Imnlementin~ pedestrian safetv interventions <br />Attachment C <br />Attachment B <br />4.2 Implementing pedestrian safety interventions <br />This section provides further details on the pedestrian safety measures listed in <br />Table 4.1. It discusses the effectiveness of these measures and issues that should <br />be considered for implementation. Examples are given to illustrate how the <br />interventions have been implemented in different settings around the world, and <br />to highlight opportunities and challenges encountered during the implementation <br />process. Examples range from comprehensive measures to interventions <br />targeting high-risk sites (e.g. pedestrian crossing points) or groups (e.g. people <br />with disabilities) as well as measures focused on specific risk factors (e.g. speed <br />management). <br />4.2.1 Reducing pedestrian exposure to vehicular traffic <br />There are a number of specific engineering measures that reduce pedestrian exposure <br />to vehicular traffic. Most of these measures involve separating pedestrians from <br />vehicles or reducing traffic volume. This section discusses sidewalks/footpaths, <br />marked crossings, overpasses and underpasses, and mass transport routes as key <br />strategies to reduce pedestrian exposure to vehicular traffic. These interventions are <br />good starting points for action, but pedestrian safety will be most improved when <br />they are implemented in conjunction with other measures such as reducing vehicle <br />speed (see also Section 4.1.20. <br />Sidewalks/footpaths <br />Sidewalks separate pedestrians from motorized vehicles as well as bicycles. They <br />provide space for different types of pedestrians to walk, run, play, meet and talk. <br />Studies show that sidewalks improve both pedestrian safety and increase walking: <br />. Pedestrian crashes decrease where there are sidewalks and raised medians. A study <br />conducted in the United States found that pedestrian crashes were more than <br />twice as likely to occur at locations without sidewalks than would be expected <br />on the basis of exposure. Residential areas without sidewalks had 13% of all <br />pedestrian-vehicle crashes but only 3% of pedestrian-vehicle exposures (3). <br />. The presence of a sidewalk has a strong beneficial effect on reducing `walking <br />along roadway' pedestrian crashes. A study in the United States found that sites <br />with sidewalks were 88% less likely to be pedestrian crash sites than those without <br />sidewalks (ii). <br />. Walking increases where tracks for walking are constructed (S). <br />To maximize the benefits of footpaths/sidewalks to pedestrian safety, they should: <br />. be part of every new and renovated roadway; <br />. be provided on streets that currently do not have sidewalks (see Box 4.3), including <br />providing shoulders on rural roads; <br />70 <br />Page 216 <br />