BFC32302 Chapter 3 PDF

BFC32302 Traffic Engineering and Safety Lecturer: Dr.
Lecturer: Dr. Basil David Daniel BFC32302 Traffic Engineering and Safety Lecturer: Dr. Basil David Daniel
Chapter 3 What is Traffic Management?
Traffic Management & Control It is a process of adjusting or adapting the use of existing
road systems to improve traffic operations without resorting to
3.1 TRAFFIC MANAGEMENT major new construction.
What you will be
• Definitions & Objectives
learning from this
• Reasons for Traffic Management chapter … What are the objectives of Traffic Management?
• Problems due to lack of Traffic Management The objectives of traffic management are to:
• Traffic Management Techniques ease traffic congestion
3.2 PARKING enhance road safety
• Parking Impacts, Policies & Types improve traffic flow
• Parking Studies improve the transportation of people and goods
3.3 FACILITIES FOR PEDESTRIANS reduce the impacts of traffic on the environment
• Types of and Warrants for Crossing Facilities create a balanced modal split
• Guidelines for Providing Walking Paths

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BFC32302 Traffic Engineering and Safety Lecturer: Dr. Basil David Daniel BFC32302 Traffic Engineering and Safety Lecturer: Dr. Basil David Daniel
Why do we need to manage traffic? Why do we need to manage traffic?
Traffic congestion problem in cities Criticisms on new road constructions

High urban population growth results Road networks are extended to
in the increase of vehicle accommodate increasing number of
ownership. vehicles.
The number of private automobiles It does not solve the problem of
traveling in cities is high, resulting traffic jams.
in traffic jams.
It uses up government funds
(taxpayers’ money) and causes
Public transport is affected by jams scarcity of land.
Conflicts between Private and Public

transport occur. Negative impact on the environment
and health
Traffic jams causes disruptions in Public
transport services. High energy (fuel) consumption.
Passengers are late for work, stressed Exhaust fumes, heat and noise causes
out, and exposed to fumes, noise and pollution and health problems.
heat.
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Why do we need to manage traffic? What problems may occur if traffic is not well managed?
Traffic Congestion
Mobility, accessibility and safety
problems for non-motorized road users Road Accidents
Conflicts between vulnerable road Disruption of Public Transportation
users (pedestrians & cyclists) and
motorized transport. Adverse effects on Environment
These users find it hard to travel, Safety Risk for Pedestrians and Cyclists
access is intruded, and their safety
is at risk. Increased Travel Cost
Using up of Funds and Land
Increased travel cost
Cost, in terms of money and time,
increases as more time is spent on the
road due to traffic jams.
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TRAFFIC MANAGEMENT TECHNIQUES LINK & INTERSECTION IMPROVEMENTS

Category Objectives Techniques
To increase capacity Provide channelization
Improve  Efficient use of fuel 1. Link & Junctions improvement To enhance safety
Capacity  Reduce time wastage 2. On Street parking & trading
restrictions
To reduce delays
 Promote and develop
urban economy 3. Traffic signals improvement To control speed

4. One way & Tidal flow movements
5. Roadmarkings and Signing
improvements Use traffic signals
Allocate  Protect vulnerable road 1. Pedestrian areas
Priorities users 2. Cycle lanes
 Increase effectiveness 3. Bus & HOV lanes
of high occupancy vehicles 4. Selective detection at signals
5. Exemption from other
regulations
Restraint  Improve public amenity 1. Parking Controls
 Protect environment 2. Physical restraints
 Improve safety 3. Area licensing
4. Road pricing
5. Traffic calming 7 8
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LINK & INTERSECTION IMPROVEMENTS LINK & INTERSECTION IMPROVEMENTS
Create safe crossing for pedestrians Control speed on the approaches

Provide large waiting areas, pedestrian refuges, and shorter
crossing distances Neckdowns
Treatment for crossing at an

intersection Treatment for crossing at a
midblock
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PARKING & LOADING CONTROL PARKING & LOADING CONTROL

Benefits of parking & loading restrictions:
Parking and loading control should be implemented on main traffic Relieves traffic congestion
routes, especially during peak hours and near pedestrian movements.
Improve safety
Parking & Loading Restriction Improves visibility for and of pedestrians
who want to cross
When on-street parking restriction is

enforced, provide sufficient off-street
parking spaces.
Designated loading areas must be allocated
for loading activity.
Loading can be permitted only on the back
lane, where access is only for goods vehicles.
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ONE-WAY STREET TURNING & ENTRY RESTRICTIONS
Advantages: Turning restrictions may be imposed:

