marion railway station pedestrian access options … · • the autogate is connected to the...

25 July 2013 Colin Boulden BE(civil), MEAust, CP Eng, NPER

Engineering/Design Manger Public Transport Strategic Projects

Luigi Rossi Executive Director, Public Transport Strategic Projects Deputy Rail Commissioner Department of Planning, Transport and Infrastructure

Marion Railway Station Pedestrian access – options considered

Automated crossing vs ‘open underpass’

Concept Image: Pedestrian Underpass at Marion Station

Automated gate diagram


• Active or automated pedestrian crossings use a small powered autogate that closes to separate pedestrians from the rail corridor.

• The autogate is connected to the signalling system and can detect when a train is approaching.

• Coupled with the duration of the closing of the pedestrian crossing is an accompanying flashing light and audio warning at least 10 dBA above ambient nose levels.

• Automated gates have their own warning bells that sound when a train approaches.

• If a person is stuck in the rail corridor there is an emergency mechanism that allows it to be pulled open from the inside.

Automated gates – how do they work?


Closed



Open



• Less impacts to vegetation • Costs less • Level crossing provides

direct access across the rail corridor

• Short timeframe to install, less construction impacts

Automated gates - advantages

• Safer than passive non-gated mazeway, but less safe than grade separation.

• Small wheels can get caught in pedestrian maze ways, including some wheelchairs and rollator walking frames.

• People get impatient and decide to beat the train, forcing the gate and children tend to ‘follow the leader’.

• During peak hours in future trains will pass more frequently, meaning the automated gate could be closed for up to 30% of the time.

Automated gates - disadvantages

Automated gates – audio warnings

Proposed ‘open underpass’


Features of the ‘open underpass’

• Two rail bridges over the pedestrian path will span only the width of the tracks, creating a partially covered path.

• The underpass will be a straight from one side to the other allowing direct views and open feeling.

• The underpass will be wide and open, with 3-4 metres wide paths and ramps and 2.7 metre high bridge clearances.

• Only underground beneath the rail tracks themselves – approximately 3 metres each track and open in the middle.

• The underpass will have multiple entrances and exits onto the street level and the platform via both stairs and ramps. Signs will indicate directions and street names.

• In our maintenance contract, we will include cleaning of the underpass.

• The rail boundary fence line adjacent to the underpass has been moved to enable more area for increased plantings and provision for a ‘kiss and ride’ parking bay on Minchinbury Terrace.


• North of the station platform, approximately 180 metres from the existing overpass with access ramps and stairs from both Minchinbury Terrace and Farne Terrace, from the ‘open underpass’ to the station platform .

• Footpaths from the underpass along Farne Terrace to Alison Avenue and fencing to prevent pedestrian access into the rail corridor.

• Entirely open except for where pedestrians will pass directly under the tracks.

• A more central location for residents, students and the local shopping precinct .

• The gradient of the proposed ramps will be DDA compliant and therefore easier to traverse than older style ramps and the overpass ramps.


• The safest possible means of separating pedestrians from trains, this option is strongly supported by train drivers, disability experts, safety and risk experts, designers and SA Police.

• Design of new underpass using Crime Prevention Through Environmental Design (CPTED) principles making the ‘open underpass’ safe and more accessible.

• Stair option cuts crossing time for people not requiring ramps.

• Safest option for stations with poor sight distances, a high number of children and the elderly.

• Disability Discrimination Act compliant – safe and accessible for all users with gentle sloping ramps.

• Direct crossing of the rail corridor provided via stair access (30m across) and no waiting time – can cross at any time of the day or night.

‘Open underpass’ - advantages

‘Open underpass’ – advantages &disadvantages


Advantages • Easy to maintain, durable with vandal resistant materials, maintenance part of

ongoing contract • Opportunities to add artistic elements to structure and replanting/infill planting

to improve the overall amenity • Community involvement in landscaping, artistic elements and community

wildlife project Disadvantages • Vegetation impacts with 3 significant tree removals (reduced from 7 with further

design modifications) • Costs more than an automated crossing • Longer construction time and impacts to the adjacent community • Ramp access takes 1-3 minutes longer than an automated pedestrian crossing

Older underpass vs ‘open underpass’


Myth:

• “There are limited means to protect lights or security cameras from vandals.”

