, as "the primary use of the 'no entry' sign is to protect the end

of a one-way road, where it would be hazardous and endanger the

safety of road users should the sign be ignored."

In Chapter 3 of the Traffic Signs Manual it is suggested that a sign to

diagram 617 ̀No Vehicles' or 619 'No Motor Vehicles' should be used

with an appropriate exception plate where access to a two-way street is

restricted to a particular class of vehicle. For instance sign 617 (Figure

3_3) could be used with an exception plate ̀ No vehicles except buses'.

The exception plate ̀ No vehicles except trams' is not a prescribed

variant and would need permission from the DfT.

It is interesting to note, however, that in Increasing the Understanding

of Traffic Signs , a report published by the Dff in 2004, only 5.4% of

respondents to a survey recognised sign 617 ̀no vehicles' compared to

35.4% who correctly identified sign 953.1 'route for the use of tramcars

only'. It was identified that there was a difference in response among

those who correctly identified sign 953.1 depending on whether they

came from an area containing a tramway, or not, but the low level of

understanding of the 'No vehicles' sign would be an argument against

using this approach.

2 5 5 1 64///D03/A 2~ IYlay 2010Acti~~iZy 3 Phase 1 ~e~ort Issued May 2010


Figure 3.4: Sign diagram 625.1

`No pedestrians'

3.1.1.2

Figure 3.5: Diagram 1048.2

.I

I;,~

.I

24

Mott MacDonald

Tram gates can often mark the limit of where pedestrians are permitted

to walk. Chapter 3 of the Traffic Signs Manual, recommends sign

diagram 625.1 (shown in Figure 3.4), which would be used is used to

give effect to an order to prohibit pedestrians" in an area.

This sign may also be appropriate to deter pedestrians from walking

through pinch points present in on-street tramways.

Road Markings

On-street segregated tramways may be shared with buses, but nottaxis and cycles, according to Chapter 3 of the Tragic Signs Manual.

At the gateway onto the segregated seciion of the tramway, Chapter 5of the Traffic Signs Manual states that road markings to diagram 1048.2should be used in conjunction with the vertical ̀ tram only' signs shownabove in Figure 3.1. It also recommends their use "after any breakwhere a road crosses the tramway". Figure 3.5 shows the permittedvariant ̀ tram &bus only', which would be used to indicate the entranceto a bus and tram only section of road.

For motorists and other road users, situations where the road alignmentdiverges from a tramway have the potential for considerable confusion.To combat this, Chapter 5 of the Traffic Signs Manual gives a range ofroad markings to be used in this situation, as shown in Figure 3.6:

An edge line to diagram 1012.1 should be provided following the edgeof the main carriageway across the tram tracks, discontinued where itcrosses the running and check rails, but resumed in the space betweenthe rails. It should also be supplemented by reflective road studs of theappropriate colour. The edging line should also be accompanied bywarning line to diagram 7004 or 1004.9 for the road centre line or lanemarkings. Arrows to diagram 1014 or 1038 should also be used toguide motorists around the divergence, although the guidance warnsagainst their placement where they could be mistaken for an instructionto change lanes.

25515~}///~03/;~ 25 ~ilay 201flActi~~i~y 3 Phase 9 ~te~o~t Issued tvlay 2010

UKTram Activity 3:Signing of Tramways and Highway interface

-tenMott MacDonald

Figure 3.6: Example of a tramway diverging from the highway with edge line

1012.1 and warning centre line 1004.

2~b164J//~03/t125 Ulay 20102rJ Activity 3 Phase '1 R~po~t Issued allay 2010

UKTram Activity 3:Signing ofi Tramways and Highway Interface

3.1.2

3.7.2.1

Figure 3.7: A tram gate in

Nottingham


Figura 3.8: A tram gate in

Croydon, with cycles, buses and

taxis also permitted.

Actual Practice

Signs and Road Markings for Vehicles

~1Mott Macnonold

All operational tramways surveyed, with the exception of Dublin Luas,used the blue 'tram only' sign on most tram gates, as recommended inthe Traffic Signs Manual. The signs are accompanied in almost allcases by ̀tram only' markings on the road, as can be seen in Figure3.7.

Some of the tramways, including London Tramlink and ManchesterMetrolink make use of combined Tram and Bus gates, and thepermitted sign variant showing a tram and a bus.

