This document provides an overview and agenda for a training session on improving pedestrian safety in Oregon. The training will cover data on pedestrian injuries and fatalities in Oregon, components of a pedestrian safety action plan, and strategies for the five Es: education, encouragement, engineering, enforcement and evaluation. It will discuss forming partnerships between health and transportation organizations and using a public health approach to address pedestrian safety. The document promotes creating safer, more walkable communities through road design, land use planning and other policies and programs.

1. Health and Transportation Partners:
Working to Improve
Pedestrian Safety in Oregon
Safe States Pedestrian Safety Action Team Program
Training and Mini-Grant Opportunity
June 11, 2014

2. Outline of Today’s Training
Session 1: 11:00 am to 12:30 pm
• Safe States Program Overview (10”)
• Healthy Communities and Transportation Framework (10”)
• Oregon Pedestrian Injury and Fatality Data (15”)
• Components of a Pedestrian Safety Action Plan (15”)
• The Five Es and Education Strategies (20”)
• Q&A (20”)
Session 2: 1:00 pm to 2:30 pm
• Enforcement Strategies (15”)
• Engineering Strategies (30”)
• Mini-Grant Opportunity (10”)
• Conclusion and Q&A (35”)

3. Safe States Program Rationale
Pedestrian safety is an important health issue.
Safety creates walkable neighborhoods, with many health benefits.
 Safer streets means pedestrian friendly streets
 Better accessibility for all ages, all abilities
 Rates of physical activity for ↓ cancer, diabetes, heart disease
 Improved air quality for ↓ respiratory disease and cancer
 Community interaction, security and social cohesion
Pedestrian safety cannot be addressed by one field alone.
Engineering Public health Public safety
Traffic safety City planning School safety
Oregonians and Americans want safe, walkable communities.

4. “Whether you live in a city or a small town, and
whether you drive a car, take the bus, or ride a train:
at some point in the day, everyone is a pedestrian.
We all have a reason to support pedestrian safety.”
– U.S. DOT Secretary Anthony Foxx

5. Safe States Program Overview
• Safe States Alliance - 501(c)(3) with support from NHTSA, CDC
• Provided state-level program grant funding (OR, KY, CA, RI)
• Oregon Public Health Division Injury & Violence Prevention
Program
• Funded Activities
– 3-day state-level capacity building workshop (March 2014)
– Customized training to local partners (today)
– Mini-grant funding to local partners for education,
enforcement, evaluation (July 2014 to June 2015)
– Technical assistance for grantees (July 2014 to June 2015)
– Evaluation (through March 2016)

6. Healthy Communities
and
Transportation Framework

7. What Creates Health?
Adapted from McGinnis JM, Foege WH. Actual causes of death in the United States. JAMA 1993; 270:2207-2212.
Genetic
Predisposition,
30%
Social
Circumstances,
15%
Environmental
Exposure, 5%
Medical Care, 10%
Behaviors, 40%
Determinants of Health and Their
Contribution to Premature Death

8. Pedestrian Injury Examples
Driver Training
EMS
Seat Belts, Ignition Lock
Road design, Pricing
Incentives, Licensing, Speed
Limit, Social Norms…
Socioeconomic Factors
Changing the Context
to make individuals’ default
decisions healthy
Long-lasting Protective
Interventions
Clinical
Interventions
Counseling
& Education
Greatest
Population
Impact
Health Impact Pyramid
Greatest
Individual
Effort
Poverty, GDP, Rates of Vehicle
Ownership, Funding for Infrastructure

10. Public Health: A Policy, Systems, Environment Approach
10
• Population Approach:
All users, all modes, “8 to 80”
• Needs of Walkers and Bikers
Safety
Access
Convenience
Comfort
Social Acceptability
• The Five E’s
Engineering
Education
Encouragement
Enforcement
Evaluation

11. Transportation as a Social Determinant of Health
The leading causes of death in Oregon are powerfully
influenced by transportation choices and options.
1. Cancer
2. Heart disease
3. Chronic lower respiratory disease
4. Stroke
5. Unintentional injuries
Oregon Death Certificate Data, 2012. Leading Causes of Death, Oregon, 2012.

