Milligan Street / Wellington Street junction

[farnorth]

What should be done about this junction? Many people use it to cross from Northbridge or the railway PSP into the CBD and vice-versa.

Riders travelling north on Milligan have to mingle with, or squeeze between, other vehicles whilst waiting to cross Wellington Street.

The traffic light timings are excessively long, encouraging cyclists to sneak across the pedestrian crossings when they get tired of waiting for a green light.

Advance Stop Lines could be included in the road markings and the traffic light timings shortened to reduce rider frustration.

Any other ideas?

[jaseyjase]

In the mornings I usually cross from the Perth Arena side into Milligan, and i wouldnt say its 'excessively long'. Guess it depends at what point you catch the cycle. If you just missed the green light then it might feel quite long!

Cant speak for the arvo, i always take the Horse Shoe.

I assume most riders filter to the front anyway as most motorist are either turning left or right?

[rolandp]

From City of Perth Bike Plan:
Milligan St - Integrated Cycling Route - Between Mounts Bay Road and Wellington St – create an integrated cycling route with associated road markings and signage to create a shared zone between motorists and cyclists. Where possible incorporate on-road cycle lanes with treatment at various intersections for bicycle priority

When - 2013-14

Suggest you write to City of Perth asking what will be done as they are a little late in delivering.

I recall sitting at these lights one morning and CEO from BWA was there. I asked the question how this junction would be better managed given that there was a number of cyclists riding through the red lights. His response surprised me, 'BWA was not there to police cyclists' - I was hopeful that it would have been more along the line of 'Yes we will work with the City to get better access into the CBD'.

[Thoglette]

and CEO from BWA was there'.

When is their AGM? [ah- last year was end of April. Fittingly, membership is under "shop"]

[Karati]

There is two separate problems at this intersection.

1. Leaving the city there ought to be a bike box or something at the head of the lights so drivers turning can see the cyclists. Had a couple of close calls here with people turning right from the arena side not paying attention/cyclists not being visible enough. It would make it safer for the cars turning left from the city side too to get all the bikes away from that lane.

2. People running the lights/using the pedestrian crossing. I think there is two options. Because its such a big intersection they could have a combined pedestrian and bike crossing. Alternatively and probably better, get the cops down there and fine the tools who break the lights.

[Aushiker]

and CEO from BWA was there'.

When is their AGM? [ah- last year was end of April. Fittingly, membership is under "shop"]

April 27, 2015

Andrew

[wellington_street]

I usually from Murray St into Milligan to head north and almost always get to the lights just after the green phase is finished, so I'm quite familiar with waiting here. The cycle is unnecessarily long with a lot of 'dead' time where there are no vehicles on Wellington St (this is when others get the temptation to cross on the red).

Apart from reducing the cycle time, the following should be implemented:

- southbound left turn lane marked as 'bicycles excepted' (this allows bicycles coming out of the arena to head straight ahead into Milligan without having to queue behind right turners)
- northbound cycle lane + bike box installed between the left turn and through/right lanes
- to facilitate this, one of the southbound lanes is removed and replaced by a kerbside cycle lane
- Murray St intersection reconfigured to provide one cycle lane, one traffic lane and one right turn lane in each direction (replacing the current two traffic lanes in each direction)
- Hay St intersection reconfigured in the same layout
- Cycle lanes provided for the full length to St Georges Tce intersection

It's pretty simple stuff - the most expensive bit is moving the traffic signal poles which are in the centre of the road.

[worzel]

I usually from Murray St into Milligan to head north and almost always get to the lights just after the green phase is finished, so I'm quite familiar with waiting here. The cycle is unnecessarily long with a lot of 'dead' time where there are no vehicles on Wellington St (this is when others get the temptation to cross on the red).

Apart from reducing the cycle time, the following should be implemented:

- southbound left turn lane marked as 'bicycles excepted' (this allows bicycles coming out of the arena to head straight ahead into Milligan without having to queue behind right turners)
- northbound cycle lane + bike box installed between the left turn and through/right lanes
- to facilitate this, one of the southbound lanes is removed and replaced by a kerbside cycle lane
- Murray St intersection reconfigured to provide one cycle lane, one traffic lane and one right turn lane in each direction (replacing the current two traffic lanes in each direction)
- Hay St intersection reconfigured in the same layout
- Cycle lanes provided for the full length to St Georges Tce intersection

It's pretty simple stuff - the most expensive bit is moving the traffic signal poles which are in the centre of the road.