Reduces conflict points if the road is not able to accommodate
large volumes of vehicles (No Right-Turn).
Increases capacity
if the maneuver is obstructive and
Increases speed & flow dangerous (No U-turn).
Reduces delay if the road or junction geometry is not
Eliminates head-on collisions adequately designed for turning movements
of large vehicles (Light Vehicles Only).
Eliminates dazzle
Easier for pedestrians to
Entry restrictions may be imposed:
cross the road
for one way street schemes
Proper street signing is very important for one-way streets. for certain periods of the day
for certain vehicle classes
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CONTRA FLOW (Tidal Flow / Reverse Flow) PEDESTRIAN SEGREGATION Pedestrian Precinct
Contra flow is applied when there is an Separate pedestrians from vehicular

imbalance in directional distribution of traffic.
traffic during peak hours. Objectives:
Traffic on one direction is in excess - To reduce pedestrian-vehicle conflicts
while traffic on the opposing direction is
low. - To enhance pedestrian safety
Justified when 65% or more of the total - To enforce ‘No Jaywalking’ regulations
traffic during peak periods is in one
direction. Pedestrian Guardrails
Sidewalk separation using
One lane in the lower volume direction is planting strip
used for traffic on the higher volume
direction.
This lane is separated using barricades
and channelizing devices and provided
with proper signing.
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CYCLIST SEGREGATION BUS & HOV LANES Contra-Flow Bus Lane
Bicycle Lanes Bus Lanes
With-Flow Bus Lanes
Guided
Bus Lane
(Busway)
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BUS & HOV LANES Contra-flow HOV Segregated HOV BUS PRIORITY
Lane Lane
HOV Lanes “Smart Intersection” uses bus detector to manipulate traffic signal
which allows green phase for buses.
HOV Lane Signages
With-flow HOV Lane
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TRAFFIC RESTRAINT TRAFFIC RESTRAINT

Types of traffic restraint measures: (3) REGULATORY MEASURES
(1) DO NOTHING Parking, waiting & loading control.
Drivers will eventually make trips during off-peak periods, Impose stiffer penalties and fines if
choose to use alternative routes, and take alternative modes regulations are violated.
of transport. Limit the number of parking spaces in
the city.
(2) PHYSICAL MEASURES Impose higher taxes for parking
operators.
Banning or prohibiting entry of certain classes of vehicles.
Examples: Introduction of Bus & HOV Lanes, Bicycle lanes,
Pedestrian precincts, etc. (4) FISCAL MEASURES
Vehicle tax
Fuel tax
Road Pricing / Area Licensing
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TRAFFIC CALMING TRAFFIC CALMING

Traffic calming involves changes in street alignment, installation of (1) VERTICAL DEFLECTIONS Raised Crosswalk
barriers, and other physical measures to reduce traffic speeds Speed Table Speed Cushions
and/or cut-through volumes, in the interest of street safety,
livability, and other public purposes.
(1) VERTICAL DEFLECTIONS
Speed Hump Speed Lumps

Raised Intersection
Speed Bump
Textured pavement
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TRAFFIC CALMING TRAFFIC CALMING Central Island Narrowing
(2) HORIZONTAL DEFLECTIONS (3) HORIZONTAL NARROWINGS
Traffic circle Neckdown
Chicane
Roundabout
Choker
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ACTIVE TRAFFIC MANAGEMENT ACTIVE TRAFFIC MANAGEMENT

Active Traffic Management (ATM) can be defined as dynamically
managing and controlling traffic, based on prevailing conditions. Using (1) SPEED HARMONISATION
integrated systems and a coordinated response, both recurrent and non- Uses an expert system to
recurrent congestion can be managed to provide improved roadway safety monitor data coming from
and throughput. field-deployed sensors on a
roadway and automatically
With travel demand on the rise and increasing congestion, coupled with adjust speed limits when
the reality of today’s financial constraints, active traffic management congestion thresholds are
can be an excellent operational strategy. exceeded and congestion and
queue formation are
Example of ATM techniques: impending.
1. Speed harmonisation Sign gantries that span the

