Adelaide

Design
Manual
01 Introduction
02 Street Types
03 Street Design
04 Furniture and Materials
05 Greening
06 Building Frontages
07 Lighting
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Adelaide Design Manual Acknowledgment

© Adelaide City Council 2015

The Adelaide Design Manual is an Adelaide City Council led project, jointly funded by the State Government
Department of Planning Transport and Infrastructure, Places for People Grant program.

The Adelaide Design Manual was created to ensure consistency and standardisation for projects of all scales
and is to be used as a key reference for the evaluation, planning, design, construction, maintenance and
operation of all public, private and community projects within the City of Adelaide.

The Adelaide Design Manual and its related documents are the product of an extensive process of research
and analysis that has considered the extensive range of public realm guidance developed at an international,
national and state level, addressing a wide range of issues regarding the design and management of public
spaces in the City of Adelaide.

The Adelaide Design Manual is designed to be used in conjunction with all applicable legislation, related
strategic and technical documentation issued by Adelaide City Council, and other standards and guidelines
issued by State Government agencies, service providers and other relevant authorities.

It is intended that the Adelaide Design Manual will be dynamic and responsive to new approaches and
strategic directions as they are determined by Adelaide City Council, and as such is subject to changes and
revisions.

Updates and relevant reference documentation are available on the Adelaide Design Manual website
at www.adelaidedesignmanual.com.au

Register online to receive updates by email to the Adelaide Design Manual.

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 03 Contents
01 Introduction 03 Street Design
8 Introduction 76 Introduction

10 Guiding Principles 78 Street Design Principles

14 How to use the Adelaide Design Manual 80 Street Design Approaches

16 Purpose 82 Footpath Approaches
17 Application 84 Intersection Approaches
18 Structure of the Adelaide Design Manual 86 Bikeway Approaches
88 Roadway Approaches
19 Acknowledgments
90 Design Standards
20 References

04
Furniture and Materials
02
Street Types
154 Introduction
30 Introduction
156 Furniture and Materials Principles
32 Street Typologies
158 Suites and Palettes
34 Boulevards 160 City Furniture Suite
34 Ceremonial Boulevards 161 Park Lands Furniture Suite
36 Gateway Boulevards 162 Historic Furniture Suite
38 Transit Boulevards
164 Wayfinding Signage
40 Terraces
40 Village Terraces 166 Heritage
42 City Terraces
168 Special and Pilot Suites
44 Retail Streets
44 High Activity Retail Streets 170 Design Standards
46 Local Activity Retail Streets

05
Greening
48 Streets
48 City Streets 258 Introduction
50 Local Streets
52 Village Streets 260 Greening Principles

54 Squares 262 Greening Approaches

264 Living Architecture
56 Park Lands 265 Green Streets
56 Park Lands Boulevards 266 The Urban Forest
58 Park Lands Avenues 267 Water Sensitive Urban Design
60 Park Lands Roads 268 Urban Food

62 Small Streets and Laneways 270 Street Trees and Planting

62 Small Streets and Laneways 272 Civic and Contemporary Urban Parks
64 Shared Small Street 273 City West and East
66 Service Lanes 274 Market Area
67 Pedestrian Zones 275 North and South
276 Historic Gardens

278 Design Standards

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06 Building Frontages
298 Introduction

300 Building Frontage Principles

302 Approaches
304 City Form
305 Street Level
306 Public Realm

Lighting
07
316 Introduction

318 Lighting Principles

320 Approaches
322 Lighting Design

324 Design Standards

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 03

Design is not just what it

looks like and feels like.
Design is how it works.
Steve Jobs

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 03 Introduction
Streets in the City of Adelaide perform a range of practical functions that also
enhance the everyday experience for people, making street design fundamental to
creating a high-quality and successful public space.

The cities that set themselves apart from The ‘Link and Place’ approach allows a design or
the rest of the world are those that focus on vision of the street to be translated into a specific
enriching people’s experience, connecting design based on a particular location and how it
people and their environment, and providing is used.
pedestrians
a range of opportunities and experiences
that support and encourage public life. PEOPLE
Planning and designing streets with a
people-centred approach at the core of all decision
bikes
Streets
public need to perform multiple roles including
transport making will help to create streets that are:
balancing
vehiclesthe need for movement and MOVEMENT
accommodating links to different destinations. oo Easy to move through at appropriate speeds
lighting
All treesare
streets both movement conduits (Links) PUBLIC INFRASTRUCTURE oo Welcoming and friendly for all mobility needs
and destinations in their own right (Places), and
achieving the right balance between Link and Place
outdoor dining
oo Comfortable environments that encourage active
is an essential
trading first step for designing streets. transport such as walking and cycling
SEATING

Some streets are busy movement conduits (Links) oo Safer, by increasing people and activity in the
parking
and destinations
loading in their own right (Places). street as a form of natural surveillance
SERVICING
Using a ‘Link and Place’ approach to street design oo Sustainable, through approaches such as
positions
additional people and the intensity of their
amenity stormwater management and trees for shade
wsud
place-related activities, such as a peaceful OTHER
residential street and a busy City Street, as the The guidance provided for approaches and Design
primary movement on streets as opposed to Standards for Street Design, as outlined in the
traditional A to B movement such as bicycles, buses Adelaide Design Manual, are as relevant for small
and vehicles. improvements as they are for full scale projects.

pedestrians

PEOPLE

bikes
public transport
vehicles MOVEMENT

lighting
trees
PUBLIC INFRASTRUCTURE

outdoor dining
on-street trading
SEATING

parking
loading
SERVICING

additional amenity
Water Sensitive
OTHER
Urban Design

Hierarchy of street users

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Planning streets with a people-centred approach will help to create great public spaces
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 03 Street Design Principles
Considering the needs of all street users such as people, cars, public transport, bike
riders and people with accessibility needs is critical to the design process. These
principles help to focus and prioritise the design, creating a great space for all people.

1. Prioritise people

Provide comfortable, welcoming and safe environments for people.

2. Create intuitive spaces

Create spaces and facilities that are well-placed and intuitive for all people.

3. Reinforce the role of the street

Reinforce the character, function and experience of the street environment through considered street
design approaches.

4. Challenge the way things are done

Challenge accepted or widely implemented approaches used to manage the interactions of transport types where they do
not positively contribute to the broader street environment.

5. Understand the use and priorities for the street

Implement approaches proportionate to the desired street character. For example, avoid designing access for a garbage
truck when it only services a street once a week.

6. Reallocate space to influence travel mode choice

Use thoughtful street design and space allocation to assist with influencing changes in mode shifts, such as providing
space so that trees can be planted to shelter people while walking and cycling.

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 7. Use street design to influence user behaviour

Use elements that assist with positively changing user behaviour such as traffic calming, street geometry, compression
and friction.

8. Design to minimise conflicts

Work towards a degree of separation between different movement types to minimise exposure to conflicts, such as using
street elements like tree plantings and furniture.

9. Work from a shared understanding

Experience the street environment from all movement types before undertaking a street design.