12. Pedestrian Safety: One Strategy, Multiple Benefits
• Reduce the number of fatalities and serious injuries;
• Cut air pollution that contributes to respiratory and heart
illnesses;
• Increase physical activity to reduce rates of diabetes, cancer
and other chronic diseases;
• Reduce greenhouse gas emissions; and
• Alleviate the high cost of transportation – to users, to system.

13. Immeasurable Benefits to Walking
“People out walking make our towns livelier, safer
and more attractive places to live, work, play, shop
and invest.”
“Walking is safe, simple, and
doesn’t require practice, or
any fancy gear.” -- U.S. S.G.
“It is hard to get people to eat healthier.
But we can get them to walk. All they
need are shoes.” – KP CEO
It connects us to the
places where we live, it
makes us healthier, and
it’s cheap.
-- Oregon Walks
13

14. Scope of the Problem:
Injury and Fatality Data

15. 2011 Pedestrian Fatalities, U.S.
Where and When?
• In 2011, 4,432 pedestrians were killed and an estimated 69,000 were
injured in the US. On average, a pedestrian was killed every two hours and
injured every 8 minutes.
• Since 2002, pedestrian fatalities have increased from 11% of total traffic
crashes, to 14% in 2011.
• Nearly 75% occurred in urban settings.
• Over 70% occurred at non-intersections versus at intersections.
• 88% occurred in normal weather conditions.
• A majority, 70%, occurred during nighttime (6 p.m.-5:59 a.m.).

16. Who?
• Older pedestrians (age 65+) accounted for 19% (2.04 per 100,000).
• Children age 15 and younger accounted for 6%.
• Males accounted for 70% of the fatalities, more than double the rate for
females.
• Alcohol involvement, either for the driver or pedestrian, was reported in
48% of fatal crashes.
– Of the pedestrians involved, 35% had a BAC of .08 or higher, compared
to 13% of the drivers.
– Those aged 25-34 who were killed had the highest percentage of
alcohol impairment at 50%.
NHTSA’s National Center for Statistics and Analysis, www.nhtsa.gov
2011 Pedestrian Fatalities, U.S.

17. Oregon Pedestrian Injury Facts
• Motor vehicle traffic deaths (occupants, motorcyclists, pedal cyclists, and pedestrians) are a
leading cause of unintentional injury in Oregon.
• In 2011, pedestrian fatalities (46) accounted for 13.9% of all traffic crash fatalities (331),
slightly higher than the 13.7% of traffic crash deaths in the US
• Behind MV Occupant deaths, pedestrians are the second category of MV deaths, followed by
motorcycle, then cyclist.
• In 2011, 831 pedestrians were hospitalized.
• Risk factors include both driver and pedestrian use of alcohol and drugs, not yielding, being
distracted, and vehicle speed.
• Most crashes occur while pedestrians cross streets.
• In Oregon, more than half occur on urban roadways and around the 6:00 p.m. hour.
• The deadliest time for pedestrians is during dark light conditions without street lights.
• The largest age group for pedestrian deaths was adults aged 45-64.
• The largest age group for pedestrian hospitalizations (non-fatal) were 15-24 and 45-54.
Oregon Death Certificate Data and Oregon Hospitalization Data

18. Motor Vehicle Traffic Death Rates Per 100,000 By
Category of Involvement, Oregon, 2000-2012

19. Cyclist and Pedestrian Injury Hospitalization Rates
per 100,000, Oregon, 2000-2012

20. 0
20
40
60
80
100
120
<1 1-4 5-14 15-24 25-34 35-44 45-54 55-64 65-74 75-84 85+
Frequency
Age Group (years)
Oregon Motor Vehicle Related Pedestrian
Deaths by Age Group (2002-2012)