2. Queue warning facility provide speed limits
3. Ramp metering and additional information,
4. Dynamic message sign depending on roadway
5. Temporary shoulder use conditions.
6. Automated speed enforcement
7. Dynamic re-routing and traveler information
8. Dynamic lane marking
9. Travel time signs 27 28
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(2) QUEUE WARNING (3) RAMP METERING
Employed to warn motorists

of queues or backups, and
direct through-traffic to
alternate lanes through the
display of warning signs and
flashing lights.
The benefit of queue

warning is that it effectively
utilizes available roadway
capacity and reduces the
likelihood of speed A procedure used to reduce congestion by managing vehicle flow
differentials and collisions from local-access on-ramps.
related to queuing.
The entrance ramp is equipped with a traffic signal that allows
vehicles to enter the freeway at predetermined intervals.
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(4) DYNAMIC MESSAGE SIGN (5) TEMPORARY SHOULDER USE
The opening up the shoulder next to

Also known as Variable Message
the outside lane of traffic for
Sign (VMS), this method involves
temporary use to address capacity
permanently installed or portable
bottlenecks on the freeway network
electronic traffic signs used on
during times of congestion and
roadways to give travelers
reduced travel speeds.
information about roadway
conditions (e.g. congestion,
Travel on the shoulder is permitted
crashes, incidents, work zones,
only when speed harmonization is
speed limits, etc.)
active and speed limits are reduced.
Signs indicate when travel on the
It can be changed or switched on
shoulder is permitted.
or off as required and can be
used to provide roadway lane
Also known as hard shoulder running
control, speed control, and
or a rush-hour lane, this practice
operational restrictions.
can minimize recurrent congestion and
manage traffic during incidents.
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(6) AUTOMATED SPEED ENFORCEMENT (7) DYNAMIC REROUTING & TRAVELER INFORMATION
Involves the provision of

route information on
overhead sign gantries along
a roadway in response to
recurrent and nonrecurrent
congestion.
The signs provide en-route

guidance information to
motorists on queues, major
incidents, and appropriate
routes.
Automated enforcement of speeds involve an expert system that
combine radar and image capturing technologies which can detect
This method can effectively
real-time speeds of vehicles at locations with speed limits, and
utilize available roadway
capture photographic evidence (license plate and/or picture of driver)
capacity by redirecting
of speed violations that can be used to issue a citation.
traffic to less congested
facilities.
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(8) DYNAMIC LANE MARKINGS (9) TRAVEL TIME SIGNS
Uses intelligent solar-

powered or hardwired road
studs with built-in LED
which provide support to
active management
strategies.
They give clear guidance to

the driver by actively
defining and delineating
travel paths for drivers and
other road users.
Travel time signs provide estimated travel time and other condition
reports and communicate travel and traffic conditions.
This allows for better en-route decisions by travelers
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INTELLIGENT TRAFFIC MANAGEMENT SYSTEM INTELLIGENT TRAFFIC MANAGEMENT SYSTEM
Application in Malaysia:
INTEGRATED TRANSPORT INFORMATION SYSTEM (ITIS)
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BFC32302 Traffic Engineering and Safety Lecturer : Dr. Basil David Daniel BFC32302 Traffic Engineering and Safety Lecturer : Dr. Basil David Daniel
PARKING
THE IMPACTS OF PARKING
THE IMPACTS OF PARKING
Parking affects the vitality of communities, commercial and business
Availability, Convenience and Cost of Parking affects mode choice centres, transit systems and airports.
An owner of a private automobile is likely to use their automobile Sufficient parking is important:
to access their destination if:
when making trips for social visits
Parking is plentiful
to keep businesses alive
Parking is conveniently located
to facilitate transport systems – buses, trains, LRT & air travel
Cost of parking is reasonable
An owner of a private automobile is NOT likely to use their Parking affects the circulation of traffic in downtown areas
automobile, and choose to use alternative modes if:
Sufficient parking reduces the time spent by drivers to find
Parking is scarce parking spaces, hence making traffic flow smoothly
Parking is inconvenient In certain European cities, it was estimated that 40% of the
total travel time to work was spent on searching for parking!
Cost of parking is expensive
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PARKING POLICIES PARKING POLICIES
To strike a compromise between the amount of curb space devoted to To ensure that the interests of business establishments along the
parking, and for moving vehicles. street is enhanced by good parking arrangements.
To make provision for parking of delivery vehicles, short term parkers To ensure that parking policies and public transport policies are
and long term parkers. complementary; for example, car parks adjacent to bus stations and
routes would enhance bus ridership.
To design parking lots and their approaches so that street traffic is

not adversely affected by the ingress and egress of parkers.
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PARKING POLICIES TYPES OF PARKING