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 03 Street Design Approaches
Consistent approaches to street design in the City of Adelaide will provide a safer,
more comfortable environment for people and the activities that occur in
the street.
Streets are not just about getting people
from one place to the other, they are active,
engaging spaces that enhance people’s
everyday experience.
Creating high-quality street environments, where all
modes of active transportation work together and
which is inclusive of all ages and abilities, creates a
successful public realm and city.
Streets encourage various types of exchange to
occur, attracting people and providing social and
economic benefits to the city.
How these different streets are designed and
configured with each other provides the backdrop
for making the streets places people want to be
a part of.
The following guidance is provided to achieve a
streetscape that is designed to a high standard.
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Street Design Approaches
1. Footpath Approaches
Footpaths are not just about getting from one
place to the other, they are a critical piece of city
infrastructure that must be designed, built and
maintained to a high standard.
2. Intersection Approaches
Intersection and junction approaches are important
in pedestrian movement and can help to identify
shared use spaces.
3. Bikeway Approaches
Like pedestrians, bike riders are vulnerable street
users. Dedicated bike facilities and infrastructure in
street design is important to ensure cycle movement
through streets is accommodated.
4. Roadway Approaches
Roadways accommodate several different travel
modes and provide access to services such as jobs
and education. Roadway approaches are integral to
street design, to ensure all road users are integrated
harmoniously and efficiently with the street’s
movement.
 03

01

04
02

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Street Design Approaches
Footpath Approaches
There are five types of footpath zones.
Interface Zones are the buffer between the private
realm and the pedestrian zone, allowing people to
freely interact with street activities and openings
onto the street.
Pedestrian Zones are the primary means for
pedestrian movement, and as such need a
high-level of design, amenity and maintenance to
ensure pedestrians are prioritised.
Furnishings and Activity Zones are for street
elements such as trees, plantings, furniture, outdoor
dining and public transport facilities. Their placement
within this zone helps to signal where zones of
movement and activities can occur.
Edge Zones provide the delineation between the
footpath and road and allow for access to vehicles
and servicing activities.
Extension Zones provide additional space for
street amenity such as street tree planting, Water
Sensitive Urban Design, bike lanes or additional
footpath space for seating or outdoor dining.
These footpath zones, in conjunction with the
Street Types section, provide the design focus for
each street.
INTERFACE
PEDESTRIAN
AND ACTIVITIES
Section delineating footpath zones on a street
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Following a people-centred approach when
designing footpaths will ensure other street elements
such as outdoor dining and bus stops allow for
enough space for people to move comfortably,
especially in busy streets like King William Road.
Minimum footpath widths, continuous
footpaths, services and ease of access for all
mobility needs are important approaches for street
design and are provided for the purpose of future
street upgrades and renewal works.
Designs for these approaches focus on:
oo Engagement with service authorities at the
earliest stage of project scoping and budgeting
for all projects, to ensure works can be budgeted
accurately, integrated into the design and
incorporated into construction works
oo Pedestrian priority
oo Making walking a more desired mode
of transport
FURNISHINGS
EDGE
EXTENSION
ROAD
 Street Design Approaches

oo The needs of all users, in particular people who

require assistance with mobility. This includes,
but is not limited to:
• People with mobility, vision, hearing and
cognitive impairment
• Mobility scooters and walking frames
• Families with small children or using prams
• People with bulky luggage

Adelaide City Council is committed to ensuring

that all projects meet the standards outlined in the
Disability Discrimination Act (DDA) and Australian
Standard (AS1428). Whenever possible, the intent
is to deliver best practice that exceeds the minimum
compliance with DDA.

There may be instances where an anticipated

change to the public realm may require new and
innovative approaches to be undertaken (such
as shared spaces, where current guidance is
insufficient). These approaches will be undertaken
using the pilot process established as part of the
Adelaide Design Manual and will involve key
advisory bodies.

More information on Footpath Approaches can be The Furnishings and Activity Zone provides opportunity
found in the Design Standards for this section. for outdoor dining

The needs of all users must be accommodated when

Pedestrian Zones provide a clear path of travel designing a street

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Street Design Approaches
Intersection Approaches
Different elements of a street assist
with creating appropriate conditions and
behaviours for all street users.
For example in spaces where different movement
types intersect, designing each element to interact
with each other can help the street function safely
and minimise conflicts for users.
Intersection and junction approaches are important
in pedestrian movement and can help to identify
shared use spaces.
The intersection approaches outlined in the following
pages can help to create subtle changes to street
conditions. These approaches can change people’s
perceptions of a space, forcing pedestrians, bike
riders and vehicles to rely more on eye contact and
negotiation with each other when using the street.
These design approaches do not alter the capacity
of streets to accommodate vehicles and servicing
activities, rather they help to create appropriate
speeds for streets to function safely.
Intersections and Junctions can help to identify shared use spaces
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Crossing points ensure pedestrians are
prioritised. Well-designed crossing points create
appropriate speeds and use a variety of methods
to make it more difficult for drivers to go through
the crossing points at unsafe speeds, increasing
the visibility of pedestrians and bike riders above
the road corridor and reducing potential hazards to
pedestrians through level changes.
Footpath Extensions allow for a greater level of
consistency and a higher quality of all elements in
the public space.
They assist with creating more pedestrian space
on footpaths, and provide opportunity for formal
and informal crossing points with shorter
crossing distances.
Using standardised kerbing will provide a greater
level of consistency within the streets and a
high-quality approach to all elements of the
public realm.
 Street Design Approaches

Footpath Extensions can also assist with visually

narrowing street environments and setting the
future structure of the street, and can be easily
implemented at junctions of streets where parking
is not allowed.

Mid-Block Crossings are used in high pedestrian

areas, where there are significant pedestrian desire
lines and the existing traffic network doesn’t allow
for safe and comfortable movement.

Intersections, Junctions and Corners help to

minimise the space for driver error to occur and are
a fundamental street design element in creating safe
and comfortable environments.

When designing Intersections, Junctions and

Corners, improvements should be based on Mid-Block Crossings provide safe paths of movement
a comprehensive understanding of the place,
movement functions of the location and the whole
intersection, to minimise driver error.

Corners and appropriate kerb radii will vary

from street to street, however the principle of
reducing kerb radii to assist with traffic calming
must be followed.

Driveways and Crossovers for private vehicle

entries can compromise the quality of the pedestrian
environment and impact ease of movement.

The design of driveways and crossovers must

always reinforce pedestrian priority and perform a
subservient function to that of pedestrian movement
and comfort.
Peel Street is an example of a Shared Space
Shared Spaces operate on the principle of
creating a street environment where the traditional
elements of traffic engineering are replaced with a
uniform surface treatment to force road users to
work together in the street environment.

In areas of high pedestrian activities, a

well-organised shared space can significantly
increase socially responsible behaviour by all
road users.

More information on intersection approaches can be

found in the Design Standards for this section.

Zebra crossings are a form of Mid-Block Crossings

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Street Design Approaches
Bikeway Approaches
Like pedestrians, people who ride bikes
are vulnerable street users. Dedicated
bike facilities and cycling infrastructure
in street design is important to ensure
cycle movement through streets is
accommodated and encouraged.
It’s important that high-quality cycling provisions
are designed from the beginning. Designs should
show a commitment to providing connections to the
Bikeway Network as well as dedicated facilities with
some flexibility as to the type and exact location.
Bike riders, like pedestrians, can benefit from
reduced traffic speeds and a level of separation,
such as dedicated bike infrastructure.
People who ride bikes travel faster than pedestrians,
but are slower and less visible than vehicles.
People who ride bikes have varying degrees of
skill and levels of comfort in using a street
environment, which results in a wide range of
speeds and behaviours.
Design approaches must incorporate measures
that help reduce conflicts by providing a level of
separation between bike riders and other street
users, including vehicles and pedestrians.
Providing additional space for bike riders must be
factored into all bikeway design approaches such as
Cycling Infrastructure provides safety for bike riders and improves ease of movement for other street users
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narrowing road carriageways, consolidating vehicle
lanes or on-street parking, subject to the evaluation
of vehicle and car parking usage.
Any changes to the street environment that make
the street safer and more attractive to bike riders
must take into account the accessibility needs
of all users.
When designing bikeways providing pedestrians,
bike riders and vehicles with ease of movement
when using the street must be accommodated.
Cycling Infrastructure is made up of different
elements of the roadway, designed for the safety
and amenity of bike riders.
Examples of Cycling Infrastructure include, but are
not limited to:
oo Separated bike lanes
oo Contraflow bike facilities
oo Shared use paths
oo Road markings
oo Green elements used for Levels of Separation
oo End of trip facilities
 Street Design Approaches

When designing Cycling Infrastructure, Adelaide

City Council is committed to ensuring that all
projects deliver best practice by exceeding minimum
Australian Standards, where possible.

Levels of Separation refers to the levels of

bikeway separation that are determined based
on assessment of a number of street factors. The
Levels of Separation include:

oo Separated Bikeways which provide a dedicated

space for bike riders from vehicles, and
incorporate a range of measures including Full
Separation, Stepped Separation and Light
Separation of the roadway

oo On-Street Bikeways which are areas intended

for bike riders, including Dedicated Cycle Lanes Frome Street has a Full Separation bikeway
marked for the exclusive use of bike riders

oo Shared Facilities where all users are required to

negotiate the space, including Shared On-Street
and Shared Spaces

An appropriate Level of Separation can be

determined by assessing the Street Type character.