Hear hear. Especially - northbound cycle lane + bike box installed between the left turn and through/right lanes

[Sinner]

It's pretty simple stuff - the most expensive bit is moving the traffic signal poles which are in the centre of the road.

What would happen to these? Would you want them removed? If so, wouldn't you need mast arms?

[wellington_street]

It's pretty simple stuff - the most expensive bit is moving the traffic signal poles which are in the centre of the road.

What would happen to these? Would you want them removed? If so, wouldn't you need mast arms?

They can either be shifted onto the new median position or removed completely. Mast arms are not required for a city intersection.

[Sinner]

[/quote]They can either be shifted onto the new median position or removed completely. Mast arms are not required for a city intersection.[/quote]

Hmm, not sure if the powers that be at Main roads would agree. There should be a mast arm at William/The Esplanade - well at least the hole is there, but they haven't put it up yet!

[wellington_street]

Hmm, not sure if the powers that be at Main roads would agree. There should be a mast arm at William/The Esplanade - well at least the hole is there, but they haven't put it up yet!

Main roads' own traffic signal guidelines state that the use of mast arms should be minimised. They are only warranted where there is a sight distance issue preventing adequate visibility of ordinary post-mounted signals. As an aside, there are no mast arms at Wellington St/Milligan St intersection.

[rolandp]

Mast arms were used for traffic lights when the exit to Mitchell Fay/Thomas St was rebuild in 2013. When I asked if a mast arm could also be used to replace the traffic light located in the middle of the western lane of the shared path, the answer was no. So we still have the traffic light pole that we ride around daily. I'm sure there is logic somewhere to these decisions.

[wellington_street]

Mast arms were used for traffic lights when the exit to Mitchell Fay/Thomas St was rebuild in 2013. When I asked if a mast arm could also be used to replace the traffic light located in the middle of the western lane of the shared path, the answer was no. So we still have the traffic light pole that we ride around daily. I'm sure there is logic somewhere to these decisions.

Main Roads have just installed brand new traffic signal poles in the middle of the Mounts Bay Rd shared path. Neither path nor signal heads were there before, so what is their excuse? Mast arms would be the simple solution.

[eldavo]

Logic must take many forms.

[citywomble]

Wellington street wrote:

Main Roads have just installed brand new traffic signal poles in the middle of the Mounts Bay Rd shared path. Neither path nor signal heads were there before, so what is their excuse? Mast arms would be the simple solution.

The problem here is compartmentalisation with little coordination between differing design elements and construction.

The design for the intersection and paths would provide for connectivity and proper alignment of pedestrian and cycling pathways. Unfortunately when the design gets passed to the specialist signal designers the focus is on the control of vehicles and this has to meet standards and equipment locations as viewed from the location of stop lines and kerb lines. It is all road/vehicle centric and little awareness of pedestrian/cyclist pathways. This is then further compounded when site constraints and service locations then cause further minor relocations, again vehicle centric with no awareness of the other pathways.

It's about time the design drawings included for an absolute 'clear zone' along the pedestrian/cyclist pathways where installation of any equipment street furniture is prohibited. It doesn't need a rocket scientist, only a competent designer with an awareness of the 'other' traffic that Main Roads are not really experienced with. The name, Main Roads, says it all really.

What is interesting is that obstructed pathways could, in more extreme circumstances where a wheelchair user was obstructed, be in direct conflict with the Disability Discrimination Act, which is Federal Legislation, where the HREOC or a Federal court could find Main Roads in breach of their obligations.

[Thoglette]

What is interesting is that obstructed pathways could, in more extreme circumstances where a wheelchair user was obstructed, be in direct conflict with the Disability Discrimination Act, which is Federal Legislation, where the HREOC or a Federal court could find Main Roads in breach of their obligations.

Throw that as "potentially obstructed" and you've got something looking like matches.