Barriers and fencing

In urban environments, pedestrian fencing should be avoided and alternative layouts or other options should be considered first, such as planters, landscaping or other street furniture that can be installed in the street furniture zone to discourage pedestrians from crossing in unsafe locations as illustrated in the photo below. This is because barriers and fencing have many drawbacks. They may:

• make pedestrian routes longer
• reduce visibility between pedestrians and other road users (especially children and those using mobility devices)
• be contrary to road user hierarchies that have pedestrians towards the top
• diminish the streetscape quality
• reduce the available width, if installed on footpaths
• create feelings of confinement for pedestrians
• be perceived as ‘anti-pedestrian’
• impose additional maintenance costs
• can cause problems for shop deliveries, if rear servicing is not possible
• reduce on-street parking
• create a hazard for errant vehicles
• increase traffic speed.

Landscaping in the street furniture zone to discourage pedestrians from crossing informally, Tamaki Drive, Auckland. (Photo: Patricia Vasconcelos)

The exceptions being to restrict access to unsafe locations, eg railways and motorways, and to protect pedestrians from vertical drops and other hazards, such as waterbodies. 

The table below highlights some situations where fencing may be appropriate.

Table: Places where pedestrian fences should be considered

The visual character of urban streets as well as CPTED issues such as entrapment need to be considered before installing barriers or fencing.

Fencing to protect pedestrians next to or crossing a railway

Fencing at railway crossings is covered in the rail crossings section of this guidance. Fencing along railways is context dependent and KiwiRail should be consulted for distance, height and material specifications .

PNG: Rail crossings

Fencing to protect pedestrians from vertical drops and other hazards

Fencing is required to protect pedestrians from vertical drops such as on bridges, steep batters, vertical drops and other hazards.

Pedestrian fence on footbridge, Christchurch. (Photo: Ann-Marie Head)

Fencing should be 1.1m high and comprise vertical rails with two horizontal rails at the top and bottom. In the case of a bridge, if it is to be used by people cycling too, the minimum height is 1.2m where the risk of a person cycling vaulting over the barrier is low, and 1.4m where the risk of angled collision or launch is high (for example at tight bends or high cycle speeds) as outlined in the Waka Kotahi Bridge Manual.

Bridge Manual Appendix B [PDF, 817 KB]

Pedestrian fencing should ideally be low enough for people to be able to see over the fencing and ideally visually permeable to maintain pedestrian viewing qualities and maximise natural surveillance (ie personal security).

High fencing obscures views for pedestrians on a footbridge. (Photo: Jeanette Ward)

Fencing to channel pedestrians to safer crossing locations

There are some situations where it may be necessary to channel pedestrians exposed to a serious safety hazard, for example to stop crossing high speed roads such as motorways or where public transport patrons need to cross cycle facilities (as shown in example photo below). In these situations, chain or welded mesh pedestrian fences can be used, or more robust fences may be required to limit people’s ability to climb over or break through them. Note that pedestrian fencing can restrict vehicles.

Fencing to direct pedestrians egressing bus stop area to safer crossing point across cyclewayat bus stop, Quay Street, Auckland. (Source: Shendi Mani)

Vehicle barriers might also be required given that pedestrian fences are usually not robust enough to stop vehicles that leave the roadway from entering the footpath. It is important to ensure sufficient distance so this risk is mitigated.

When used barriers and fencing should comply with the following criteria:

• They should not be placed so they direct pedestrians to another unsafe crossing location.
• Where a barrier/fence is installed on one side of a roadway, another should be installed on the opposite side to prevent pedestrians crossing and then being unable to regain the footpath.
• Directional information should be provided to direct people to the crossing point and towards key destinations.
• They should be continuous, with no breaks that a pedestrian could pass through.
• A small child should not be able to squeeze through any gap between the bottom of the fence and the ground.
• They should be at least 1.1m high, and higher if pedestrians may try to climb over or otherwise be in danger; and comprise vertical rails with two horizontal rails at the top and bottom.
• If they are not solid, gaps between elements should be 100 mm or less to prevent small children squeezing through; and a continuous horizontal element within 150 mm of the ground will help vision impaired people using a cane to detect them.
• There should be no sharp edges or protrusions.
• They should not obscure visibility for road users.
• They must be maintained. As well as undergoing inspection and preventive maintenance, they should be repaired or replaced as soon as possible after being damaged.
• They should not be a tripping hazard.
• They should be collapsible or break away without causing injury to vehicle occupants or other road users such as people walking.
• No horizontal components should be able to be dislodged and project into a vehicle if they are struck.

The photo below shows how the geometry, levels and placement of pedestrian fencing at a signalised intersection results in difficulty for drivers to see approaching vehicles as they are obscured by the fencing. 

Pedestrian fencing in median makes it difficult for drivers turning right across to see approaching through vehicles. (Photo: Ann-Marie Head)