When identifying the Street Type, refer to the Link

and Place classification and the Bikeways Network
as outlined in Adelaide City Council’s Smart Move
Strategy.

More information on bikeway approaches can be

found in the Design Standards for this section.

Waymouth Street has a Dedicated Cycle Lane

Hindley Street West has Shared On-Street facilities

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Street Design Approaches
Roadway Approaches
Roadways accommodate several different
travel modes including public transport
such as trams and buses. These travel
modes provide access to services such as
jobs and education, reducing the demand
for private vehicles.
Vehicles are an integral part of Adelaide’s movement
system and need to be accommodated within
the constraints of lower speeds and safer driving
behaviour.
Commercial vehicles are often given greater priority
as they support the efficient delivery of goods and
services important to a healthy city economy and
supporting local business.
The layout of a street and its characteristics can
influence how the street is used.
The roadway approaches outlined in this section
follow the concept of ‘self-explaining roads’. This
involves designing a road system in which drivers’
expectations are created by the road environment,
not excessive street signage, which in turn creates
a subtle, safe and appropriate change in driver
behaviour.
Roadways accommodate a variety of transport modes and servicing options
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Designing for Desired Speed can help to
determine the physical design features of a street
environment.
Traditionally, street design approaches and guidance
have been based on arterial and highway design
principles which ask for larger corner radii, wide
travel lanes, guardrails and generous vehicle clear
zone increases.
These elements are designed to forgive driver error,
which in turn encourages speeding, poor driving and
contributes to accidents and their severity, including
road fatalities.
Design speeds, as identified in Adelaide City
Council’s Smart Move Strategy, are used to
determine the various physical design features of a
street environment for all new street design works,
including renewal works, such as lane widths, corner
radii and clear sight distances.
Design speeds in the Smart Move Strategy are
based on the Street Types outlined in the previous
chapter and the context of surrounding land uses.
 Street Design Approaches

Design speeds provide a balanced approach to Median Islands must be developed in keeping with
movement in the city, which influences positive footpaths and pavement treatments to ensure
behaviours, lower speeds and helps to reduce continuity to the streetscape and prioritise the
conflicts and accidents. protection of street users such as pedestrians.

Carriageway configurations and widths
provide opportunity for a better balance between
pedestrians, bike riders, public transport, and the
amenities to support the street’s use, such as street
tree planting and furniture.
Due to the size and operational requirements special
consideration must be given when undertaking
street designs for carriageways.
Carriageway width reduction is used to reduce
traffic speeds toward 40 km/h on City Streets
and Local Streets and toward 30 km/hr in areas
where there are high levels of pedestrian activity.
Exceptions may be required when there is a high
frequency of heavy vehicle usage.
Centre of Road Parking can be used as a way to
calm traffic within city streets.
Centre of Road Parking can help to visually narrow
and compress the width of the street, making street
users rely more on eye contact and negotiation with
others, causing them to take more care with
their actions.
This approach is to be considered as an option for
City and Local Streets, where there is more
on-street activity.
More information on Roadway Approaches can be
found in the Design Standards for this section.

Signage and Linemarking can often be

interpreted through an overly cautious and
risk-adverse approach rather that conveying
information with informal cues in the environment.

An over-use of traffic signage is generally the result

of a failure to remove obsolete signage, an
over-cautious, risk-adverse approach to new
signage, or the erection of unnecessary signs.

It is almost always better to convey information

through informal cues in the environment.

Median Islands should focus on pedestrian

priority, safety and continuity to the street.

A risk-adverse approach has led to streets and

roads being separated by Median Islands that read
as part of the road, rather than part of the city.

Visually narrowing streets serves to increase

movement capacity by providing degrees of
separation between road users. The visual width
of a street can be narrowed by a variety of
means such as applied surfaces, greening and
pavement treatments.

The use of consistent materials, details, and bold

and simple arrangements with tightened geometry
can also visually narrow the street environment and
assist with slowing vehicle speeds, which will in turn
create a safer street environment.
Median Islands provide continuity to the street

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 03 Design Standards
The following pages contain the minimum standards for design that must be adhered
to for all projects, large or small, in the City of Adelaide.

These Design Standards must be read in Footpaths

conjunction with the other sections of the
Adelaide Design Manual.
1. Footpath Zones
Adelaide City Council has a commitment to 2. Continuous Footpaths
providing great public spaces within the City 3. Footpath Access and Inclusion
of Adelaide and strengthening the connections 4. Footpath Services
between the city and our neighbouring councils. 5. Driveways and Crossovers

The Adelaide Design Manual has been created in

line with Adelaide City Council’s Strategic Plan. Intersections

The information contained in the following pages

must be adhered to for all projects, public realm 1. Intersections and Junctions
upgrades and renewal works. 2. Corners
3. Crossing Points
The guidance provided by the Adelaide Design 4. Footpath Extensions
Manual will ensure street design approaches are 5. Mid-Block Crossings
consistently, efficiently and harmoniously integrated 6. Raised Crossing Points
with the functions and character of the variety of 7. Shared Spaces
streets in the City of Adelaide.

The following guidance is to be used in conjunction Bikeways

with the guidance provided in Adelaide City
Council’s Smart Move Transport and Movement
Strategy 2012-22. 1. Cycling Infrastructure
2. Bikeway Types and Degrees
of Separation
3. Separated Bikeways
4. On-Street Bikeways
5. Shared Facilities

Roadways

1. Signage and Linemarking

2. Median Islands
3. Carriageways

Street Demonstrations

1. Gateway Boulevard
2. Village Terrace
3. High Activity Retail Street
4. City Street
5. Park Lands Road
6. Small Streets and Laneways

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Design Standards

Footpath Zones

Footpaths are a critical piece of city

infrastructure and provide five different Outdoor dining is usually
zones that facilitate various types of activity
and ensure the accessibility of all ages and
01 located in the Furnishings and
Activity Zone
abilities.

Purpose
Interface Zones provide
Each zone informs how the space between private
buildings and the public space is arranged to ensure
02 a ‘shoreline’
an integrated and accessible street experience.

The five zones allow the day-to-day functions of the

Extension Zones provide areas
city such as walking, cycling, outdoor dining and
service vehicles to occur comfortably, enhancing the
03 for parking and greening
street experience.

Zones
Pedestrian Zones are free
Interface Zones
oo Provide consistent levels between the building
04 from obstructions
edge and back-of-footpath for a seamless
transition between private and public spaces

oo Provide a ‘shoreline’ for people with limited vision

that is free of obstructions
oo Provide opportunities for activities such as
building alignment outdoor dining (subject to the
Street Type and a consistent alternate shoreline)
Pedestrian Zones
oo Ensure designs minimise uneven surfaces to
achieve consistent levels and cross falls, and
allow for universal access
oo Ensure pedestrian zones are well lit, free from
obstructions, and use materials and construction
techniques that are robust and easily maintained
Roadways
oo Are primarily used for multiple modes of vehicle
movement classification such as buses, cars and
service and emergency vehicles.
oo All guidance for Roadways must refer to the
Smart Move Strategy
Reference Documents
oo Smart Move Transport and Movement
Strategy 2012-22
oo Adelaide City Council Outdoor Dining
Guidelines 2014

oo Provide minimum footpath widths as outlined in

Adelaide City Council’s Smart Move Strategy

Furnishings and Activity Zones

oo Use elements that are located, organised and
aligned in a considered and consistent manner to
assist with delineating zones of movement
and activity

Edge zones and Extension Zones

oo Are subject to street character

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 Design Standards

01

02

03

04
BUILDING EDGE

ROADWAY

INTERFACE
PEDESTRIAN
FURNISHINGS
AND ACTIVITY
EDGE EXTENSION

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Design Standards

Continuous Footpaths

Continuous Footpaths is the term for where

vehicle crossing of the footpath is achieved
Strengthen footpaths to allow
while maintaining the same level of the
adjacent footpath with consistent material,
01 vehicles to over run the corner
so it reads to all street users that the
footpath is continuous.