Facts:

• Means to protect lights and security cameras are incorporated in the proposed design.

• The height of both security cameras and lights are over and above the standard, and lighting is recessed into the wall.

• At 2.7m high it would be very difficult for potential vandals to even reach them.

Myth vs Facts

Myth:

• The “open underpass” designed for Marion Station is a long, sloping TUNNEL with BLIND CORNERS.

Facts:

• The proposed ‘open underpass’ does not contain a long, sloping tunnel with blind corners.

• The design is entirely open, with the only underground walkway in two sections 3m long under each track. It features gentle slopes and wide 4m paths, with a 2.7m high ceiling under each track.

• There are no blind corners and CCTV and convex mirrors form part of the design, which follows the international principles of ‘Crime Prevention Through Environmental Design (CPTED)’.

Myth vs Facts


Safety features and CPTED principles

• Closed circuit TV (CCTV) which will be monitored by SA Police Security Service. • Installation of emergency (hands free) phones. • Convex mirrors on bends to see around corners. • Quality lighting, recessed into the wall to prevent vandalism. • Straight ramps with no hidden corners. • Easy to maintain, durable and vandal resistant materials will be used and will

be finished in light colours to reflect and refract the light. • Installation of an emergency (hands free) phone. • Designed with sloping banks to approach paths instead of retaining walls to

maintain sight distances and create open entrances. • Landscaping at entrances and along ramps will include ‘clean trunked’ trees

and low ground covers - shrubs and low bushy trees obscure views and create litter traps, and will be avoided.

• Design follows the international principles of ‘Crime Prevention Through Urban Design’ (CPTED).

"There are no increased safety risks with underpasses (if they are built following Crime Prevention Through Environmental Design principles) and we have not recorded any crimes in other transit underpasses in SA." Chief Inspector, Officer in Charge, Transit Services Branch SA POLICE

Hierarchy of safety at pedestrian crossings


An automated pedestrian crossing is safer than a non-automated crossing Grade separation however, is the safest way to separate pedestrians from the rail network Grade separation means taking the pedestrians over or under the rail corridor


Managing Risk


Automated crossings along the rail network

• Active alarms and gate locking for existing at-grade crossings represents a better safety outcome than passive pedestrian crossings.

• DPTI has developed a prioritisation listing for Proposed Automated Gate and

Signal Pedestrian Crossing Upgrades for the period 2011 to 2021. • Marion railway station is one of the top 10 stations with a higher comparative

safety risk profile, with a unique combination of schools, an older demographic, and a high amount of people with disabilities. There has also been a fatality at Marion Station.

• Given the legal priority to eliminate risks to safety so far as is reasonably

practicable, there has to be a compelling case why grade separation is not adopted where that option is available, like it is at Marion.

Perception of safety - underpass vs collision


There have been 29 collisions and 719 near miss incidents in the rail corridor over the last 5 financial years. 7 of these incidents resulted in fatalities. These figures do not include suicides or collisions with animals or objects. 0 safety incidents, assaults or complaints were recorded about pedestrian underpasses along the rail corridor during this time.



There have been 23 collisions between pedestrians and trains on the Adelaide rail network over the last five years.

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2009 2010

2011 2012

2013

Noarlunga Line - Collision (relating to Pedestrian & Level Crossing)

LEVEL XING COLLISION

PEDESTRIAN XING COLLISION

PERSON

LEVEL XING COLLISION WITH PERSON

LEVEL XING COLLISION WITH ROAD VEHICLE



There have been 717 near misses between pedestrians and trains on the Adelaide rail network over the last five years and there are more near miss incidents at pedestrian mazes and crossings than other rail or road level crossings.