To preserve the character of the neighborhood by restricting parking PUBLIC PARKING
and enforcing land-use control.
On-street parking may be free or not, and it may be regulated or
unregulated (e.g. No Parking During Rush Hours, No Overnight
To control parking supply and demand through pricing mechanism; Parking).
encourage short term parking, and discourage long term parking may Off-street parking is usually in parking lots, decks (with multi-
serve to enhance the CBD. purpose buildings), or in exclusive parking structures.
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ON-STREET PARKING (CURB PARKING)

TYPES OF PARKING
PRIVATE PARKING PARALLEL PARKING

Usually off-street, private parking includes home or apartment Tandem parallel parking is recommended
building garages, stalls, driveways, or affiliate-specific parking for major streets with heavy vehicles.
(permit required). Also recommended for roadways which
For owners of homes and apartments or businesses, and exclusive for are not wide.
members of clubs. Time taken to parallel park is longer and
On-street private parking also can exist. may also encourage double parking and
waiting.
ANGLE PARKING
Angled parking allows more spaces per
linear length of curb.
Maneuver for angle parking is easier
compared to parallel parking.
However, it restricts traffic movement
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on streets more than parallel parking. 8
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ON-STREET PARKING (CURB PARKING)

OFF-STREET PARKING
Curb Parking Geometry Design
SURFACE PARKING LOTS
BASEMENT CAR PARKS
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OFF-STREET PARKING OFF-STREET PARKING
MULTISTOREY CARPARKS MECHANICAL CAR PARKS
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OFF-STREET PARKING
Multi-storey Parking Geometry Design
PLEASE READ SECTION 3.3 PARKING

MANAGEMENT FOUND IN THE COURSE
MODULE (PAGES 83 TO 95)
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PARKING STUDIES PARKING STUDIES
Parking studies are done in order to: METHODS OF COLLECTING PARKING DATA
- estimate parking demand. Ins and Outs
- analyse the capacity and use of parking facilities. All vehicles parked in the focus area are counted at the beginning of
the survey period.
Parking studies include financial feasibility, functional design, Then the vehicles entering and exiting the area are counted.
structural design and demand studies. This method can yield the overall accumulation and occupancy only.
Fixed Period
TYPES OF PARKING STUDIES
All vehicles parked in the focus area are counted at the beginning of
- Comprehensive
the survey period.
- Limited
Occupancy counts are conducted every 15 minutes to 1 hour.
- Site Specific
This method may miss short term parkers and may be difficult for
private garages.
Sampling must be done carefully in order to prevent bias toward
oversampling of shorterm parkers.
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PARKING STUDIES ADEQUACY ANALYSIS

METHODS OF COLLECTING PARKING DATA
The adequacy of a parking facility can be measured by calculating the
License Plate Survey
probability that an entering vehicle may not find a parking space.
Most accurate and realistic data because every parking space is
monitored at fixed intervals. A high probability of rejection (not able to find a space) may indicate
that an expansion of the parking facility is warranted.
This method is very labor intensive and it entails certain liability
problems.
The probability of rejection can be calculated by comparing the
This can be done by partly omitting the first or last digit of the traffic load to the number of parking bays, as shown below:
license plate.
A = Q x T
OTHER PARKING STUDY METHODS
Photographs where A = traffic load (veh)
Parking Meter Revenue Q = incoming vehicle flow rate (veh/hr)
T = average parking duration (hr)
Attendant Receipts
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ADEQUACY ANALYSIS Example:
Next, calculate the probability of rejection using the formula: A parking facility that has 50 parking bays receives an incoming
vehicle flow rate of 120 vehicles per hour. If the average parking
A  M
duration is 50 minutes, analyse the adequacy of this parking facility.
 
P  M!  Solution:
 A2 A3 A4 AM 
1  A     ...   Q = 120 veh/hr
 2! 3! 4! M !  T = 50 mins = 5/6 hrs
where P = probability of rejection

A = Q x T = 120 x 5/6 = 100 veh
A = traffic load
M = number of parking bays
 10050 
 
If the probability of rejection is high, you may want to consider P  50! 
= 0.509
adding more parking bays in the facility.  100 100 100 4
2 3
10050 
1  100     ...  
 2! 3! 4! 50! 
50.9% of the incoming vehicles will not find a parking space.
This parking facility is NOT ADEQUATE.
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LICENSE PLATE SURVEY

