## 1 Introduction  
The accelerated increase in urbanization and motorization has carried multiple challenges for traffic management. Traffic calming devices, such as vertical/horizontal deflections, physical obstructions, and pavement markings, are deployed as an effort to reduce the negative effects of motor vehicles, altering driver behavior to improve the use conditions for non-motorized road users [1; 2; 3; 4]. In this sense, unsignalized mid-block crosswalks have been widely adopted to constrain vehicles' speed while encouraging drivers to yield to pedestrians. These deployments cause a mixed traffic flow constituted by vehicles and crossing pedestrians. Interaction between vehicles and crossing pedestrians have gained interest among researchers, and several studies have been developed. To study the relation between vehicle density and impact on traffic flow, [PERSON] et al. [5] proposed two cellular automata models, one to simulate a non-signalized crosswalk and the other to simulate an uncontrolled section where pedestrians cross the road anywhere, interacting with a dual-lane system. They found that less impact on traffic flow occurs when the pedestrians' entrance rate is moderate, becoming crowded and slow as the pedestrian entrance rate increases. Authors also deduced the density levels where pedestrians' influx has a less or more impact on traffic flow. [PERSON] et al. [6] proposed a vehicle-pedestrian cellular automaton to investigate the interactions between vehicles and crosswalks at a single-lane roundabout, focusing on the effects on traffic flow by constructing the system phase diagram [7]. [PERSON] et al. [8] investigated the effects of the interference traffic flow promoted by crosswalks at unsignalized intersections, arguing that a crosswalk can be regarded as a dynamic impurity. [PERSON] and [PERSON] [9] studied the spacing between crosswalks and its effect on road traffic capacity through [PERSON]'s simplified car-following model. They found that capacity increases as the distance between crosswalks is reduced, and that a spacing less than 25-50 m has no benefit. Unsignalized zebra mid-block crosswalks (UZMC) were designed to protect crossing pedestrians by only using longitudinal stripes on the road. The characteristics of these facilities have been attractive for many researchers due to their broad adoption and multiple effects. Pedestrian safety, waiting time, and suitable locations for UZMC have been widely investigated by analyzing the drivers yielding rate, the crossing behavior, the number of lanes, and vehicles gaps [10; 11; 12; 13]. [PERSON] et al. [14] proposed a pedestrian-vehicle cellular automaton to investigate the interaction behaviors at UZMC, focusing on the analysis of pedestrians and vehicles delays as a function of the drivers yielding rate. [PERSON] et al. [15] also investigated the interaction between vehicle yielding and UZMC, extending the full velocity difference car-following model and found that the number of lanes affects the pedestrians' waiting time, whilst vehicles' delay increases more rapidly with the growth of vehicles and pedestrians volumes. [PERSON] et al. [16] proposed a fuzzy cellular automaton, intended to model the decision-making process of individual drivers, to analyze both the safety and efficiency of UZMC. In that study, the authors also provide an estimation for the pedestrian flow with which a crosswalk installation is justified according to the Chinese normative. Overall, studies have been focused on traffic flow effects in terms of delays and safety factors, leaving aside other implications. A raised crosswalk differs from a zebra crosswalk in that is settled on a hump to induce speed reduction, even without pedestrians trying to cross the road. Raised crosswalks have gained popularity due to their inclusive approach since they also are intended to reduce obstacles for people with mobility restrictions, such as wheelchair users [17; 18; 19; 20].