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2009 2010 2011 2012 2013

Noarlunga Line - Near Miss (relating to Pedestrian & Level Crossing)

LEVEL CROSSING PERSON

RUNNING LINE PERSON

LEVEL CROSSING ROAD VEHICLE

RUNNING LINE ROAD VEHICLE

LEVEL CROSSING OTHER

RUNNING LINE OTHER

OTHER

PEDESTRIAN MAZE/XING


FYI video of noise from active crossing at Woodville. Audible alarm is based at bottom of gate motor casing. Note ding-dong noise of nearby road level crossing in background. Video of noise from active crossing at

Woodville.

A

Concept Images – ‘open underpass’

• ‘Open underpass’ north of the station platform, approximately 180 metres from the existing overpass .

• Access ramp and stairs from both Minchinbury Terrace and Farne Terrace.

• Access ramp from the ‘open underpass’ to the Marion station platform .

• Footpath from the underpass along Farne Terrace to Alison Avenue.

• Fencing to prevent pedestrian access into the rail corridor.

• Entirely open except for where pedestrians will pass directly under the tracks.

• A more central location for residents, students and the local shopping precinct.


• Lighting installed underneath the rail bridges, along the pedestrian paths, and on approaches to eliminate dark areas at night.

• CCTV will be located at strategic locations and directly linked to SA Police and central security.

• Mirrors will be installed at all bends tighter than 60 degrees to allow clear views of oncoming pedestrians.

• Easy to maintain, durable and vandal resistant materials will be used and will be finished in light colours to reflect and refract the light.

• Designed according to international Crime Prevention Through Environmental Design (CPTED) principles.

Safety features built into the ‘open underpass’

• The ‘open underpass’ has been designed with sloping banks to the approach paths instead of retaining walls - this is to maintain sight distances and create open entrances to the underpass.

• Landscaping at entrances and along ramps will include ‘clean trunked’ trees and low ground covers - shrubs and low bushy trees obscure views and create litter traps, and will be avoided.

Landscaping to increase passive surveillance


Revised scheme since open day on 23 June

Reduced vegetation impacts

New design since open day. 4 trees saved. The image shows 3 (red) regulated trees for removal. The other 4 (green) will require major prune for electrification.


Community Engagement

• Project team met with Oaklands Estate Residents Association 28 May 2013.

• Held a community information day on 23 June 2013.

• Project team doorknocked approximately 60 local residents on Minchinbury Terrace and Farne Terrace 24 June 2013.

• Distributed 1300 fact sheets to local residents in the wider catchment area on 25 June 2013.

• Met with local schools on 28 June and 4 July 2013.

• Executive Director wrote to parents and invitations sent to information sessions.

• Information packs prepared and sent to local electorate office on 5 July 2013.

• Project staff have met with the community, responded to emails, phone calls and answered the 24 hour information line since May 2013 to present.

Community engagement undertaken to date

• Shifted underpass south by 24m to reduce number of regulated tree removals from 7 to 3

• CCTV will be monitored by SA Police Security Service (until resumed by PTS)

• We will install convex mirrors at corners

• TV monitors at the entrance so that you can see whether anyone is in the underpass

• Installation of emergency (hands free) phone

• In our maintenance contract, we will include cleaning of the underpass

• Community arts group established and vegetation and landscaping improvements made

‘Have your say’ – how feedback has changed the proposed underpass design

Community Wildlife Project • Community Wildlife Project involving nesting

box building, workshops and information sessions

• reduce the negative impacts of vegetation removals caused by urban development

• sharing resources with local councils, government and residents

• hollows from trees and branches will be re-used from any tree removals required for electrification and the Marion Underpass in the Oaklands Wetlands and any other reserves identified by Council.

• workshop planned at Oaklands Wetlands Community Event on the 11th August

Marion Station concept animation


marion railway station pedestrian access options … · • the autogate is connected to the...

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