Pedestrian safety in roadway design and land-use planning Attachment C <br />Attachment B <br />Studies show that the number of pedestrian crashes increases with the volume of <br />traffic, but the relationship is not always linear (5,46). Crash rates relative to exposure <br />may actually decline with higher traffic volumes, and the severity of injury may also <br />decline. In addition, in environments where there are many pedestrians or cyclists, <br />motorists may be more aware of them and adjust their driving behaviour, thereby <br />reducing risk (5,46). <br />2.1.5 Perception of safety and security of the travel environment <br />Understanding people's perceptions of security in the walking environment is an <br />important element for improving pedestrian safety (47). People may choose to avoid <br />walking altogether if they perceive too great a risk of traffic injury or other threats <br />to personal security. Pedestrians' perceptions of risk in the broader environment <br />influence their road use behaviour, including whether or not they choose to use <br />certain roads and pedestrian facilities. <br />Pedestrians will generally avoid both well known and unfamiliar streets, deserted <br />public spaces and dark underpasses if they believe they will be at risk of harm, <br />such as assault, in these locations. They might choose to cross a road in a location <br />with higher traffic risk to avoid the risk of interpersonal violence. For example, a <br />Colombian study found that the use of pedestrian bridges was influenced by the <br />quality of illumination and pedestrians' perception of security; bridges or road <br />segments with traffic-calming treatments were avoided in areas where muggings <br />were more prevalent (48). In both Mexico and South Africa, for example, reasons <br />for avoiding the use of crossing facilities included lack of lighting at night and the <br />perceived risk of assault (16,44 <br />Pedestrian-friendly road design is necessary but not sufficient to ensure pedestrian <br />safety. Other aspects related to perceived risk and road use behaviour must be <br />considered and addressed, such as making streets more aesthetically pleasing, <br />widening sidewalks, separating pedestrians from motor vehicles, providing street <br />lighting, lowering vehicle speeds, and making streets safer from interpersonal violence. <br />2.2 How land-use planning factors affect pedestrian safety <br />Beyond design elements of the roadway itself, the design and use of the broader <br />land for commercial, industrial, recreational, transport, conservation, agricultural, <br />or a mix of purposes, can contribute to the occurrence of pedestrian injuries and <br />fatalities (4,S). The extent to which land-use planning provides facilities and services <br />to ensure continuous, safe pedestrian access constitutes a major influence on <br />pedestrian traffic risk. <br />34 <br />Page 180 <br />