21. 0
50
100
150
200
250
300
350
400
450
500
<1 1-4 5-14 15-24 25-34 35-44 45-54 55-64 65-74 75-84 85+
Frequency
Age Group (years)
Oregon Motor Vehicle Related Pedestrian
Hospitalizations by Age Group (2002-2012)

22. Components of a
Pedestrian Safety Action Plan

23. Pedestrian Safety Action Plan
Step 1:
Involve the right stakeholders and representatives
• Include transportation agencies, health professionals,
emergency providers.
• Include representatives of all ages,
incomes, genders, and abilities.
• Spend time getting to know
each other’s language and concerns.

24. Pedestrian Safety Action Plan
Step 2:
Define Objectives/Performance Targets
• Examples:
– reduction in number of fatal and severe injury pedestrian
crashes;
– targets for reduction in specific pedestrian crash types.
• Examples:
– increase in pedestrian mode share (%) or number of walking
trips;
– increase in safe access to certain destinations, for general or
targeted populations.

25. Pedestrian Safety Action Plan
Step 3:
Collect Crash & Roadway Data to Identify Priority
Locations
• Crash data
• Presence of risk factors contributing to pedestrian crashes:
roadway and vehicle data
• By spot locations, corridors, targeted areas, or for entire
jurisdiction (e.g. as element of TSP)
• Pedestrian safety audit

26. Pedestrian Safety Action Plan
Step 4:
Prioritize Locations and Select Countermeasures:
Engineering Education Enforcement

27. Pedestrian Safety Action Plan
Step 5:
Develop an Implementation Strategy
• Categorize into:
– quick simple fixes
– moderately complex fixes
– complex/expensive fixes
• Develop phasing strategy.
• Identify funding strategies.

28. Pedestrian Safety Action Plan
Step 6:
Institutionalize Changes to Plans, Development Codes,
and Design Standards
• Comprehensive plan policy
• Transportation system plan policy
• Performance measures
• Project lists
• Street design and street connectivity standards
• Development requirements in zoning/development code and
construction zone manual

29. Pedestrian Safety Action Plan
Step 7:
Consider Land Use, Zoning, and Site Design Issues
• Mix and density of land uses
• Transit-oriented development
• Site design (e.g. parking lot)
• Bus stop and transit station location
• Siting considerations for:
schools hospitals
universities community colleges

30. Pedestrian Safety Action Plan
Step 8:
Reinforce Commitment to Action
• Agency mission statement
• Culture of safety
• Internal and external training
• Award system for safe designs
• Support ongoing research in effectiveness of countermeasures

31. Pedestrian Safety Action Plan
Step 9:
Evaluate Results
• Quantify and document before and after conditions;
• Keep track of and publicize successful projects/programs
• …...and not so successful projects/programs

32. The Five Es

33. The Five Es
• Education – Teaching about the range of transportation choices, creating
bicycling and walking safety skills, and launching driver safety campaigns.
• Encouragement – Using events and activities to promote walking and
bicycling and to generate enthusiasm for active transportation.
• Engineering – Creating operational and physical improvements to
infrastructure to reduce speeds and potential conflicts with motor vehicles,
and to establish safe and accessible crossings, walkways, trails, bikeways.
• Enforcement – Partnering with local law enforcement to ensure that traffic
laws are obeyed (e.g., speed limits, yielding to pedestrians in crosswalks,
proper walking and bicycling behaviors) and initiating community
enforcement such as crossing guard programs.
• Evaluation – Monitoring and documenting outcomes, attitudes and trends
through the collection of data before and after the intervention(s).

34. Enlist the Community

35. Target audiences: vulnerable populations
Typical priorities in Oregon. Check local data:
• Children/students
• Older adults (65+)
• Men
• People walking at night/dark conditions
• Urban settings
• Impaired pedestrians and drivers
• Drivers

36. Sample Messaging
Pedestrians can:
• Be predictable. Follow the rules of the road, cross at
crosswalks or intersections, and obey signs and signals.
• Walk left, ride right.
• Pay attention to the traffic moving around you.
• Make eye contact with drivers as they approach.