Purpose Dropped kerb arrangement to

To assist with slowing vehicle speeds by maintaining
02 facilitate vehicle access
footpath levels and treatments, and establishing
pedestrian priority to reduce conflicts between
pedestrians, bike riders and vehicles.
Use paving to highlight
Application
03 interaction with vehicles
Continuous Footpaths are applied where a Small
Street or Laneway intersects with a higher order
street. For example where a Ceremonial Boulevard
Crossover level is seamless
intersects with a Small Street or Laneway. 04 with the footpath either side
The locations for Continuous Footpaths are
assessed based on pedestrian and vehicle counts.

Consider management
Due to the higher cost of implementing these
types of footpaths, including paving treatment and
05 of stormwater
modifications to stormwater infrastructure, they are
usually used in areas of high pedestrian activity.

Ensure
oo The level of the crossover is seamless with either
side of the footpath and the paving is similar to
the adjacent footpath
oo Footpaths are strengthened, where required, to
allow for the use of large vehicles to occasionally
over run the corner
oo Paving size and style is of appropriate strength
and physical resistance for high traffic areas
oo Tactiles are co-ordinated with the building
shoreline in Pedestrian Zones
oo Corner radii is tightened to help to reduce vehicle
entry speeds. Refer to the Design Standards for
Corners for more information
Reference Documents
oo Smart Move Transport and Movement
Strategy 2012-22

oo A different paving size is used through the

crossover to highlight to pedestrians the potential
interaction with vehicles

oo Vehicle access to the crossover is provided

through a dropped-kerb or similar kerb
treatment, to slow vehicles and highlight the
interaction with pedestrians

oo Street furniture and planting locations provide

clear sight lines for drivers and pedestrians
approaching and interacting in the
crossover area

oo Continuous Footpath and adjacent infrastructure

are configured to manage stormwater

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 Design Standards

01

02

03

04
05

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Design Standards

Footpath Access and Inclusion

Designing footpaths for access and

inclusion means designing for all users, in
Provide a ‘shoreline’
particular people who require assistance
with mobility such as wheelchairs, scooters,
01 for navigation
walking frames, vision impairment, families
with prams and small children, and bulky
luggage.

Purpose
02 Ease of operation at crossing
points and intersections
To ensure important city infrastructure such as
footpaths cater for all ages and abilities, and to allow
a safe, comfortable and integrated street experience
Tactiles and footpath variations
for all users.
03 highlight changed conditions
Application
Access and inclusion in street design must be
informed by a good understanding of the street
Align and maintain clear and
environment and the messages that need to be to
conveyed to users through different elements within
04 consistent paths of travel
the streetscape.

The guidance provided in the Adelaide Design

Position disability parking
Manual and by service authorities needs to be
interpreted in an intelligent and balanced way.
05 spaces to facilitate access

The rigid application of guidance for projects can

result in the overuse of a variety of elements which
are overcomplicated, illegible, uncomfortable and
confusing and should be avoided. oo The position of disability parking spaces facilitate
ease of access
Further information to consider access and
inclusion as part of the street design can be Reference Documents
found in the Disability Discrimination Act (DDA), oo Disability Discrimination Act (DDA)
Australian Standard AS 1428 and on the South
Australian Department of Planning, Transport & oo Australian Standards AS1428
Infrastructure website.
oo Austroads Guidelines
Ensure
oo Paths are aligned and maintained to provide clear oo South Australian Department of Planning,
and consistent travel Transport & Infrastructure website

oo A ‘shoreline’, which is an important navigational

tool, is provided through a consistent, clear
building edge

oo Ease of operation at Crossing Points,

Intersections and Junctionsw

oo Standard crossing facilities, ramps and tactile

indicators are provided in accordance with
relevant Australian Standards

oo Street furniture is located to assist with

delineating zones of movement

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Footpath Services

Footpath Services, above and below ground,

such as stormwater drainage, gas, electrical
Services are relocated where
or communication infrastructure, are
essential city utilities.
01 access is compromised

Footpath services also includes elements

such as poles, pits, covers and cabinets,
Stormwater drainage is
which are the property of a range of
providers including Adelaide City Council.
02 underground where possible

Purpose
To ensure essential city utilities function correctly
Stormwater is diverted for
and with minimal interruption to the daily activity
of the street.
03 passive irrigation

Application
Engagement with service authorities must be
Pit lids are consistent with
undertaken at the beginning of all projects to
co-ordinate works and minimise risks when
04 Street Type material selections
undertaking recurring or abortive works
on footpaths.

Ensure
oo Opportunities are investigated for relocating
services where access and mobility is
compromised

oo Accurate scoping, co-ordinating and upgrading

of service covers and pits at the same time as
upgrade and renewal works

oo Under grounding of overhead services is

co-ordinated with upgrade and renewal works
where feasible

oo Levels are adjusted to match footpath grades,

and elements such as service pits and drainage
covers minimise interruptions to the footpath,
and do not compromise accessibility or create
recurring maintenance issues

oo Pit lids are consistent with material selections

identified for each Street Type. Please refer to the
Furniture and Materials section for further detail

oo Stormwater drainage from private buildings is

underground, where possible

oo Stormwater is diverted for passive irrigation to

trees and planting for all works

oo Where costs are prohibitive, options such as

aerial bundling is used to improve conditions for
street tree planting

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Driveways and Crossovers

Driveways and Crossovers refer to the area

in front of a private property boundary used
Maintain footpath levels and
to enter or exit a property from the public
space, which interrupts the public footpath
01 cross falls
or roadway.

Purpose
Driveway crossovers use a
To ensure the area where the private space merges 02 dropped-kerb arrangement
with public space does not compromise the quality
of the street experience, including pedestrian
movement and comfort.

Application Paving materials are consistent

Where private vehicle access intersects with the
03 with the footpath
public footpath to provide entry or exit to a private
property.

Highlight conflict points with

Design Standards apply to upgrades in the vicinity of 04 green surface treatments
existing crossovers and new crossover construction.

Where possible, avoid driveway crossings, especially

in areas of high pedestrian usage and areas with
narrow footpaths.

Driveway Crossovers should be avoided and will

be approved by Adelaide City Council on a case by
case basis.

Ensure
oo Footpath levels and cross falls are maintained

oo Changes in levels in crossover areas are

accommodated where there is limited space
on footpaths

oo Paving materials used are always consistent with

the footpath to identify pedestrian priority and not
interrupt the footpath

oo Footpath grades and levels are smooth and

consistent across the Pedestrian Zone when
constructing Driveway Crossovers

oo Mountable kerbs are used to provide access,

subject to Adelaide City Council approval, in
highly space-restricted areas such as Small
Streets and Laneways

oo Vehicle driveway crossovers are paved to match

the footpath and kerbing is maintained through a
dropped-kerb arrangement

oo Conflict points with Cycling Infrastructure are

highlighted through green surface treatments

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Intersections and Junctions

Intersections and Junctions are where two

or more roadways meet and/or cross over Typical Approach
each other.

Purpose The typical approach (right) is how

To facilitate safe and effective interaction of all
types of movement, provide safety and comfort for
pedestrians and minimise driver error.
Application
The Street Types section sets out the priorities for
the configuration of Intersections and Junctions
based on the assessment of the strategic
importance of the street.
Intersections and Junctions are currently
configured. The Adelaide Design Manual
approach provides a higher standard
of Street Design. The desired approach
(below) outlines a best practice approach to
designing Intersections and Junctions.

These priorities and the following design guidance Desired Approach

must be implemented following initial design
research such as understanding pedestrian flows,
trip generators, footpath activity, variations by time
of day, where crossings currently exist, pedestrian
desire and sight lines and cycling provision type and
01 Widen footpaths

counts (anticipated/current usage).