On several of the tramways, vehicles other than buses (e.g. taxis andcycles) are permitted to pass through a tram gate on to an on-streetsegregated section. This goes against guidance contained in Chapter 3of the Traffic Signs Manual, where it states that "The sign must not bevaried to include the cycle symbol or the legend "taxi"... [as] there aresafety issues with a tram gate." An example can be found on theLondon Tramlink system (shown in Figure 3.8), where the display of aconfusingly complicated sign is avoided by the use of two signs on abacking board, one showing a tram, the other bus/cycle/taxi.

Use of blue ̀ tram only' signs and the associated markings seems towork in most instances, but several operators reported that they hadinstalled ̀ no entry' signs at particular problem areas to emphasise the

` meaning of the ̀ trams only' sign.

In a response from NET, it was stated that the signs were used only asa deterrent as they were unenforceable. This was echoed in theresponse from London Tramlink, where the sign was installed only inareas with a particular problem. In Sheffield, ̀ no entry' signs aresometimes placed either side of the right-hand track (as in the mannerof a dual carriageway). Thus the sign is legally placed (the trams aren'tignoring it) but the sign in the centre looks like it could be applied to theleft hand track and deters motorists from turning into it. Figure 3.9shows a photo of this.

In Ireland, the use of a ̀no entry' sign with an ̀ except trams' plate hasbeen authorised under the Road Traffic and Parking regulations,revised in 2004, and so is found extensively, as shown in Ficaure 3.10.

`i 2~5?S4///003/A 2~ ~Aay 2131026 j He#ivii~ 3 Phase 1 R2~or~ lss~~ed day 2010


~1Mott MacDonald

Figure 3.9: Careful placement of a ̀no entry' sign and a Figure 3.10: The Irish version of a ̀no entry' sign in

`tram only' sign in Sheffield. There is another ̀tram only' Dublin with an ̀ except trams' plate. Note that this is

sign to the left ofi the tracks. sanctioned by the Irish Traffic Signs Manual.

Source'. ~~Aott MacDonald

At places where the tramway diverges from the main carriageway,

tramways make use of the range of signs and road markings specified

in the TSRGD. In the London Tramlink example shown in Figure 3.11, a

thick white line delineates the edge of the carriageway, the segregated

tramway section has contrasted paving, and no fewer than six ̀ trams

only' signs are in evidence. This was highlighted in the interview as a

problem tram gate, where vehicles often continue onto the tramway by

accident, as can be seen by the two ̀no entry' signs with ̀ except tram'

plates which have been added to the array of signs! Despite these, it

was recorded in the response that incidents still occurred at this tram

gate.

255164///003/A 25 tvlay 201027 +Activity 3 Phase 1 Report Issued Aflay 2010

UKTram Activity 3:Signing of Tramways and Highway Interface Moti MacDonald

Figure 3.11: The carriageway diverging from the~ s

.'r ~

'' ~r~m ~~:...__

Sources Mtott MacDonald

In the response from Edinburgh Trams, it is clear that use of ̀ no entry'signs with ̀ except trams' plates are going to be widely employed fromthe outset. Not only that, but in the list of non standard signs plannedfor the system, 'no entry' signs with a number of other exceptions werelisted. This includes use of ̀except trams, taxis and cycles' exceptionplaces, despite the face that Chapter 3 of the Traffic Signs Manua!states that "exception plates for cycles (diagrams 954.3 and 954.4) areprohibited by direction 21(2) from being used with the "no entry" sign."

The only tramway to report the use of reflective road studsaccompanying the line across the tramway was Dublin Luas.

Other non-standard signs and lines were mentioned in thequestionnaire responses as methods used to mark the beginning of asegregated section of a tramway. For instance, on several of thetramways, some form of post was placed between the tracks at thetram gate to deter motorists from turning into the tramway. Threeexamples are shown in Figure 3.12, but other tramways also used otherbollards or verge markers in a similar manner. London Tramlink standsalone, as no form of bollard was observed or reported as being used onthe system.

j 255154/I/OJ3/A 25 May 201 ~2$ ~ Activity 3 Phase 1 ~ce~ort Issued iViay 201


3.1.2.2

Figure 3.13: Signs on the

Midland Metro (top) and London

Tramlink systems,~....~

Source: 7SRGD

29

Mott MacDonald

Figure 3.12: (I-r) Bollard with a ̀no entry' sign on the Manchester Metrolink

system, Irish ̀ no entry' sign on a bollard in Dublin, a bollard on the Midland


Section 7 looks at special paving as another deterrent tool used on

tramways, especially at tram gates.