37. Sample Messaging
Drivers can:
• Look out for pedestrians.
• Look right before turning right.
• Slow down and be prepared to stop when turning or entering a
crosswalk.
• Stop at the crosswalk stop line to give drivers in other lanes an
opportunity to see and yield to the pedestrians, too.
• Be cautious when backing up.
• Be predictable.
• Use turn signals (blinkers).

38. How to communicate?

39. Safe Routes to School

40. Safe Routes to School
• www.oregonsaferoutes.org

41. See and Be Seen

42. Address Drivers

43. Create a community-wide pledge

44. How to communicate?
• Distribute program flyers and brochures to homeowner’s
associations, retirement communities, senior centers, and
libraries.
• Distribute project flyers and brochures as door hangers to
each residence in neighborhood.
• Post on boards in local businesses.
• Ped campaigns are new! Look to and learn from:
– Successful biking campaigns
– Successful driver education campaigns

45. Land Use & Transportation
Planning

46. Post WWII Development Patterns
1. Concentrate all commercial
activities in auto-dominated
corridors.
2. Segregate land uses
3. Locate the school in the
surrounding corn field
4. Resulting community is
auto dominated

47. Result: Auto-Dominated Landscapes

48. The Old is New Again…

49. Advantages of Walkable Development
• Travel Choices
• Fewer Auto Trips
• Improved Walkability
• Easier to serve with
transit
• More sustainable
footprint

50. Connectivity creates a pedestrian-friendly street system by:
 Reducing walking distances;
 Offering more route choices, more quiet local streets;
 Dispersing traffic

51. High Connectivity Travel Lanes Required
Moderate Connectivity
Low Connectivity

52. Engineering

53. Which are safer – wide streets or narrow streets?
Colorado study looked at injury crashes on local streets (<2500 ADT):

56. At a certain point, sidewalks are needed

57. What about rural roads?

58. What are characteristics of good sidewalk design?
1. Proper width
2. Clear of obstacles
3. Smooth surfaces
4. Separation from traffic
5. They lead you to the right place

59. Sidewalk Corridor - The Zone System
Sidewalk corridor extends
from the edge of roadway to
the edge of right-of-way:
 Curb zone
 Furniture zone
 Pedestrian zone
 Frontage zone

60. The Zone System - Summary
Pedestrian
Zone
Furniture
Zone

61. The Zone System - Summary
Furniture
Zone
Pedestrian
Zone

62. Speed: what’s more likely to slow traffic?

63. Best solution: separate sidewalk with planter strip (buffer,
parkway…)

65. Sidewalk behind ditch or swale

66. High-quality crossings are vital

67. Where do pedestrians get hit?
• Most (58%) vehicle/pedestrian collisions occur at signalized
intersections.
• Of those that occur at signalized intersections, most (67%)
occur while the pedestrian is in the crosswalk with the right
of way.
• Most (73%) involve a turning vehicle, with approximately half
of the vehicles turning left and half turning right.

68. Crosswalks Defined – ORS

69. Crosswalks Defined – T Intersection

70. Why are marked crosswalks provided?
1. To indicate to pedestrians where to cross
2. To indicate to drivers where to expect pedestrians

71. Locating Crosswalks: General Principles
1. Recognize pedestrians want and need to cross the street
safely.
2. Pedestrians will cross where it’s most convenient.
3. Drivers need to understand pedestrians’ intent.
4. Minimize crossing distance.
5. Simplify crossing.
6. Speed dictates the type of crossing you need.
Good design makes use of these principles

