Attachment C <br />Pedestrian safetv in roadwav design and land-use plannin <br />BOX 2.1: Road design and pedestrian safety in New Delhi <br />New Delhi has an approximate area of 1500 km2 and a population of more than 14 million people. Nearly one <br />third of all daily trips in New Delhi are made on foot (10). A similar proportion of trips are made by bus, and <br />only about 9% of trips are on the bus rapid transit system. Though pedestrians and public transport users <br />together form the largest group of road users, pedestrians have the largest share in road traffic fatalities, <br />varying between 45% and 51%. From 2001 to 2009, an estimated 36 376 crashes involving pedestrians <br />occurred in New Delhi, resulting in 8697 pedestrian deaths. <br />Pedestrian fatalities as a proportion of all road traffic deaths, <br />New Delhi, India, 2001-2009 <br />0 <br />i~ <br />c <br />m <br />m <br />CL <br />51 <br />50 <br />49 <br />48 <br />47 <br />46 <br />45 <br />44 <br />43 <br />42 <br />Year <br />21 <br />One of the features of the pedestrian travel environ- <br />ment in New Delhi and several cities in low- and <br />middle-income countries is the existence of 'mixed <br />traffic' where pedestrians, bicycles and vehicles <br />share the same road space, with no or very few <br />facilities for pedestrians. Recommendations on how <br />to improve road design in order to ensure safety of <br />pedestrians in New Delhi were made for several <br />years (11-13). In 2006, the New Delhi City Govern- <br />ment introduced a 5.8-kilometre bus rapid transit <br />system with detailed designs for exclusive bicycle <br />lanes and pedestrian-friendly raised crossings and <br />markings on the road, with the aim of reducing con- <br />flicts between pedestrians, cyclists and buses. <br />The following features were introduced: <br />• Using automatic signals to control all traffic move- <br />ments at intersections. <br />• Providing continuous footpaths, wide enough to <br />support existing pedestrian traffic, on both sides <br />of the road. <br />• Providing adjoining footpaths at marked crossings <br />at intersections, maintaining a continuous path for <br />pedestrians. <br />• Providing pedestrian holding areas at the road- <br />side, at each intersection, where pedestrians can <br />wait before crossing the road. This area is also <br />designed for street vendors. <br />• Providing a five-metre wide zebra strip across all <br />intersection arms at pedestrian crossings. This is <br />preceded by a stop line three metres away, provid- <br />ing a safe zone for pedestrians to cross in front of <br />the stopped vehicular traffic. <br />Installing 'rumble strips' to reduce the speed of <br />buses. <br />• Providing parking bays for bicycles, bicycle rick- <br />shaws, three-wheelers and other vehicles. <br />Preliminary analyses of pedestrian crashes and <br />travel behaviour show the following (13): <br />• The number of pedestrians freely crossing the <br />road at any point was only reduced marginally, <br />especially after installing the pedestrian fences. <br />This finding shows that the fences did not make <br />much difference. <br />• The speed of buses was lowered after installing <br />rumble strips in December 2008, and pedestrian <br />incidents involving speeding buses have been <br />reduced. <br />• A 60-90% reduction in pedestrian fatalities was <br />observed in 10 high-risk locations after installing <br />traffic signals and rumble strips in 2011. <br />Attachment B <br />Page 173 <br />