Ensure
Reduce pedestrian
oo Location of public transport stops and route
information are understood and included in initial
02 crossing distances
design research

oo Vehicle traffic speeds traffic flow data, broken

down by time of day, mode and sight lines are
understood and included in initial design research

oo Collision history showing locations, severity

of injury and details of the circumstances are
understood and included in initial design research

oo The widening of footpaths is investigated to

improve sight lines and reduce kerb radii to
calm traffic

oo Standard and consistent details are used

oo Reduced pedestrian crossing distances and the

provision of continuous paths of travel, where
possible

oo Advanced stop bars are considered, if useful, to

reduce conflicts

oo The relocation of traffic signals or removal of

medians and bollards is considered to improve
intersection performance

Please refer to the illustrations provided for guidance

on typical Intersection and Junctions.

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Desired Approach

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Corners

Corners are the area where two roads

intersect, and are a fundamental element
Maintain pedestrian desire
to creating safe and comfortable street
environments.
01 lines and shorelines

Purpose
To assist with traffic calming by establishing
Corners can contribute to
priority for pedestrians by using approaches such
as reducing kerb radii, crossing distances and
02 slower vehicle speeds
improving pedestrian desire lines and
building shorelines.

Maintain consistent kerb radii

Application
Where pedestrian sight lines are obscured from
03 at Intersections and Junctions
on-coming traffic, corners ensure pedestrians don’t
have to look further behind them when using the
footpath to check for turning vehicles.
Strengthen footpaths for large
This approach helps reduce the risk of conflicts
04 vehicle over-run
by making bike and car speeds compatible with
pedestrian crossing points and ensuring fewer
conflicts for servicing activities such as
delivery trucks.

Ensure
oo Footpaths are strengthened, where required, to
allow for the use of large vehicles to occasionally
over-run the corner
• This will also affect the position of pedestrian
crossings, stop lines and advance stop lines,
which need to be moved back in order to
accommodate turning movements

oo Swept path analysis is used to track paths

of larger vehicles around corners in order
to determine if and where strengthening of
footpaths is required

oo Corners contribute to slower vehicle speeds,

establishing priority for pedestrians

oo Corners and kerb radii improve pedestrian

crossings by maintaining desire lines and
shorelines with buildings

oo Wider footpaths are used to improve sight lines

and reduce kerb radii to calm traffic

oo Consistent kerb radii is used at Intersections and

Junctions to maintain a visual consistency and a
coherent public realm

oo The removal of slip lanes, where possible

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Crossing Points

Crossing Points are a clear and safe path of

travel for pedestrians and bike riders from
Minimise points of entrapment
one side of the street to another. 01 at nominated crossing points
Purpose
To address pedestrian priority and reduce crossing
distances by increasing pedestrian visibility above
Reduce crossing distances by
the road corridor and alerting drivers to a change in 02 using Footpath Extensions
the street environment.

Application
When determining locations of crossings, pedestrian
Co-ordination with cycle lanes
and vehicle counts must be undertaken to confirm
the type of crossing to be used. For example, zebra
03 to reduce carriageway widths
crossings should only be used where there is a high
intensity of pedestrian and vehicular movement such
as Pirie Street, Hindley Street and Melbourne Street.

Crossing Points must be an integrated element of

04 Maintain pedestrian sight lines

the pedestrian experience and not an intrusion into

the roadway.

The following points apply to all Crossing Points,

however, please see Footpath Extensions, Mid-block
Crossings and Raised Intersections for specific
guidance on those crossing point approaches.
Please also refer to the Link and Place
classification outlined in Adelaide City Council’s
Smart Move Strategy for Crossing Points not
located at Intersections.
Ensure
oo Sight lines are maintained at crossing points to
avoid conflicts and allow adequate space for
people to use the crossing safely
oo Pedestrians are directed to nominated crossing
points to minimise points of entrapment through
the use of furniture elements or landscape
oo Elements of the street such as lighting, street
trees and landscaping are used to assist with
visually narrowing and compressing the street
oo Footpath Extensions address pedestrian
priority, reduce crossing distances and maintain
pedestrian desire lines (for more information refer
to Design Standards for Footpath Extensions)
oo Service pits are relocated, if required, so they
don’t conflict with ramps and Pedestrian Zones
oo Co-ordination with bike lanes to reduce
carriageway widths and avoid deflecting bike
riders into traffic flow
oo All necessary statutory signage is rationalised
and co-located, where required, to minimise the
visual and physical clutter of the street
oo Adequate lighting at crossing facilities in
accordance with the Draft Adelaide Public Realm
Lighting Guidelines
Avoid
oo Barrier edge returns on ramps, which can
create trip hazards for users such as people in
wheelchairs or parents with prams
oo Holding rails, bollards and barriers as these
elements compromise pedestrian circulation and
act as entrapment points, adding to the visual
and physical clutter of the street

oo A tightened corner radii by including standard

profile and geometry to assist with creating
appropriate vehicle speeds and
minimising conflicts

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Footpath Extensions

Sometimes referred to as protuberances,

build-outs or kerb extensions, Footpath
Incorporate Water Sensitive
Extensions are primarily used to extend 01 Urban Design approaches
footpath space and increase visibility
for pedestrians, as well as reducing
crossing distances.

Kerb returns are perpendicular

Purpose
Footpath Extensions assist with helping to narrow
02 to the kerb
the visual width of a street environment, slow
traffic and provide additional space for greening
and social activity. Opportunities are provided
03 for additional amenities and
The use of Footpath Extensions as a traffic activity
calming measure can visually narrow a street,
allowing a greater level of consistency in the street
environment.

Application Avoid
Usually installed at key pedestrian desire lines. oo Splayed returns or squared and mitred junctions

The length of Footpath Extensions will vary and will oo Holding rails, bollards and barriers as these
be determined on a case by case basis. elements compromise pedestrian circulation and
act as entrapment points, adding to the visual
Please refer to the Link and Place classification and physical clutter of the street
outlined in Adelaide City Council’s Smart Move
Strategy for street character classification and
context of locations for Footpath Extensions. This
will help to determine which elements to use in a
Footpath Extension, for example landscaping
or outdoor dining.

Ensure
oo Footpath extensions form part of the larger street
environment rather than an isolated extension

oo Kerb returns are perpendicular to the kerb

oo Integration with the footpath and use of

consistent footpath detailing

oo Stormwater drainage impacts on the street are

considered and incorporate Water Sensitive
Urban Design approaches

oo Opportunities are pursued for additional

amenities such as seating, outdoor dining
and Water Sensitive Urban Design (subject
to Street Type)

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Mid-Block Crossings

Mid-Block Crossings are designated

crossing points that occur between
intersections, maintaining pedestrian
desire lines.
01 Consistent detailing is used

There are a number of traffic devices which

can achieve a Mid-Block Crossing such Median Islands and Island
as, but not limited to, zebra crossings and
Footpath Extensions.
02 Separators provide increased
pedestrian safety

Purpose
To reinforce pedestrian desire lines allowing for the
safe and comfortable movement of all types.
03 Co-ordination with bike lanes

Application
There are a number of different types of Mid-Block
Crossings including zebra crossings and Raised
Footpath Extensions to provide
Crossing Points. 04 increased pedestrian safety
Mid-Block Crossings are to be located where there
are connections to the fine-grained pedestrian
network of the city’s Small Streets and Laneways,
Incorporate Water Sensitive
as outlined in Adelaide City Council’s Smart Move
Strategy.
05 Urban Design approaches

Mid-Block Crossings designs must not be within 60

metres of another Mid-Block Crossing or signalised
intersection.

Ensure
oo Pedestrian safety by reducing crossing distances
through the use of Footpath Extensions, median
islands and pedestrian refuge islands, where
appropriate

oo The use of standardised crossing facilities, ramps

and tactile indicators

oo Stormwater drainage impacts on the street are

considered and incorporate Water Sensitive
Urban Design approaches

oo Sight lines are maintained to minimise conflicts

oo Co-ordination with bike lanes by reducing

carriageway widths to avoid deflecting bike riders
into traffic flow

oo Detailing is bold and simple with large,

uncomplicated arrangements that have minimal
variations in size and shape

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Mid-Block Crossing with Fully Separated Bikeway

02
01

Mid-Block Crossing with Dedicated Cycle Lanes and landscape treatment

03

05

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Raised Crossing Points

Raised Crossing Points are elevations in the

road way that can be both signalised and
Reduce physical and visual
unsignalised, providing pedestrian priority in 01 dominance of the road
streets with low traffic volumes and speeds.