Signs for Pedestrians

At tram gates, use of some form of the ̀ no pedestrians sign diagram

625.1 was often observed, especially at the transition from on-street to

fully segregated running. Most of the signs observed differed from the

sign specified in TSRGD in various ways, either having a red line

through them or anon-standard figure on them, as shown in the

examples in Figure 3.13. When asked for a reason for the presence of

the line, many of the respondents commented that the sign was poorly

understood by pedestrians in its standard guise (as shown in Fi ure

3_4).

In the response from Dublin Luas, another issue of clarity was raised. In

order for the sign to be legally enforceable, the order it related to should

be written out in full on the sign. This would require a lengthy section of

text in any case, but as it is a requirement for signs in the Republic of

Ireland to be written out in both English and Gaelic. Since this was felt

not to be feasible, the signs on the system are merely used as a

deterrent.

Some tramways also make use of a railway-style 'limited clearance'

sign in segregated sections, aimed only at tram personnel.

255164///003/A 25 Nlay 2010Activity 3 i base 1 Report Issued May 2fl1~


3.2 Tram Lanes

3.2.1 Current Standards and Guidance

3.2.1.1 ~ Signs

Figure 3.14: Sign diagram 958

:iource. ~ 5~~~;

Mott MacDonald

Chapter 3 of the Traffic Signs Manual states that "A segregated on-

street tram route is similar to a bus lane except that physical separation

is provided between the tramway and that part of the road used byother traffic". However, in some situations, an on-street tramway might

run in a lane which has no physical segregation from other traffic,

particularly where it is shared with particular types of vehicles, e.g.buses. This situation is not covered by the TSRGD. Chapter 3 of the

Traffic Signs Manual states that "There are no prescribed signs for a

bus lane that is used also by trams. Where such provision is required,an application for sign authorisation should be submitted to the

Department [for Transport]".

A sign indicating an on-street bus and tram lane would be a form of signdiagram 958 with the appropriate tram logo. Due to the lack of guidanceon this form of sign in general, it is not clear if approval would be givenfor lanes permitted for use by trams and vehicle types including taxisand cycles, as this is discouraged when signing a tram gate.

Figure 3.15: Sign diagram 878 N/hen using cameras to aid enforcement at junctions between the`Area in which cameras are used ! highway and tramway, sign diagram 878 should be used. It can beto enforce speed limits' ! varied, among other things, to ̀ Traffic enforcement cameras'.

TrafficSignal ~~~ Although a permitted variant is available for ̀ Bus lane cameras', anycameras reference to trams for use on tram only sections would require

authorisation.

3.2.1.2 Road Markings

No markings are currently prescribed for tram lanes and they wouldneed to be specially authorised.