72. Many locations are not suitable for a marked crosswalk

73. Create a good place to cross the street.

74. Crosswalk Markings: Crosswalk Visibility

75. Crosswalk Visibility

76. What the pedestrian sees

77. What the driver sees

78. Textured crosswalks:
Theory – more visible. Reality?

79. Textured crosswalks are hard on wheelchair users,
unless great care is used in construction

81. Creating Good Crossings: Minimize Crossing Distance
Florence: Hwy 101 at 8th Street

82. Curb Extensions
• Must have on-street
parking
• Improves visibility of
pedestrian
• Shortens crossing distance
• Shortens Ped Phase at
signalized crossings

83. Reduce Curb Radius
to Shorten Crossing Distance

84. With small radii crossing distances are short, crossings are in
line with approach sidewalk

85. Large radii increase crossing distances, pedestrians initiate
crossing in a poorly defined area

86. Hwy 101 Depoe Bay
Median Islands Reduce Ped Crashes By 40%

87. Bailey Hill Rd, Eugene

88. 37th and Hwy 101, Florence

90. Hwy 42 Winston

91. Provides
methodology for
determining what
type of treatment
to use to improve
safety of crossings
on high speed high
volume roadways.

92. Illumination

94. Americans with Disabilities Act:
Where do you find the Standards?
US ACCESS BOARD
http://www.access-board.gov/

95. ADA is Simple
Sidewalks require
4’ x 4’ x 7’ clear passage

96. Six Principles of Ramp Construction
1. Traversable Path slopes in one direction AT A TIME.
2. Provide 4’ square level landing at top of ramp.
3. Provide Truncated Domes at base of ramp (2’ x
ramp width).
4. There should be no lip at the end of the ramp
5. Max. Algebraic difference between the ramp slope
and the street or gutter slope ≤ 11.
6. DON’T BLOCK THE TRAVERSIBLE PATH!

98. Available Publications
Ped Safety Action Plan Book
Safety Benefits of Walkways, Sidewalks, and Paved Shoulders
◦ Tri-fold -
http://safety.fhwa.dot.gov/ped_bike/tools_solve/walkways_trifold/
◦ Brochure -
http://safety.fhwa.dot.gov/ped_bike/tools_solve/walkways_brochure/
Safety Benefits of Raised Medians and Pedestrian Refuge Areas
◦ Tri-fold -
http://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_trifold/
◦ Brochure -
http://safety.fhwa.dot.gov/ped_bike/tools_solve/walkways_brochure/

99. Mini-Grant Opportunity

100. Mini-Grant Overview
• Eligible: Governmental Organizations and 501(c)3
e.g. police agency, public health, city planning, bike/ped
advocacy group, injury prevention coalition, and others
• Purpose: Advance an existing safety plan or policy, or
transportation plan or policy.
• Outcome: Local communities have taken additional
step(s) to improve pedestrian safety.
• Amount: $9,000 maximum request.
• Activities: Conduct specific activities in the areas of
education, enforcement and/or evaluation.
– If enforcement, you must, also conduct another “E”

101. Examples
• Conduct education (and enforcement, but not
enforcement alone) activities that support new
infrastructure projects.
• Improve data collection and analysis of
pedestrian crashes to identify trends, high-risk
populations, and high-crash locations.
• Conduct educational campaigns focused on high-
risk groups or high-crash locations.
• Evaluate a program, policy or infrastructure
change intended to reduce pedestrian injuries.

102. Key Mini-Grant Facts
• Released: June 11, 2014
• Due: June 30, 2014, 5:00 p.m.
• Awarded: August 1, 2014
• Completion: June 1, 2015
• Evaluation: through March, 2016
Application available at:
http://www.safekidsoregon.org/training/2012-
childhood-injury-prevention-webinars/

103. Resources
• Safe States Alliance:
http://www.safestates.org/
• How to Develop a Pedestrian Safety Action Plan
http://safety.fhwa.dot.gov/ped_bike/ped_focus/docs/fhwasa0
512.pdf
• (people add here…)

104. Contacts for Questions
Healthy Communities strategies:
heather.gramp@state.or.us
Five Es and Transportation strategies:
Sheila.A.LYONS@state.or.us
Mini-Grant Application Questions
shelley_oylear@co.washington.or.us