Chapter 3c

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 classification of
and composition of
(school children, the road (arterial,
vehicular traffic
senior citizens, collector, etc.)
disabled, etc.)
The number of The character of

lanes, lane width the locality
and operation of (urban, rural,
traffic (one-way or residential,
2
two-way) industrial, etc.)
 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
3
traffic accidents involving pedestrians.
 The ability of pedestrians to cross can be
enhanced by measures such as:
Narrowing the Providing

vehicular pedestrian Reducing
roadway. refuge islands. vehicle speeds
and reducing
This shortens Pedestrians can
the variability
the distance cross the road in
of vehicle
pedestrians stages, e.g.
speeds.
have to cross placing a central
when exposed to refuge in a ‘two This makes gap
traffic, and also way’ traffic selection by
helps to stream allows pedestrians less
pedestrians to subject to errors
reduce traffic cross one of judgement.
speed. direction of flow 4
at a time.
 Examples of pedestrian refuge islands:
5
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 this tends to reduce the
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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:
8
TYPES OF PEDESTRIAN CROSSING
FACILITIES
 There are three distinct types of pedestrian crossing
facilities:
Grade-
Uncontrolled Controlled separated
Crossing Crossing Crossing
Occurs by (a) Zebra (a) Pedestrian
default where crossing overhead
pedestrians find (b) School bridges
it convenient to children’s
cross a road. (b) Pedestrian
crossing underpass
(c) Signalised
crossing
(Pelican
crossing, Puffin 9
crossing)
FACILITIES
Zebra Crossing Pelican Crossing

(Pedestrian Light Controlled
Crossing)
10
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
Facility Expressway Primary Secondary Collector Local Road
Arterial Arterial Road
Expressway Federal State Municipal Municipal
Highway Highways & and FELDA and FELDA
Major Routes Routes
Municipal
Routes
Uncontrolled C B B B B
Crossing
School C B B A A
Children’s
Crossing
Zebra C B A A A
Crossing
Pelican/Puffin C A B B C
Crossing
Grade A B B C C
Separated
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 14
with LTAM devices and ‘Traffic Calming’ techniques
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 15
approaching the crossing.
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
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the children safely across the road.
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 17
the site.
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 18
delay to vehicular traffic at a Zebra Crossing.
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

21
pedestrians need to cross the road.
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
23
FOOTPATHS
 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 24
pedestrians are likely to be concentrated.
FOOTPATHS
 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.
25
FOOTPATHS
 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. 26
FOOTPATHS
 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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FOOTPATHS
 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. 28

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Chapter 3c

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basil/uthm/2015

The number and

The number of The character of

Narrowing the Providing

Zebra Crossing Pelican Crossing

A signalised pedestrian crossing may be justified at any location

than about 700 veh/hr during the period when most

movements in the vicinity.

 High utilisation is usually achieved:

‘channeled’ to the facility by fencing.

are provided directly on the most convenient route for

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