255184l//003/A 25 May 20103~ Activity 3 Phase 1 Repor# Issued May 2010


3.2.2

Figure 3.16: Tram lane sign in

Croydon

~~~=~Source: Mott ~V1acDGnaid

Actual Practice

Mott MacDonald

The Traffic Signs Manual has no provision for an on-street tram lane,

but this situation is found on a number of the tramways surveyed.

These were signed with a variant of a bus lane sign, as shown in Figure

3.16. Tram lanes shared with vehicles other than buses were observed,

as the example in Croydon. Lane where trams share with buses and

taxis are also planned for the Edinburgh tram system.

These signs were accompanied by road markings as used for bus

lanes; a thick white line dividing the lane from other traffic and ̀ tram

lane' or ̀tram and bus lane' written on the road, as appropriate. Figure

3.17 demonstrates the markings in use on the Midland Metro system,

as well as the use of coloured surfacing, which is addressed in Section

7.

Manchester Metrolink made use of different longitudinal markings by

dividing the tram lane from other traffic with a double white line with

road studs in between the lines, as shown in .Figure 3.18. The use of

the studs was an attempt to alert motorists who stray into the lane.

Figure 3.17: 'Tram and bus lane' road markings on the

Midland Metro system

.Figure 3.18: Double white line with raised studs to edge

a tram lane in Manchester

..~ i'Y ..~..'. 3,j..~ f 1 ~ i


i 26154///003/,4 25 ivlay 209031 # Acfiviiy 3 Phase i Raport Issued May 201 ~

UKTram Activi#y 3;Signing of Tramways and Highway Interface

Figure 3.19: A lane in Sheffieldfor the use of trams and other

vehicles

~qsw~~~

~.

Source: Dave Skirrow, She~eld

Supertram

Mot# MacDonald

As an example of a mixed use lane, Sheffield responded to the secondquestionnaire that they had previously had a situation where a lane wasfor the use of trams, cycles, motorbikes, taxis &authorised vehicles.This was indicated by a sign using a mixture of white pictures and texton a blue background (shown in Figure 3.19). However, a motoristprosecuted for using the lane successfully appealed on the groundsthat it should have been written on the road as well. This forced a re-think on the complicated sign, ~nrith trams and taxis being includedwithin authorised vehicles.

Where a tram lane is starting ahead, the sign shown in Figure 3.20 isused in Nottingham. Similar signs were seen on the sign drawingsreceived from Edinburgh Trams (see FiQUre 3.21). They show a 'deadend' symbol on a map-type sign, with the text ̀ except trams'.

Figure 3.20: `Dead end' ahead ̀ except trams' sign in Figure 3.21: `Dead end' ahead 'except trams' sign takenfrom design drawings from Edinburgh Trams

32

Source: TIE

255164///003/A 2b iUay 2010Activity 3 Phase 1 Report Issued flay 2070


The feedback received from most of the tramways was that very littleFigure 3.22: Enforcement sign for enforcement of signs and lines takes place on and around tramwaya stretch of tram/bus/cycle/taxi systems. Luas responded that yellow box markings were not very welllane in Croydon __,___ enforced for most of the year, except in the run up to Christmas and

during the January sales. Another complaint by many of the operators,

I~for instance Sheffield, was that buses are one of the main culprits when

•• it comes to motoring offences on the tramway.

Trafficenforcementcameras

Source: Mctt MacDonak',

3.3

3.3.1

3.3.1.1

Figure 3.23: Diagrams 1018.1

and 1020.1

Source: Tragic Signs Manual

Camera enforcement is used on a few of the tramways surveyed, for

instance London Tramlink and Sheffield Supertram. This is usually only

where the tram shares running with buses and is indicated with

standard signs saying either ̀ bus lane camera' or ̀traffic enforcement

camera'.

Integrated On-street Tramways


Parking restrictions

Signs and lines used to limit parking and loading are necessary to

prevent the blocking of integrated on-street tramways. Chapter 3 of the

Traffic Signs Manual describes the standard road markings as

consisting of "continuous yellow lines for waiting prohibitions and yellow

kerb marks for a loading prohibition". Doubles yellow lines indicate that

waiting is prohibited at any time for at least four consecutive months of

the year, and if double yellow markings are included on the kerb, the

restriction also covers loading (shown in Figure 3.23). It is not

necessary to provide accompanying signs for double yellow lines.

To indicate areas where loading can legally take place, sign diagram

660.4 (shown in Figure 3.24) is used. The bay may be used for loading

by any vehicle unless the sign is varied to 'Goods vehicle loading only'.

Times, days and months may be added if the loading period needs to

be restricted.

Figure 324: Diagram 660.4

Loadingonly

Source: TSRGD

The prohibition of waiting and loading does not, however, prevent

vehicles stopping to pick up and set down passengers. In heavily

255164/J/003/A 25 ?vlay 201033 Actiui#y 3 Phase 1 Report Issued flay 2010


3.3.1.2

Figure 3.26: Diagrams 1010 {top)

and 1066

-~-~nMott MacDonald

trafficked urban areas, it may be necessary to implement a red routs.Chapter 3 of the Traffic Signs Manual describes the concept: "Thisprohibits stopping, much like the rural 24-hour clearway..., but is moreflexible as it does not need to operate for the whole day and provisioncan be made for parking and loading at certain times." The onlyvehicles allowed to stop under these prohibitions are licensed taxis ordisabled badge holder, for the purpose of picking up or setting downpassengers. The route is marked with double red lines on the road red-bordered signs, as shown in Figure 3.25. These are not prescribed bythe regulations, so will require authorisation for implementation.

