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T.P.D.M.V.2.3
(Al/2001)
3.7.3.6 In rural areas in the New Territories, and in some urban areas, conditions sometimes exist
where the criteria mentioned in paragraph 3.7.3.5 could not be obtained, because of the low
level of pedestrian use. However for safety reasons an uncontrolled cautionary crossing
would not he appropriate and therefore in these locations the criteria given in Table 3.7.3.1
may be used. Care however should be exercised in the use of the table, and it should be
established that there is a genuine need for a zebra crossing. Proliferation of zebra crossings
particularly where pedestrian flows are light may lead to a debasement of the value of the
crossing generally. The possible accident effect as mentioned in paragraph 3.7.3.7 should
also be taken into account.
Table 3.7.3.1
Criteria for Zebra Crossings in Rural Areas
Peak hour vehicular volume
Without With Peak Hour
XT * - T Pedestrian Pedestrian Pedestrian
Number of Lanes _ - _ ~ ., t
Refuge Refuge Volume
2 lanes 1000 — 70
3 lanes 600 — 70
4 or more lanes 400 1000 70
3.7.3.7 Accident statistics may also be taken into account when considering the introduction of a
zebra crossing or the change of a zebra crossing to another form of crossing. If detailed
analysis of the accident pattern indicates that inadequate pedestrian crossing, facilities is one
of the contributory factors of the accidents, then these may be used to justify the need for a
crossing, or a change of crossing type even though the conditions in paragraph 3.7.3.5 may
not be entirely satisfied. However, research findings in 'The Overall Effect on Accidents at
Sites where Zebra Crossings were Installed 5 of theTJ.K. have indicated that, "the installation
of a zebra crossing can achieve a significant reductions in accidents only if the accident rate,
prior to installation, is at or above the average. In fact there is a danger that the installation
will have a serious effect, particularly on pedestrians, if there is no definable problem before
the crossing is installed." Territory conditions are not always the same as those in the U.K.
but it would seem worth taking these findings into consideration when deciding the merits or
otherwise of installing a zebra crossing.
3.7.3.8 Where vehicular flows averaged over the 6 hours exceed 1000 v.p.h., other forms of
crossings i.e. light controlled or grade separated may be more appropriate particularly in
terms of safety and causing less disruption.
3.7.3.9 For existing zebra crossings where peak hour flows are equal to or exceed 1700 v.p.h.
consideration should be given to changing the crossing to a light controlled one, or where
appropriate to a grade separated crossing.
3.7.3.10 Appropriate widths for zebra crossings are indicated in Table 3.7.2.1.