BFC32302 Chapter 3-C

basil/uthm/2015
BFC 32302
TRAFFIC ENGINEERING &
SAFETY
Facilities for Pedestrians
FACILITIES FOR PEDESTRIANS
 Factors to be considered when providing facilities for
pedestrians:
The number and

characteristics of The functional
The speed, volume
pedestrians (school classification of the
and composition of
children, senior road (arterial,
vehicular traffic
citizens, disabled, collector, etc.)
etc.)
The number of lanes,

The character of the
lane width and
locality (urban, rural,
operation of traffic
residential, industrial,
(one-way or two-
etc.) 2
way)
 The ability of pedestrians to cross roads at-grade is dependent
on traffic volume and traffic speed.
 As traffic flow rate increases, the availability of ‘safe gaps’,
which is sufficient for pedestrians to cross the road safely
between vehicle arrivals at the site, decreases.
 This causes pedestrians to be delayed. At high traffic flow
rates pedestrian delays can become very large and in some
cases impatient pedestrians may make risky crossings in
short gaps in the traffic flow.
 This situation invariably results in the occurrence of traffic
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accidents involving pedestrians.
 The ability of pedestrians to cross can be enhanced by
measures such as:
Narrowing the Providing

vehicular Reducing vehicle
pedestrian refuge speeds and
roadway. islands. reducing the
This shortens the Pedestrians can variability of
distance cross the road in vehicle speeds.
pedestrians have to stages, e.g. placing
cross when This makes gap
a central refuge in selection by
exposed to traffic, a ‘two way’ traffic
and also helps to pedestrians less
stream allows subject to errors of
reduce traffic pedestrians to judgement.
speed. cross one direction
of flow at a time. 4
 Examples of pedestrian refuge islands:
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IMPORTANCE OF SPEED CONTROL
 Reducing traffic speed in the vicinity of a pedestrian crossing will
greatly enhance pedestrian safety, both for crossing roads and for
walking along roads.
 However speed control, particularly on high standard arterial
roads is not easy to achieve.
 The imposition of unreasonably low speed limits, which require
continual ‘heavy’ enforcement by police, is rarely if ever
effective.
 However, the setting of realistic speed limits (even if they are
higher than may be desired for pedestrian safety), is desirable as
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this tends to reduce the variability of vehicle speeds.
 The use of speed humps and other vertical deflections devices
are not favoured on arterial roads because of the severe effect
these have on heavy trucks and busses, but they are applicable
and quite effective on collector and local streets in urban
areas.
 Thus speed humps and raised platforms, which may be used in
conjunction with other Local Area Traffic Management
(LATM) devices and Traffic Calming techniques can also be
used in combination with pedestrian crossing facilities at
appropriate locations.
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 Examples of combining Traffic Calming techniques with
pedestrian crosswalks:
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TYPES OF PEDESTRIAN CROSSING
FACILITIES
 There are three distinct types of pedestrian crossing facilities:
Uncontrolled Grade-separated
Crossing Controlled Crossing
Occurs by default Crossing (a) Pedestrian
where pedestrians (a) Zebra crossing overhead bridges
find it convenient (b) School (b) Pedestrian
to cross a road. children’s crossing underpass
(c) Signalised
crossing (Pelican
crossing, Puffin
crossing)
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FACILITIES
Zebra Crossing Pelican Crossing

