4. Pedestrian‐motor vehicle collisions.
| Study | Intervention before | Intervention after | Control before | Control after | Rate ratios (95% CI) |
| GST‐Borgentreich | 3 | 1 | 0 | 0 | Undefined |
| GST‐Buxtehude | 26 | 13 | 24 | 16 | 0.75 (0.30 to 1.88) |
| GST‐Esslingen | 50 | 36 | 12 | 12 | 0.72 (0.29 to 1.78) |
| GST‐Ingolstadt | 56 | 32 | 105 | 75 | 0.80 (0.47 to 1.35) |
| GST‐Mainz | 13 | 9 | 18 | 7 | 1.78 (0.53 to 6.02) |
| GST‐Moabit | 179 | 143 | 179 | 142 | 1.10 (0.74 to 1.37) |
| Osaka | 12 | 6 | 5 | 3 | 0.83 (0.15 to 4.72) |
| USP‐Bradford | 174 | 65 | 231 | 78 | 1.11 (0.75 to 1.62) |
| USP‐Bristol | 136 | 67 | 170 | 45 | 1.86 (1.20 to 2.89) |
| USP‐Nelson | 219 | 80 | 267 | 103 | 0.95 (0.67 to 1.33) |
| USP‐Reading | 173 | 73 | 116 | 48 | 1.02 (0.66 to 1.57) |
| USP‐Sheffield | 248 | 68 | 206 | 83 | 0.68 (0.47 to 0.99) |
| Sydney‐Canterbury | 9 | 9 | 17 | 20 | 0.85 (0.28 to 2.63) |
| Sydney‐Willoughby | 8 | 12 | 1 | 0 | Undefined |