Exercise:
It was observed during an 8-hour study that 96 vehicles enter the Space Time at the beginning of the patrol
parking lot of a local electronics store. The parking lot has only 5 No. 9:00 9:15 9:30 9:45 10:00 10:15 10:30 10:45 11:00 11:15
parking spaces. Customers park their cars for an average of 15
109 338  437E T325 820   510E
minutes. Calculate the probability that an incoming vehicle will not
 
find a parking space. 110 289 746 834 572
111 202  191
A= ? 112 004   
Q = 96/8 = 12 veh/hr 113 896

114 T499 346 378 532 925
T = 15 / 60 = 0.25 hrs
A = QT = 12 x 0.25 = 3 veh Note:
a. The numbers represent the first time that a vehicle parked in the space.
 35  b. The check marks () indicate that the same vehicle was in the space on the
  next circulation.
P  5!   0.11
c. The E suffix indicates that the meter was expired.
d. The T prefix indicates that a delivery truck was using the parking space. If this
 3 33 34 35 
2
occurs frequently, there may be a need for a truck loading zone.
1  3     
 2! 3! 4! 5! 
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Parking Duration Parking Turnover
is the average length of time that a vehicle is parked. is the number of different vehicles parked in the study period
Parking duration = Number of Observations x Interval Parking turnover = Number of Parked Vehicles
Number of Vehicles Number of Parking Spaces
Example calculation Example calculation
Parking duration for space 109: Parking turnover for spaces 109 to 112 over a 2.5 hour period:
Duration109 = 8 x 15 = 24.0 mins / veh Turnover109-112 = 12/4 = 3.0 veh / space

5
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Parking Occupancy SPACE HOURS DEMAND ANALYSIS
EXAMPLE:
is the percentage of the time that the parking spaces at the parking An office parking garage has the following characteristics:
facility has been occupied
Hours of operation: 6 A.M. to 8 P.M (14 hours)
Parking occupancy = Number of Spaces Occupied x 100% Number of parking spaces in the garage: 500
Number of Parking Spaces 80% are commuters with average parking duration of 8 hours
10% are visitors parking for an average of 2 hours
Example calculation
The remaining are shoppers parking for an average of 3 hours
Parking occupancy for the facility during the first 15 minutes:
However observations made at the garage indicate that 15% of
Occupancy109-114 = (2/6) x 100% = 33.3 % visitors during peak hours (10 A.M. to 12 P.M. and 1 P.M. to 3
P.M.) do not find parking.
How many additional spaces should be added to the garage to meet

the demand?
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Solution DEFINITIONS
• Parking duration: the actual length of time a vehicle remains in one
Space hours demanded (served): parking space.
Commuters: 80% x 500 x 8 =3200
Visitors: 10% x 500 x 2 =100
• Parking accumulation: the total number of vehicle parked in a specific
Shoppers: 10% x 500 x 3 = 150 area at a specific time.
Demand not served: 15% x 500 x 4 = 300
• Parking load: the area under the accumulation curve between two specific
times.
Total space-hours demanded = 3750
Total space-hours served = 3450 • Parking space: an area large enough to accommodate one vehicle with
restricted access (no blockage by another parked vehicle), but excluding
maneuver space.
Balance space-hours = 300
Because the additional demand is during 4 hours; • Parking demand: the number of vehicles whose drivers desire to park at
a specific location or in a general area. It is usually expressed as the
The number of additional spaces needed is 300/4 = 75 spaces. number of vehicles during the peak parking hour.
Discussion: • Parking supply: the number of parking spaces available for use.
Although 75 additional spaces are needed only during the 4 peak hours, it is
open debate whether the garage owner should spend money to meet this • Parking turnover: number of vehicle utilizing the same stall over a given
demand, because for the rest of the operating time (14 – 4 = 10 hrs), it is period of time (four or more during an 8-hour period indicates a high
likely that the 75 spaces may not be occupied 27 turnover rate). Parking turnover measures utilization. 28
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BFC32302 Traffic Engineering and Safety Lecturer : Dr. Basil David Daniel
DEFINITIONS
• Walking distance: the actual distance traveled by foot from the

parking facility to the parker’s trip destination.
• Parking deficiency: the extent to which parking demand exceeds

supply, expressed in number of parking spaces.
• Average duration = total vehicle hours

----------------------------
total number of vehicles that parked
• Occupancy (%) = 100 x number of spaces occupied

---------------------------------
Total spaces available
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BFC 32302
basil/uthm/2015
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.)
BFC 32302 disabled, etc.)
TRAFFIC ENGINEERING & SAFETY The number of The character of

Facilities for Pedestrians lanes, lane width the locality
and operation of (urban, rural,
traffic (one-way or residential,
2
two-way) industrial, etc.)
FACILITIES FOR PEDESTRIANS FACILITIES FOR PEDESTRIANS

