Pressing ‘green man’ button may not shorten wait; function differs across crossings, says Baey Yam Keng
Pressing the pedestrian “green man” button at traffic lights does not always shorten waiting times, as its function varies by junction. Minister of State for Transport Baey Yam Keng said signal timings are configured to balance pedestrians, vehicles and buses, with median waits at 120 seconds.
- Pressing the pedestrian “green man” button does not always shorten waiting time; its function varies by junction.
- Median pedestrian wait time at signalised crossings is 120 seconds, with a maximum of 140 seconds.
- Authorities are exploring data-driven and camera-based systems to dynamically adjust traffic signals.
Pedestrians pressing the “green man” button at traffic crossings may not always experience a shorter waiting time, as the function of the button differs depending on the junction configuration.
Minister of State for Transport Baey Yam Keng explained in Parliament on 6 March 2026 that signalised crossings are designed to balance the needs of pedestrians, vehicles and public buses.
He added that the timing logic varies from junction to junction, depending on factors such as road layout, traffic flow and pedestrian volume.
Pedestrian wait times vary by junction
Baey was responding to parliamentary questions from Workers’ Party MP Gerald Giam, who asked about typical waiting times for pedestrians and whether authorities planned to prioritise pedestrian crossings.
According to Baey, the median waiting time for pedestrians at signalised junctions is about 120 seconds.
The maximum programmed waiting time can reach 140 seconds in some locations.
Baey said these timings are not uniform because junction characteristics differ significantly.
“Waiting times for pedestrians depend on the nature of the road, junction size and configuration, as well as prevailing traffic volume,” Baey said in Parliament.
He added that certain residential areas designed as “Friendly Streets” have significantly shorter waiting times.
“At signalised junctions of Friendly Streets, which we are expanding to every town by 2030, waiting times are under 60 seconds,” Baey said.
Balancing pedestrians, vehicles and buses
During the exchange, Giam questioned whether the Land Transport Authority’s 2018 Transport Impact Assessment guidelines, which prioritise public transport and active mobility, had led to greater pedestrian priority at crossings.
He asked whether authorities intended to extend such prioritisation across all junctions, including older ones.
Giam also highlighted Singapore’s hot and humid climate, suggesting that a maximum wait time of 140 seconds could be uncomfortable for pedestrians.
The MP asked whether authorities would consider reducing maximum waiting times to under 60 seconds.
In response, Baey said traffic signal configurations must consider multiple road users, including buses that operate on fixed schedules.
“The configuration for signal timings needs to strike a balance among all the users of the junction,” Baey said.
“Traffic is not just private vehicles. They also include public buses which need to stick to schedules to bring commuters to work on time.”
Role of the ‘green man’ button
Giam also asked whether pressing the pedestrian button shortens waiting time or simply signals that someone is waiting to cross.
Baey clarified that the function of the button depends on the type of crossing.
“At some junctions it may activate the signal faster, while at others it simply indicates that a pedestrian is waiting,” he said.
In locations with very low pedestrian traffic, the traffic lights may remain green for vehicles unless a pedestrian presses the button.
“There are some crossings where the lights do not usually change because pedestrian volume is very low,” Baey said.
“In such cases, the lights remain green in favour of traffic unless someone presses the button, which will then trigger the red light for vehicles and the green man for pedestrians.”
He added that the button therefore serves a variety of purposes depending on local traffic needs.
Exploring data-driven traffic signal systems
Baey said authorities are also exploring ways to improve signal timing through data and technology.
Existing systems already track traffic volumes to help adjust traffic signals.
“We do have dynamic systems that allow us to track traffic volume,” Baey said.
He added that authorities are studying the feasibility of installing cameras at pedestrian waiting areas to better monitor pedestrian demand.
Such data could allow traffic signals to adjust dynamically within a predefined range to better reflect real-time conditions.
Authorities are also looking at integrating traffic data collected from systems such as ERP 2.0 to improve traffic management decisions.
Baey said these technologies could help authorities achieve “a more optimal situation” when balancing the needs of pedestrians and vehicles.
He emphasised that signal timing adjustments would continue to be customised based on the characteristics of each junction.