Figure 3.25: Lines and signs as required for red routes

REDROUTE

No stoppingat any time

Source: Traffic Signs Manual

Other Road Markings

Swept Path Markings

The swept path of a tramway is defined in Chapter 5 of the Traffic SignsManual as the "developed kinematic envelope plus a safety margin,typically 300 mm". The final safety margin should, however, be agreedwith the Railway Inspectorate. It is important to define this in areaswhere motorists and pedestrians have access to the tramway, as it isnot always appreciated that the trams are significantly wider than thetrack on which they run. The standard markings for the swept path area white dashed line to diagram 1010 or yellow dots to diagram 1066, asshown in Figure 23. Where it is important that drivers of both trams andother vehicles can readily identify the swept path, a marking to diagram1010 is normally used. Where this might cause confusion to otherdrivers, e.g. where the track passes through a junction or the tramwaydiverges from the line of the carriageway, the marking to diagram 1066may be used. Coloured surfacing, texture or level differences can alsobe used to highlight the swept path.

Note that Chapter 5 of the Traffic Signs Manual states that "alltransverse markings on roads joining a tram route should be placedoutside the swept path of the tramcars".

255184/110031A 25 AAay 201034 Activity 3 Phase 1 Rez~or~ Issued day 2010


Tram stop markings

~MMott MacDonald

Unlike bus stops, most modern tram stops are raised above the level of

the roadway to facilitate level boarding. This makes it unattractive for

other vehicles to park there and consequently markings similar to a bus

stop clearway are likely to be unnecessary.

Where it is necessary for the platform for a tram stop to project into the

carriageway in an integrated on-street section of the tramway, Chapter

5 of the Traffic Signs Manual states that "the end of the platform facing

approaching traffic should be protected by kerbing or surface treatment,

or by hatched road markings to diagram 1040.4" (as shown in Figure

3.27) This will help to guide other traffic away from the edge of the

platform, although hazard reflectors to diagrams 560 or 561 might also

be necessary.

Figure 3.27: Diagram 1040.4

~. o n, w

Edge of carriagetiva ~ c~ ~}~ ~+~ ~ ~;,'

Q t

~ ~ti-~tOp Qiy~(O p ~,s-_ J p

~ Q ~ p d ~ ~

2551641//003/A 25 i41ay 201035 ,Activity 3 phase 1 Report Issued day 2010

UKTram Activity 3:Signing of Tramways and Highway In#erFace

3.3.2 Actual Practice

3.3.2.1 Parking Restrictions &Provision

Figure 3.28: Parking and loading restrictions in

Wolverhampton

~1Mott MacDonald

Figure 3.29: Parking bays in Nottingham

Figure 3.30: Loading bay sign,

Croydon

Goods VehiclesLoadingonly

At any thaneLoadin_q limited to 30 minute.Return brohibited wittli~„1►o~

JDUfC:c': iv;ti.i iVIs3GJO~ictl.7

Source' Mott MacDo~

In sections of all the tramways surveyed where shared running withother vehicles took place, ̀no parking or loading' double yellow lineswere utilised to prevent vehicles blocking the tramway.

An example of the markings (with yellow dots to indicate the swept pathof the tram) can be seen in Wolverhampton in Figure 3.28. Red routerestrictions were not observed being used for on-street tramways,although a red route does pass a tram gate in Croydon.

Provision was made for local shops and residents on all tramways byproviding parking bays. In the example shown in Figure 3.29 theparking bays are separated from 'the carriageway by a hatched area.This is misleading however, as the swept path of the tram is within thehatching and additional swept path markings are not provided.

Loading was also catered for on shared running tramway by providingbays. An example of a loading bay restriction sign from Croydon isshown in Figure 3.30. The inclusion of the time limit was emphasised inthe response, as this was felt to reduce instances of abuse. Theresponse from Dublin Luas mentioned that loading bays were providedin many places on the system, with most having a space specifically fordisabled badge holders.

( 255164/!l0031A 2b iNay 201036 1 Activity 3 Phase 1 Report Issued May 2010

UKTram Activity 3:Signing of Tramways and Highway InterFace

~MMott MacDonald

It was observed that, on some tramways double yellow lines were

continued in front of tram stops, as in the example from NET shown in

Figure 3.31. Guidance in the Traffic Signs Manual does not specifically

comment on the use of these markings in this context, and it is

assumed that trams have been included as an exemption in the

accompanying order.

Figure 3.31: `No waiting or loading' restrictions extending through a tram stop

Source: Mott ~tacDonaid

255154///003/A 25 May 201037 Activity 3 Phase 1 Report Issued May 2J10

UKTram Activity 3:Signing of Tramways and Highway In#erface

3.3.2.2 Swept Path Indicators

Mott MacDonald

Yellow dots to diagram 1066 are the most common swept path markerto be found on the tramways surveyed. Figure 3.32 shows the markersin use for a shared tramway operating in both lanes of Bilston Road.

Figure 3.32: Swept path markers on the Midland Metro system

x

Source' ~loii ~~1acDc~ia!d

i 255164lN003/A 25 May 201038 Aciivity 3 Phase 1 Report Issued May 2010

U KT ra m Activity 3 Signing of Tramways and Highway …...Mott MacDonald, fNott MacDonald House,...

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