Purpose
Raised Crossing Points create appropriate speeds
Incorporate Water Sensitive
by making it physically difficult for drivers to go
through crossing points at unsafe speeds, by
02 Urban Design approaches
increasing the visibility of pedestrians and bike
riders above the road corridor, by reducing potential
hazards to pedestrians through changes in level.
Raised Crossing Points at key
Application
03 pedestrian locations
In primary pedestrian networks that provide key
linkages through the city and Park Lands, and where
pedestrian desire lines need to be maintained, for
Footpath Extensions to provide
example the Park Lands Trail. 04 increased pedestrian safety
Ensure
oo Vehicle speeds are reduced with raised
crossings at key pedestrian locations such
as schools and playgrounds where there are
no signalised facilities

oo Raised Crossing Points are considered at

Squares to reduce the physical and visual
dominance of the road

oo Water Sensitive Urban Design is integrated,

where raised crossings are to be used, as
attention needs to be given to drainage
requirements due to level changes and
assistance with stormwater management

oo Footpath Extensions are installed at key

pedestrian desire lines

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Shared Spaces

Shared Spaces enable pedestrians, bike

riders and vehicles to move together without Pavement detailing to identify
separation of the streetscape. 01 zones of activity and provide a
pedestrian scale
Purpose
To create a safer environment and provide
pedestrian priority by forcing all road users to work Street furniture is consistently
together in the street environment, reducing the 02 arranged to delineate zones
dominance of vehicles and vehicle speeds, and of movement
increasing socially responsible road behaviour.

Application Street tree planting to provide

Shared Spaces are found in low-traffic areas
generally for the use of local traffic only, with the
03 shade and visually narrow
the street
traffic speed consistent with the surrounding use
of the street.
Surface treatments and
All designs for Shared Spaces in public spaces are 04 arrangement for equitable
designed in collaboration with Adelaide City Council access and wayfinding
and on a case by case basis.

Ensure
oo A consistent use of robust pavement treatments
to create a uniform environment identifying oo Timed parking accomodates businesses based
Shared Spaces and pedestrian priority on the activity occuring in the space, for example
loading and service delivery vehicles and
oo Innovative use of surface treatments to short-term parking limits for customers.
provide cues for equitable access and
wayfinding such as variations in size, texture Avoid
and paving arrangements oo Over-use of signage and linemarking including
statutory signage
oo Detail elements are incorporated into the
footpath paving materials to add local character
and provide visual coherence to the overall area

oo Trees, lighting, furniture and pavement detailing

are used to identify zones of activity and provide
a pedestrian scale

oo Street furniture is consistently arranged to

delineate zones of movement and to facilitate
events and activities

oo Continuous footpaths and threshold treatments

to designate changed conditions for all users
of the environment

oo Street tree planting and Water Sensitive Urban

Design to provide shade, amenity and visually
narrow the street, providing a human scale

oo Public lighting at a pedestrian scale

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Cycling Infrastructure

Cycling Infrastructure covers the different oo All street users understand their relationship to
elements of a roadway that are designed the street and each other by providing an intuitive
specifically for the safety and amenity of street environment
bike riders, such as separated bike lanes or
road markings identifying bike lanes. oo Underused space is re-purposed for Cycling
Infrastructure, where possible
Purpose
To provide bike riders with a continuous and oo That only the amount of regulatory signage that
connected level of service that increases safety and is strictly necessary is used
comfort in the street environment.
Avoid
Application oo Entrapment points by removing clutter from
The type of Cycling Infrastructure to use in a physical objects such as handrails
roadway depends on the types of adjacent land
uses and activities, an understanding of pedestrian
flows and desire lines, and an understanding of
expected and future changes to the area.

Ensure
oo Lighter and intermittent forms of separation
are considered

oo Sight lines are maintained by providing clear

paths of travel through the roadway including at
Intersections and Junctions

oo Adequate lighting is provided in accordance

with the Draft Adelaide Public Realm
Lighting Guidelines

oo The street is as legible as possible by considering

changes of materials or embedding signage
within surface materials to tell all road users
where they should be without use of conventional
explanatory signage

oo Consistency with Cycling Infrastructure by

keeping bike riders either in one-way or
two-way systems as long as possible without
unnecessarily switching between the two, unless
this serves as a deliberate strategy of returning
bike riders to the carriageway at junctions
and side roads

oo Elements such as signage, markings and tactile

paving approaches, where the context calls for
it, inform road users of how the space operates
such as contraflow cycling or shared use paths

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Bikeways Types and Degrees of Separation

Bikeway Types refer to the different Separated Bikeways

categories of bikeways which are
dependent on their Degree of Separation
from the roadway. 1. Full Separation
2. Stepped Separation
Degrees of Separation refers to the Level 3. Light Separation
of Separation that is provided for Cycling
Infrastructure from motor vehicle and
pedestrian traffic. On Street Bikeways

Purpose
To provide an accessible, safe, connected and 1. Dedicated Cycle Lanes
comfortable street environment for all ages and
abilities, and encourage cycling as a viable form
of transport. Shared Facilities

Application
The following sets out how to identify bikeway types 1. Shared On-Street
in order to provide as much safety and comfort for 2. Shared Spaces
bike riders as possible on a roadway.

The Degree of Separation will be determined by the

assessment of the following:
oo What is the street character type? (refer to the
Street Types section)

oo What is the classification of the cycle facility

type? (refer to Smart Move Strategy)

oo What is the degree of separation required based

on Link and Place classification for the street and
the adjacent connecting streets? (refer to Smart
Move Strategy) Place
Link

Other considerations include:

oo Types of adjacent land uses and activities

oo Pedestrian flows and desire lines

oo Anticipated change to the area

oo Type of facilities on connecting bike routes

oo Maintaining minimum footpath widths Preference for physical separation

between bike riders and vehicles
oo Maintaining minimum cycle lane widths on
all Bikeway Types (reduce carriageway widths Preference for bicycle lanes
to accommodate)

oo Space available, options to re-purpose Preference for sharing street space

underused space between bike riders and vehicle users

Please refer to Adelaide City Council’s Smart Move Accommodating bike riders on different street types
Strategy for more information about the Link and Source: Smart Move Transport and Movement
Place Diagram (right) and its application. Strategy 2012-22

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Separated Bikeways

Separated Bikeways provide a high-quality Link and Place Matrix

cycling experience for a broad range of
cycling abilities.

Purpose
Separated Bikeways provide a dedicated space for
bike riders away from vehicles, and incorporate a
range of measures, including Full Separation from
Place
the roadway.

Link
These bikeways help to reduce conflicts between
street users such as opening car doors, by clearly
identifying that bike riders are using the street.

Application
The Degree of Separation will be dependent on a
range of factors including Street Type, and Link and
Place classification as outlined in outcome 2.1 from
Adelaide City Council’s Smart Move Strategy.

