Pedestrian safety in roadway design and land-use planning Attachment C <br />Attachment B <br />. constructing under- and over-passes; <br />. creating a road network that separates access roads from through-roads and <br />ensures that traffic volume on access roads is as small as possible; <br />. reducing unnecessary travel; <br />. encouraging walking and cycling; <br />. designing pedestrian pathways to facilitate movement of people with mobility <br />impairments; <br />locating roads, residential areas, workplaces and other industries in such a way that <br />traffic volume and travel distances are minimized; <br />redesigning public spaces to cater for pedestrian safety needs, and to encourage <br />walking; <br />integrating transportation planning with health issues, for example, active <br />transport and design programmes; and <br />. developing and implementing pedestrian safety policies. <br />Pedestrianization is the process of removing vehicular traffic from city <br />streets or restricting vehicular access to streets for use by pedestrians. <br />Pedestrian ization improves not only safety and accessibility for pedestrians but <br />also contributes to reducing noise and air pollution, and creates more livable <br />environments. Pedestrian ization schemes have also been associated with eco- <br />nomic benefits with reported increases in visitors to commercial establishments. <br />There are four main pedestrian ization schemes: <br />a) full-time pedestrian streets in which vehicular traffic is excluded or prohibited <br />except for emergency vehicles; <br />b) part-time pedestrian streets in which vehicular traffic is eliminated for cer- <br />tain hours of the day or certain days of the week; <br />c) partial pedestrian streets that restrict vehicle access to slow public trans- <br />port vehicles only; and <br />d) partial pedestrian streets or traffic-calming measures that allow a mix of <br />pedestrians and motor vehicles moving at a low speed (55). <br />When many of the above-listed strategies are implemented in an integrated manner, <br />the effect is to create healthy, efficient and sustainable communities where people may <br />choose to walk in safety (see Figure 2.I). The eight strategic principles guiding this <br />framework - increased inclusive mobility, well designed and managed spaces and places <br />for people, improved integration of networks, supportive land-use and spatial planning, <br />reduced road danger, less crime and fear of crime, more supportive authorities and a <br />culture of walking - are described in Appendix i. Developing and implementing these <br />measures require planning and policy reforms from vehicle-dependent to a multi-mod- <br />al and inclusive roadway design, land-use and public space planning approach (j6 -58). <br />36 <br />Page 182 <br />