(Pedestrian Light Controlled Crossing)
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FACILITIES
Puffin Crossing
(Pedestrian User Friendly Intelligent
Crossing)
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FACILITIES
Pedestrian Bridge
Pedestrian Underpass
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GUIDE FOR SELECTING APPROPRIATE
CROSSING FACILITIES
Type of FUNCTIONAL CLASS
Pedestrian
Expressway Primary Arterial Secondary Collector Road Local Road
Facility
Arterial
Expressway Federal State Highways Municipal and Municipal and
Highway & Major FELDA Routes FELDA Routes
Municipal
Routes
Uncontrolled C B B B B
Crossing
School C B B A A
Children’s
Crossing
Zebra Crossing C B A A A
Pelican/Puffin C A B B C
Crossing
Grade Separated A B B C C
Crossing
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A = most likely to be an appropriate treatment, B = may be an appropriate treatment, C = most unlikely to be
appropriate treatment; Shaded region indicates that speed control humps may be included in design
WARRANTS FOR INSTALLATION OF
PEDESTRIAN CROSSING FACILITIES
Uncontrolled Crossing
 No specific warrants have been adopted for uncontrolled
crossings, but they can be used at quite high traffic flows on
arterial roads (but NOT on Expressways), particularly where
traffic flow is bunched due to nearby traffic signals.
 Each case should be treated on its merits, considering factors
such as: the width of road to be crossed, whether it is operating
one-way or two-way, the number of pedestrians, the traffic flow
rate, the speed of traffic, sight distance available etc.
 Uncontrolled pedestrian crossings are often combined with
LTAM devices and ‘Traffic Calming’ techniques
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Zebra Crossing
Zebra crossings are appropriate, in the situations indicated in Selection Guide,
where the general traffic speed as indicated by the 85th percentile traffic speed, is
less than 70 km/h, subject to the following criteria being met:
 The number of pedestrian (wishing to cross the road), P is at least 60 ped/hr,
the total volume of vehicular traffic on the road at the site, V is greater than
600 veh/hr for at least 2 separate one-hour periods of a typical week day, and
P x V > 90,000.
 The width to be crossed by pedestrians in one stage is not more than four (4)
traffic lanes, i.e. a carriageway of not more than 15 m wide.
 The visibility is adequate, both in respect to vehicle drivers being able to see
the crossing and pedestrians about to step onto the crossing, and the
pedestrians being able to see the vehicles approaching the crossing.
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School Children’s Crossing
 School children's crossings may be installed at any location as indicated
in Selection Guide where children need to cross a road on a regular
basis.
 Subject to firm arrangements being made for the Children's Crossing
Flags to be placed ( or the flashing lights to be switched on) during the
appropriate periods of the day when children are expected to be crossing
the road, and for the flags to be removed (or the flashing lights switched
off) outside the crossing periods.
 This arrangement often includes the provision of a properly authorised,
`instructed' and uniformed ‘Crossing Supervisor’, whose role is to
operate the crossing equipment and conduct the children safely across
the road.
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Pelican or Puffin Crossing
A signalised pedestrian (Pelican or Puffin) crossing may be installed where any
one of the following criteria are met:
 Where P > 350 ped/hr for each of three (3) one-hour periods of an average
day, or where P > 175 ped/hr for each of any eight (8) one-hour periods and:
 where there is no central median or pedestrian refuge island provided,
the vehicular traffic flow, V > 600 veh/hr (sum of both directions) in the
same hours
 where there is a central median or pedestrian refuge island, the
vehicular traffic flow, V > 1000 veh/hr (sum of both directions) in the
same hours.
Subject to there being no other pedestrian crossing (including a grade
separated crossing within a reasonable distance (say 200m) of the site.
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A signalised pedestrian crossing may be placed instead of a School
Children's Crossing where:
 where P > 50 ped/hr for each of two (2) one-hour periods and V > 600
vph. and
 P x V > 40,000
A signalised pedestrian crossing may be justified at any location on an