There are three types of Separated Bikeways: Preference for physical separation
between bike riders and vehicles
oo Full Separation: achieved by using a continuous
or near-continuous physical barrier

oo Stepped Separation: used with a higher

Place function and in areas of high pedestrian
activity, provides a transition between the
footpath and roadway

oo Light Separation: defined by intermittently

placed objects such as green lanes, surface
treatments and linemarking

Ensure
oo A minimum cycle lane width of 2.0m and a buffer
width of 1.0m

oo Treatments at Intersections and Junctions are

dependent on Link and Place classification for
the street and the adjacent connecting streets,
as determined by Adelaide City Council on a
case by case basis

oo Extension Zones are reorganised and location of

cycle lanes are next to footpaths, to bring street
parking next to traffic to achieve friction and
slower vehicle speeds

oo Buffer Zones are provided between the cycle

lane and Extension Zone

oo Underused road space is reallocated,

where possible

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Full Separation

Ensure Section
oo Barrier elements such as Median Island
Separators are built to lower the risk of bike
riders catching pedals on kerbs with maximum
100m kerbing height

oo Openings for vehicle access, drainage,

pedestrian crossings and desire lines are
co-ordinated with the roadway

oo Details and materials are consistent with the

footpath to assist with visual narrowing
of the street

oo Street elements such as furniture are arranged to FOOTPATH

provide clear zones of movement and minimise BIKE LANE
the risk of catching bikes BUFFER
EXTENSION
oo Surface changes assist with identifying changes ROADWAY
in conditions
Plan
oo Greening elements and Water Sensitive Urban
Design treatments are integrated into the space

oo Median Islands use a bold and simple

geometry for Separator Islands and avoid
complex arrangementsw

FOOTPATH
BIKE LANE
BUFFER
EXTENSION
ROADWAY

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Stepped Separation

Ensure Section
oo The space for parking and servicing vehicles
are arranged to provide an additional buffer for
bike riders

oo Separation is transitioned to a flush surface at

key pedestrian crossing points and desire lines

oo Level changes can be detected by people using

mobility aids such as long canes

oo Smooth transitions for bike riders from

the Stepped Separation to the roadway at
Intersections and Junctions

oo Drainage and greening is co-ordinated with

stormwater flows
FOOTPATH
oo Changes in materials, size, texture and BIKE LANE
orientation are used to assist with delineating BUFFER
zones of activity PARKING
ROADWAY
oo Surface treatments and tactile paving are
co-ordinated with the Stepped Separation and Plan
other design elements such as continuous
footpaths and bike boxes

oo Visual contrast of materials at key conflict points

oo Sight lines are maintained at key conflict points

such as Junctions, pedestrian crossings and
vehicle crossovers

oo Signage is used sparingly to assist with defining

use of the cycle lane and to avoid conflict with
servicing activities

oo Treatments at Intersections and Junctions are

dependent on Link and Place classification for
the street and the adjacent connecting streets,
as determined by Adelaide City Council on a
case by case basis

FOOTPATH
BIKE LANE
BUFFER
ROADWAY

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Light Separation

The use of objects placed intermittently along the Section

path edge for Light Separation, such as flexi posts,
rubber and kerbing, provides additional protection.

This is an interim approach designed to provide

flexible options that are cost effective and work
towards providing a greater degree of separation for
the roadway, with a view to upgrading the bikeway
to Full Separation in the future.

Ensure
oo Openings for vehicle access, drainage,
pedestrian crossings and desire lines are
co-ordinated with the roadway

oo Where objects are used, they provide sufficient FOOTPATH

contrast with the road environment BIKE LANE
BUFFER
oo Linemarking and surface treatments help to PARKING
visually narrow the width of the street to assist ROADWAY
with traffic calming
Plan
oo Signage is minimal, and is monitored and
evaluated to inform future upgrades

FOOTPATH
BIKE LANE
BUFFER
PARKING
ROADWAY

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On-Street Bikeways

On-Street Bikeways are spaces within the Link and Place Matrix
street which are identified for the use of
bike riders at all times.

Purpose
To provide bike riders with a continuous and
connected level of service that increases their safety
and comfort in the street environment.
Place

Link
Application
Refer to Adelaide City Council’s Smart Move
Strategy for more information on On-Street
Bikeways which include:

oo Dedicated Cycle Lanes: marked for the

exclusive use of bike riders and it is an offence
for vehicles to enter

Ensure
oo A minimum cycle lane width of 1.7m
Preference for bicycle lanes
oo Buffers are used to visually narrow the street
environment and influence driver behaviour
and speeds Preference for sharing street space
• Buffers are appropriate where there is an between bike riders and vehicle users
excess of road space that cannot be used or
where reversing cars pose a danger to bike
riders such as angle or 90-degree parking
• Linemarked buffers are not always necessary
as they create excessive of linemarking
• Where linemarked buffers are used they must
be installed no less than 0.5m in width

oo Opportunities are investigated for the integration

of Green Infrastructure and Water Sensitive
Urban Design

oo Extension Zones for parallel parking to a level

that provides adequate service to activities

oo Appropriate widths and visual narrowing with the

assistance of Footpath Extensions

Additional footpath space can be achieved by

introducing Footpath Extensions integrated with
street trees, plantings, seating and outdoor dining.

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Dedicated Cycle Lanes

Ensure Section
oo A reallocation of space by narrowing
carriageway widths

oo Consistent alignment is provided

oo Continuity is provided through junctions

oo Features such as advanced stopping or storage

boxes are incorporated at intersections

oo A minimum cycle lane width of 1.7m

oo Surface treatments are used to identify points

of conflict

oo A continuous and intuitive path of movement

and clear sight lines through the roadway, FOOTPATH
including at junctions EXTENSION
BIKE LANE
oo Street Design measures such as Footpath ROADWAY
Extensions are incorporated to help visually
narrow and compress the street Plan

oo A rollover kerb arrangement is considered in the

Extension Zone to facilitate a flexible use of the
space such as parking or outdoor dining

FOOTPATH
FLEXIBLE FOOTPATH
BIKE LANE
ROADWAY

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Shared Facilities

Shared Facilities refers to those spaces Link and Place Matrix

provided for people who ride bikes that are
shared with vehicles and/or pedestrians.

Purpose
To provide a safe, continuous and connected level
of service for all movement types that increases
the safety and comfort of all street users in the
Place
road environment.

Link
Application
There are two types of Shared Facilities:

oo Shared On-Street: facilitates where bike riders

may use the full width of the street in conjunction
with vehicles, and where conditions are designed
for slower vehicle speeds

oo Shared Spaces: where all users are required to

negotiate the space
Preference for sharing street space
Note between bike riders and vehicle users
Please refer to Shared On-Street and Shared
Spaces for specific guidance on Shared Facilities
for cycling.

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Shared On-Street

Ensure Section
oo Carriageway widths are narrowed to prevent
overtaking of bike riders

oo Footpaths are widened where there is underused

space to cater for higher levels of activity on
the footpath

oo Conflicts are minimised by co-ordinating

sequencing at peak hours of usage within
servicing and parking times
• For example, stagger loading bay access after
peak cycling times

oo Signage and linemarking is minimal, and is

monitored and evaluated for future upgrades

oo Cycling Infrastructure such as bike boxes are

provided at intersections for all right and left turns
FOOTPATH
FLEXIBLE
FOOTPATH ROADWAY

Plan

FOOTPATH
FLEXIBLE
FOOTPATH ROADWAY

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Shared Spaces

Ensure
oo Changes in materials, size, texture and
orientation to define subtle routes for bike riders

oo Bicycle symbols are integrated with paving

to assist bike riders with identifying the
preferred route
• For example, use inset/brassed symbols
rather than sticking symbols to the
roadway or paving

oo Subtle delineations of cues are discontinued prior

to junctions and nominated pedestrian crossings
to identify shared space areas

oo Minimal signage is used that is informative and

conveys messages relating to behaviour change
• This must be an interim approach only,
particularly during the commissioning phase of
the built works

oo Street furniture and planting placement assists

with defining zones of activity and provides
shelter and refuge for pedestrians

Avoid
oo Linemarking

oo The use of excessive statutory signage

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Plan

VEHICLE AND BIKE

MOVEMENT

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Signage and Linemarking

Signage and Linemarking is used to convey Co-location of Signage

information about the street environment for
all users such as parking information, cycle
lane marking and wayfinding signage.

Purpose
To convey information through cues in
the environment rather than through excessive use
of Signage.

Application
There are many different types of signage, from
statutory to regulatory to wayfinding. All signage
application must be restrained, unobtrusive and
co-located where possible.

The guidance for signage is often interpreted in an

overly cautious manner, with the over-provision
of signage and linemarking detrimental to the
street environment.

It is almost always better to convey information

through informal cues in the environment.

Technical codes identify that the provision of Identify opportunities for co-location of signage
Signage and Linemarking is undertaken on a
case by case approach and additional Signage or
Linemarking is optional in certain circumstances.

Many of the city’s streets are for the use of local

traffic and therefore must not be treated as arterial
roads.

As a general rule, Linemarking should be kept to an

absolute minimum.