 The ability of pedestrians to cross roads at-grade is  The ability of pedestrians to cross can be
dependent on traffic volume and traffic speed. enhanced by measures such as:
 As traffic flow rate increases, the availability of ‘safe
Narrowing the Providing
gaps’, which is sufficient for pedestrians to cross the pedestrian Reducing
vehicular
road safely between vehicle arrivals at the site, roadway. refuge islands. vehicle speeds
and reducing
decreases. This shortens Pedestrians can
the variability
the distance cross the road in
of vehicle
 This causes pedestrians to be delayed. At high traffic pedestrians stages, e.g.
speeds.
placing a central
flow rates pedestrian delays can become very large have to cross
refuge in a ‘two This makes gap
when exposed to
and in some cases impatient pedestrians may make traffic, and also way’ traffic selection by
stream allows pedestrians less
risky crossings in short gaps in the traffic flow. helps to
pedestrians to subject to errors
reduce traffic cross one of judgement.
 This situation invariably results in the occurrence of speed.
3 direction of flow 4
traffic accidents involving pedestrians. at a time.
1
BFC 32302
FACILITIES FOR PEDESTRIANS IMPORTANCE OF SPEED CONTROL

 Examples of pedestrian refuge islands:  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
5 6
variability of vehicle speeds.
IMPORTANCE OF SPEED CONTROL IMPORTANCE OF SPEED CONTROL

 The use of speed humps and other vertical deflections  Examples of combining Traffic Calming techniques
devices are not favoured on arterial roads because of with pedestrian crosswalks:
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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BFC 32302
TYPES OF PEDESTRIAN CROSSING TYPES OF PEDESTRIAN CROSSING

FACILITIES 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 Zebra Crossing Pelican Crossing
(c) Signalised
crossing (Pedestrian Light Controlled
Crossing)
(Pelican
crossing, Puffin 9 10
crossing)
TYPES OF PEDESTRIAN CROSSING TYPES OF PEDESTRIAN CROSSING

FACILITIES FACILITIES
Pedestrian Bridge
Pedestrian Underpass
Puffin Crossing
(Pedestrian User Friendly
Intelligent Crossing)
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BFC 32302
GUIDE FOR SELECTING APPROPRIATE WARRANTS FOR INSTALLATION OF

CROSSING FACILITIES PEDESTRIAN CROSSING FACILITIES
Type of FUNCTIONAL CLASS
Pedestrian
Facility Expressway Primary Secondary Collector Local Road Uncontrolled Crossing
Arterial Arterial Road
Expressway Federal State Municipal Municipal
Highway Highways & and FELDA and FELDA  No specific warrants have been adopted for uncontrolled
Major
Municipal
Routes Routes crossings, but they can be used at quite high traffic
Routes flows on arterial roads (but NOT on Expressways),
Uncontrolled
Crossing
C B B B B
particularly where traffic flow is bunched due to nearby
School C B B A A traffic signals.
Children’s
Crossing  Each case should be treated on its merits, considering
Zebra C B A A A factors such as: the width of road to be crossed, whether
Crossing
Pelican/Puffin C A B B C
it is operating one-way or two-way, the number of
Crossing pedestrians, the traffic flow rate, the speed of traffic,
Grade
Separated
A B B C C sight distance available etc.
Crossing
13
 Uncontrolled pedestrian crossings are often combined 14
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
with LTAM devices and ‘Traffic Calming’ techniques
included in design
WARRANTS FOR INSTALLATION OF WARRANTS FOR INSTALLATION OF

PEDESTRIAN CROSSING FACILITIES PEDESTRIAN CROSSING FACILITIES
Zebra Crossing School Children’s Crossing
Zebra crossings are appropriate, in the situations indicated in Selection  School children's crossings may be installed at any location as
Guide, where the general traffic speed as indicated by the 85th indicated in Selection Guide where children need to cross a
percentile traffic speed, is less than 70 km/h, subject to the following road on a regular basis.
criteria being met:
 Subject to firm arrangements being made for the Children's
 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 Crossing Flags to be placed ( or the flashing lights to be
site, V is greater than 600 veh/hr for at least 2 separate one-hour switched on) during the appropriate periods of the day when
periods of a typical week day, and P x V > 90,000. children are expected to be crossing the road, and for the flags
 The width to be crossed by pedestrians in one stage is not more to be removed (or the flashing lights switched off) outside the
than four (4) traffic lanes, i.e. a carriageway of not more than 15 m crossing periods.
wide.  This arrangement often includes the provision of a properly
 The visibility is adequate, both in respect to vehicle drivers being authorised, `instructed' and uniformed ‘Crossing Supervisor’,
able to see the crossing and pedestrians about to step onto the whose role is to operate the crossing equipment and conduct
crossing, and the pedestrians being able to see the vehicles 15 16
the children safely across the road.
approaching the crossing.
4
BFC 32302