Arterial road where the above warrants for a Zebra Crossing are met, but at
which it would not be appropriate to install a Zebra Crossing due to the
high speed of traffic or where the carriageway is wider than 15m, or where
there is a continuous high flow of pedestrians which would cause excessive
delay to vehicular traffic at a Zebra Crossing. 18
A signalised pedestrian crossing may be justified to replace an
existing Zebra crossing where:
 there has been two or more pedestrian involved accidents,
which may be corrected by the installation of traffic signals, in
the last three (3) years, or
 the site is within a coordinated (linked) traffic signal system ,
or close to signalised intersection or a railway level crossing,
where there is a danger of vehicles.
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 Pedestrian signal heads and 'push button‘ equipment should be
incorporated as a general practice into all intersection and
interchange signals in urban areas.
 This provision is usually considered to be justified where the
following criteria is met:
 At intersections where for any two (2) one-hour periods of an
average day the pedestrian volume, P > 60 ped/hr across the
intersection approach under construction.
 The presence of children, elderly or disabled pedestrians at the
site may justify the special pedestrian equipment at lower
pedestrian flows than this.
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Grade Separated Crossing
 Grade separated crossings are very costly and experience shows that
they are generally poorly utilised. They are however essential
wherever pedestrians need to cross extremely busy streets.
 While no specific warrants have been adopted for grade separated
pedestrian crossings, each case should be treated on its merits.
 The following general guides should be considered:
 Low utilisation can be expected at sites where:
 Traffic flow on the carriageway to be crossed is less than
about 700 veh/hr during the period when most pedestrians

need to cross the road.
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Grade Separated Crossing
 The site is within 250 m of a signalised intersection.
 The site is not conveniently located for pedestrian movements
in the vicinity.
 High utilisation is usually achieved:

 in the vicinity of schools where children can be ‘channeled’ to
the facility by fencing.

 At high pedestrian demand locations where ramps are
provided directly on the most convenient route for

pedestrians.
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GUIDELINES FOR PROVIDING
PEDESTRIAN FOOTPATHS
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 In view of the vulnerability of pedestrians in any conflict
with vehicles (including motorcycles) some form of
segregation is desirable.
 However where the intensity of land use and pedestrian
movements are low, the road shoulder can adequately
provide space for people to walk.
 While no numeric warrants are given for the provision of
footpaths along roads, they are generally considered
necessary in all built-up areas and may also be necessary
at some rural locations such as in the vicinity of schools,
mosques or other community facilities where pedestrians
are likely to be concentrated. 24
 On local streets, where there may be very high
pedestrian activity, and where vehicles and pedestrians
share the road, specific traffic rules are applied:
 Pedestrians are given equal priority to vehicles.
 Maximum speed limit of 25 km/h or less, in
conjunction with special traffic management
arrangements, to reduce the degree of threat to
pedestrians posed by vehicular traffic.
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 Where footpaths are provided, consideration should
always be given to the needs of elderly people and
people with disabilities.
 The design should incorporate the following
characteristics aimed at making them user friendly for all
classes of pedestrians:
 Adequate width should be provided. This may vary from
an absolute minimum of 0.9 m to 2.4 m or wider in
shopping and other high pedestrian activity areas.
 A height clearance of at least 2.0 m should be provided.
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 The pathway should not be obstructed by objects,
adjacent business activity, parked vehicles, or
unreasonably obstructed by motorcycles and bicycles.
Any obstacle close to the pathway which could
endanger pedestrians, particularly people with impaired
vision, should be well delineated.
 Manhole covers and gratings, if they cannot be avoided,
should be kept flush with the footpath surface and any
drains close to the footpath, which could pose a danger
to pedestrians, should be covered.
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 Clearance of at least 1.0 m should be provided between
the traffic lanes and the footpath. This clearance
increases the safety of pedestrians, and reduces the
inconvenience caused by the splash from vehicle tires in
wet weather.
 Changes in level along and beside the footpath should
be minimised. Where it is not possible to avoid steps,
particular care needs to be taken to properly identify
them so that they can be seen, especially by people with
impaired vision.
 Footpath surfaces should be firm even smooth and skid
resistant, especially in wet weather.
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basil/uthm/2015

The number and

The number of lanes,

Narrowing the Providing

Zebra Crossing Pelican Crossing

A signalised pedestrian crossing may be justified at any location on an

about 700 veh/hr during the period when most pedestrians

 High utilisation is usually achieved:

the facility by fencing.

provided directly on the most convenient route for

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