Ensure
oo An audit is conducted of what is currently
in place

oo The design always starts with the bare minimum

that is required, followed by monitoring and
evaluating signage to see if it is still required

oo The removal of redundant signage and identify

opportunities for co-location

oo The smallest signs possible are used

Street elements can be used for co-location of signage
Reference Documents
oo Department of Planning, Transport and
Infrastructure Pavement Marking Manual

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Typical Approach

Desired Approach

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Design Standards

Median Islands

Median Islands are the areas that separate

opposing lanes of traffic. Median Island Incorporate Footpath
Separators follow the same principles but
are located to the edge of the road.
01 Extensions for
additional amenity

Purpose
To visually narrow a roadway and minimise
Use bold and simple detailing
pedestrian and bike rider exposure where crossing, 02 and layouts
through the use of greening elements or providing a
refuge for pedestrians at key crossing points.

Application
Provide protection for bike
Median Islands must be integrated with the use of
Footpath Extensions and provide additional amenity
03 riders and mobility aids
where street activity occurs.

The use of Median Islands on 30 to 40 metre wide

streets must only be used where pedestrians are
exposed to large crossing distances.
04 Reduce kerb radii

Ensure
oo Adequate space is provided for soil and drainage
Medians are wide enough to
infrastructure to sustain tree growth 05 facilitate tree planting
oo Low level plantings are used to reduce urban
heating while maintaining sight lines

oo Barrier kerbs and standardised profiles are

used to provide pedestrian protection, create oo Medians are wide enough to facilitate tree
appropriate speeds, reduce exposure to conflicts planting (minimum width 2.0 metres wide) and
and minimise driver error protect bike riders

oo Only the ends of medians are painted (this Avoid

includes small islands). For more information refer oo The reduction of footpath widths; instead reduce
to the Department of Planning, Transport and carriageway widths or consolidate to achieve
Infrastructure Pavement Marking Manual suitable median widths

oo The provision of continuous and oo Over complication. Where hoops are used they
accessible access must provide visual warning to oncoming traffic

oo Detailing is bold and simple with large, oo Integrating statutory signage into any hoops used
uncomplicated arrangements that have minimal
variations in size and shape oo The use of Linemarking on road surfaces as the
primary means to delineate islands
oo Kerb radii is reduced to assist with slowing
vehicle speeds, especially while completing oo Single holding rails unless assessed and
manoeuvres such as u-turns approved by Adelaide City Council on a case
by case basis
oo Footpath Extensions are investigated to provide
additional amenity where street activity occurs
prior to installation

oo Cyclists and mobility aids such as scooters are

protected from oncoming traffic by narrowing
carriageway widths and increasing
median widths

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01 02

04
03

05

ISLAND MEDIAN ISLAND

SEPARATOR ISLAND SEPARATOR

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Carriageways

A Carriageway is the part of the roadway

that provides for vehicles and public Footpath Extensions
transport movement. 01 narrow streets and
prioritise pedestrians
Purpose
To facilitate the movement of vehicles in a manner
and speed consistent with a city street environment. Narrowed carriageways at

Application
02 Intersections facilitate safe
interaction between users
Typical Carriageways are used to assist in reducing
traffic speeds to 40km/hr on City and Local Streets
and 30km/hr in high pedestrian activity areas. Cycling Infrastructure

Ensure
03 is reinforced by
carriageway configuration
oo Opportunities are investigated to reduce existing
excessive Carriageway widths as part of all
projects, to provide a balanced allocation of
Existing carriageway widths
space, greening and activity for all 04 are reduced
movement types

oo The configuration of Carriageways reflects

the Street Type and Smart Move vision for the
location, and is informed by an understanding of
current and projected data for all
movement types

oo Carriageways adjacent to Cycling Infrastructure

reinforce the aims of the specific bikeway type

oo Carriageway widths prioritise pedestrians by

reinforcing consistent vehicle speeds by visually
narrowing the street through means such as
Footpath Extensions and Median Islands

oo The configuration of Carriageways on approach

to crossing points reduces carriageway widths
and avoids deflecting bike riders into the traffic
flow, for more information refer to the Design
Standard for Crossing Points

oo The configuration of Carriageways at Corners

and Intersections provides pedestrian priority
and a safe interaction between all movement
types. For more information, refer to the Design
Standard for Corners and Intersections and
Junctions

Reference Documents
oo Smart Move Transport and Movement
Strategy 2012-22

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01 02

03

04

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Street Demonstration: Gateway Boulevard

Maintain comfort and ease

of movement with dedicated
01 facilities for catching
public transport

Provide multi-use
infrastructure such as banner
02 poles, wayfinding signage,
WiFi and CCTV

03 Reduce corner radii

Provide large trees or

01
04 landscaped medians to

LANE
BUS
provide a human scale

Provide intuitive crossing

05 facilities at main intersections

Use street furnishings that

Incorporate smart technology 04
06 such as real-time public
transportation information

Ensure that bike lanes are

07 separated from bus lanes

Wide footpaths allow for

a variety of activities and
08 furniture to delineate zones of
movement and activity

High-quality and flexible

facilities for transportation
07
09 such as separated bike lanes
and accessible parking spaces

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03

02

05

LANE
BUS
06

09

08

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Street Demonstration: Village Terrace

Use Footpath Extensions and

01 a tightened corner radii to
calm and slow traffic

Provide safe, clear and

convenient access to and from
02 Park Lands walking routes
and facilities

Provide clear sight lines

through and into the Park
03 Lands to assist with
passive surveillance

Provide safe and legible

crossing points for pedestrians
04 and bike riders, also
configured for traffic calming

Reconfigure intersections to
improve walking and cycling
05 connections between residential
areas and the Park Lands

Define the edge of the city and

strengthen and reinforce the
06 city and Park Lands links using 01
formal tree planting

04

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02 03

05

06

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Design Standards

Street Demonstration: High Activity Retail Street

Use furnishings to delineate

zones of movement and create
01 opportunities for meeting and
rest stops

Use rollover kerb arrangements

for on-street car parking to
02 support high turnover for retail
delivery and pick-up

Use high-quality, durable

materials, detailing, and
03 construction suitable for heavy
pedestrian and vehicle use

Use street trees and plantings

that maintain clear sight lines
04 to reinforce street character
and create comfort

Provide consistent street

design to help calm traffic
05 through the use of wide,
continuous footpaths

03

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01

02

04

05

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Design Standards

Street Demonstration: City Street

Use separated cycle lanes and

dedicated bike parking next
01 to pedestrian crossings and
movement networks

Arrange furnishings and

elements in defined zones to
02 support street activities and
pedestrian movement

Widen footpaths through the

03 use of Footpath Extensions at
corners and junctions

Prioritise areas of high

pedestrian volumes by
04 providing continuous footpaths, 01
and mid-block crossings

Use greening elements that

05 incorporate Water Sensitive
Urban Design

Ensure equitable access

through dedicated disabled
06 car parking facilities at high
use locations

04

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02
03

06
05

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Street Demonstration: Park Lands Road

Provide cycle paths, where

possible, delineated by
01 linemarking within the
road space

Provide pedestrian and cycling

02 wayfinding elements at key
junctions and crossing points

Use traffic calming techniques

at key destinations through
03 Footpath Extensions and
pedestrian crossing points

Use large-scale, informal

street plantings that integrate
04 Water Sensitive Urban Design
treatments

Ensure parking and servicing

is structured and clearly
01
05 marked to assist with
movement

Provide clear and safer

crossing points that link the
06 Park Lands with other shared
path systems

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02

04

03

05

06

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Street Demonstration: Small Streets and Laneways

Provide equitable access for

all users, by designing above
01 the minimum standards for
footpath widths, where possible

Provide for outdoor dining to

02 encourage staying activity in
the street

Apply Greening approaches

and Water Sensitive Urban
03 Design treatments at a
pedestrian scale

Provide lighting at a pedestrian

04 scale to assist with passive
surveillance of the street
01
Use materials and detailing to
provide a seamless transition
05 to the broader area and assist
with wayfinding

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1
03

02

04

05

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