Protecting pedestrians

Pedestrians have become a segment to be protected. Traffic Police statistics show more than 100 people die at pedestrian crossings every year and more than 1,000 are injured. How can this senseless loss of life be prevented? 

Out of the 914 pedestrians who died last year from road accidents, 103 were struck down fatally on pedestrian crossings. In another 452 incidents, people suffered grievous injuries on pedestrian crossings. There were 1,282 accidents on pedestrian crossings last year, representing an increase compared with 1,084 incidents in 2015. According to Traffic Police statistics, drivers were responsible for the majority of accidents. Out of the 325 deaths reported from January to 31 May this year, only 10 people have died due to their own carelessness. Drivers were responsible for 315 fatalities, Police have said. 

Around the world people are trying to reclaim their cities from cars and it is time people in Sri Lanka, especially in Colombo, joined the effort. Colombo, closely built and easily congested, can actually be a paradise of sorts for pedestrians if enough spaces are created for them. Other cities around the world that have attempted to encourage people to walk have seen greater economic output, tourism and better quality of life. 

In the last few decades people have stripped streets of every function except the movement of vehicles. Now, cities are looking to accommodate and encourage other uses. The premise is called complete streets: Urban development that focuses on all the functions a street can serve as a social and commercial space, as well as a way to get around for bikes, public transit and personal vehicles. 

Pedestrians should have easy ways to move through plazas, parks, restricted-access delivery streets and other places cars cannot go. Clear signage explaining how to navigate around a complex is important, especially for tourist-heavy areas.  The best cities have bustling centres where people want to spend time. It’s important to find a good balance between active spaces and retail outlets like an outdoor cafe or a grocery store, without setting aside too much square footage for selling stuff. 

Older people and students are particularly vulnerable pedestrians and require more attention, as many as 30% of people got into accidents because they were glued to their mobile phones. The Government on several occasions has proposed increasing fines but this in isolation will do little improve overall quality of life. 

Oslo, Madrid, Hamburg, Copenhagen, Brussels and Chengdu are just a few cities around the world that are trying to scale back cars and allow pedestrians to enjoy their cities. Most have demarcated extensive blocks within the city that are made car-free and people are allowed to walk and enjoy the spaces. This encourages pop-up stalls, cafes, street performers and other small businesses to emerge, increasing business, reducing pollution and increasing the standard of life. 

Cities need to be planned. If, like in Sri Lanka, they are not, then smaller changes are needed to encourage progressive mobility. The further people have to commute, the more traffic they cause. It is impossible to create more and more roads for cars without substantially damaging the liveability of a city, so the only alternative is to improve accessibility. 

At best pedestrians are offered a pavement in Sri Lanka, whereas paths and walkways are offered elsewhere to encourage people to walk or cycle. It is time that policymakers seriously implement changes that make people realise they are the traffic.