Pelican or Puffin Crossing Pelican or Puffin Crossing
A signalised pedestrian (Pelican or Puffin) crossing may be installed A signalised pedestrian crossing may be placed instead of a
where any one of the following criteria are met: School Children's Crossing where:
 Where P > 350 ped/hr for each of three (3) one-hour periods of an  where P > 50 ped/hr for each of two (2) one-hour periods and V
average day, or where P > 175 ped/hr for each of any eight (8) one- > 600 vph. and
hour periods and:
 P x V > 40,000
 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 A signalised pedestrian crossing may be justified at any location
 where there is a central median or pedestrian refuge island, on an Arterial road where the above warrants for a Zebra
the vehicular traffic flow, V > 1000 veh/hr (sum of both Crossing are met, but at which it would not be appropriate to
directions) in the same hours. install a Zebra Crossing due to the high speed of traffic or where
Subject to there being no other pedestrian crossing (including a the carriageway is wider than 15m, or where there is a
grade separated crossing within a reasonable distance (say 200m) of 17 continuous high flow of pedestrians which would cause excessive 18
the site. delay to vehicular traffic at a Zebra Crossing.

Pelican or Puffin Crossing Pelican or Puffin Crossing
A signalised pedestrian crossing may be justified to  Pedestrian signal heads and 'push button‘ equipment
replace an existing Zebra crossing where: should be incorporated as a general practice into all
 there has been two or more pedestrian involved intersection and interchange signals in urban areas.
accidents, which may be corrected by the installation  This provision is usually considered to be justified where
of traffic signals, in the last three (3) years, or the following criteria is met:
 At intersections where for any two (2) one-hour periods
 the site is within a coordinated (linked) traffic signal
system , or close to signalised intersection or a railway of an average day the pedestrian volume, P > 60 ped/hr
across the intersection approach under construction.
level crossing, where there is a danger of vehicles.
 The presence of children, elderly or disabled pedestrians
at the site may justify the special pedestrian equipment
at lower pedestrian flows than this.
19 20
5
BFC 32302

Grade Separated Crossing Grade Separated Crossing
 Grade separated crossings are very costly and experience  The site is within 250 m of a signalised intersection.
shows that they are generally poorly utilised. They are  The site is not conveniently located for pedestrian
however essential wherever pedestrians need to cross movements in the vicinity.
extremely busy streets.
 While no specific warrants have been adopted for grade  High utilisation is usually achieved:
separated pedestrian crossings, each case should be treated
 in the vicinity of schools where children can be
on its merits.
‘channeled’ to the facility by fencing.
 The following general guides should be considered:
 At high pedestrian demand locations where ramps
 Low utilisation can be expected at sites where: are provided directly on the most convenient route for
 Traffic flow on the carriageway to be crossed is less pedestrians.
than about 700 veh/hr during the period when most
21 22
pedestrians need to cross the road.
GUIDELINES FOR PROVIDING PEDESTRIAN GUIDELINES FOR PROVIDING PEDESTRIAN

FOOTPATHS 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,
23
mosques or other community facilities where 24
pedestrians are likely to be concentrated.
6
BFC 32302

FOOTPATHS FOOTPATHS
 On local streets, where there may be very high  Where footpaths are provided, consideration
pedestrian activity, and where vehicles and should always be given to the needs of elderly
pedestrians share the road, specific traffic rules people and people with disabilities.
are applied:  The design should incorporate the following
 Pedestrians are given equal priority to characteristics aimed at making them user
vehicles. friendly for all classes of pedestrians:
 Maximum speed limit of 25 km/h or less, in  Adequate width should be provided. This may
conjunction with special traffic management vary from an absolute minimum of 0.9 m to 2.4
arrangements, to reduce the degree of threat m or wider in shopping and other high
to pedestrians posed by vehicular traffic. pedestrian activity areas.
 A height clearance of at least 2.0 m should be
25 provided. 26

FOOTPATHS FOOTPATHS
 The pathway should not be obstructed by objects,  Clearance of at least 1.0 m should be provided
adjacent business activity, parked vehicles, or between the traffic lanes and the footpath. This
unreasonably obstructed by motorcycles and clearance increases the safety of pedestrians,
bicycles. Any obstacle close to the pathway and reduces the inconvenience caused by the
which could endanger pedestrians, particularly splash from vehicle tires in wet weather.
people with impaired vision, should be well  Changes in level along and beside the footpath
delineated. should be minimised. Where it is not possible to
 Manhole covers and gratings, if they cannot be avoid steps, particular care needs to be taken to
avoided, should be kept flush with the footpath properly identify them so that they can be seen,
surface and any drains close to the footpath, especially by people with impaired vision.
which could pose a danger to pedestrians, should  Footpath surfaces should be firm even smooth
be covered. and skid resistant, especially in wet weather.
27 28

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BFC32302 Chapter 3 PDF

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BFC32302 Traffic Engineering and Safety Lecturer: Dr.

Chapter 3 What is Traffic Management?

• Guidelines for Providing Walking Paths

Why do we need to manage traffic? Why do we need to manage traffic?

Traffic congestion problem in cities Criticisms on new road constructions

Conflicts between Private and Public

TRAFFIC MANAGEMENT TECHNIQUES LINK & INTERSECTION IMPROVEMENTS

urban economy 3. Traffic signals improvement To control speed

LINK & INTERSECTION IMPROVEMENTS LINK & INTERSECTION IMPROVEMENTS

Create safe crossing for pedestrians Control speed on the approaches

Treatment for crossing at an

PARKING & LOADING CONTROL PARKING & LOADING CONTROL

When on-street parking restriction is

ONE-WAY STREET TURNING & ENTRY RESTRICTIONS

Advantages: Turning restrictions may be imposed:

Contra flow is applied when there is an Separate pedestrians from vehicular

CYCLIST SEGREGATION BUS & HOV LANES Contra-Flow Bus Lane

Bicycle Lanes Bus Lanes

With-Flow Bus Lanes

With-flow HOV Lane

TRAFFIC RESTRAINT TRAFFIC RESTRAINT

(1) DO NOTHING Parking, waiting & loading control.

TRAFFIC CALMING TRAFFIC CALMING

(1) VERTICAL DEFLECTIONS

Speed Hump Speed Lumps

TRAFFIC CALMING TRAFFIC CALMING Central Island Narrowing

(2) HORIZONTAL DEFLECTIONS (3) HORIZONTAL NARROWINGS

Traffic circle Neckdown

ACTIVE TRAFFIC MANAGEMENT ACTIVE TRAFFIC MANAGEMENT

1. Speed harmonisation Sign gantries that span the

ACTIVE TRAFFIC MANAGEMENT ACTIVE TRAFFIC MANAGEMENT

(2) QUEUE WARNING (3) RAMP METERING

Employed to warn motorists

The benefit of queue

ACTIVE TRAFFIC MANAGEMENT ACTIVE TRAFFIC MANAGEMENT

(4) DYNAMIC MESSAGE SIGN (5) TEMPORARY SHOULDER USE

The opening up the shoulder next to

ACTIVE TRAFFIC MANAGEMENT ACTIVE TRAFFIC MANAGEMENT

Involves the provision of

The signs provide en-route

ACTIVE TRAFFIC MANAGEMENT ACTIVE TRAFFIC MANAGEMENT

(8) DYNAMIC LANE MARKINGS (9) TRAVEL TIME SIGNS

Uses intelligent solar-

They give clear guidance to

This allows for better en-route decisions by travelers

INTELLIGENT TRAFFIC MANAGEMENT SYSTEM INTELLIGENT TRAFFIC MANAGEMENT SYSTEM

PARKING POLICIES PARKING POLICIES

To design parking lots and their approaches so that street traffic is

PARKING POLICIES TYPES OF PARKING

ON-STREET PARKING (CURB PARKING)

PRIVATE PARKING PARALLEL PARKING

ON-STREET PARKING (CURB PARKING)

BASEMENT CAR PARKS

OFF-STREET PARKING OFF-STREET PARKING

MULTISTOREY CARPARKS MECHANICAL CAR PARKS

Multi-storey Parking Geometry Design

PLEASE READ SECTION 3.3 PARKING

PARKING STUDIES PARKING STUDIES

PARKING STUDIES ADEQUACY ANALYSIS

ADEQUACY ANALYSIS Example:

where P = probability of rejection

LICENSE PLATE SURVEY

Q = 96/8 = 12 veh/hr 113 896