In Africa, 40% of traffic fatalities are pedestrians - the highest proportion globally. Yet little is known about driver characteristics that are associated with unsafe driving in African countries. We aimed to explore associations between driving practices that endanger pedestrian safety and motorists' attitudes to the law (i.e. lawlessness and normlessness), controlling for sociodemographic and personality factors. We used the Response Time Method, based on Russell Fazio's attitude paradigm, to collect information about driver behaviours, attitudes, and personality traits among a sample of 440 motorists. Male gender was associated with unsafe driving, even when controlling for the effects of personality and attitudes to the law. Unsafe driving was also associated with four dimensions of motorists' personality, namely aggression, impulsivity, risk tolerance, and altruism, even when controlling for sociodemographic factors. Lawlessness (defined as a general disregard for the law) is also an important determinant of unsafe driving, even when controlling for sociodemographic and personality factors. These findings suggest that efforts to improve pedestrian safety in South Africa should focus on changing motorists' attitudes to the law. SIGNIFICANCE: This study addresses pedestrian safety in the context of South Africa. The fact that 40% of traffic fatalities are pedestrians highlights the urgent need to understand the factors contributing to unsafe driving practices. The study delves into uncharted territory by examining driver characteristics associated with unsafe driving. Through exploring associations between driving practices that endanger pedestrian safety and motorists' attitudes to the law, this article provides valuable insights that can inform targeted interventions.

Resumo Objetivo da Investigação: Preservar a memória de um lugar através dos monumentos, edifícios e sítios históricos é primordial para garantir que as próximas gerações possam ter acesso a esses espaços, à sua história e cultura. O desafio das cidades turísticas que possuem centros históricos tombados pelo patrimônio histórico é assegurar que todas as pessoas, independentemente de ter algum grau de restrição motora, visual ou auditiva, tenham acesso pleno, com autonomia para visitar esses espaços. Vários fatores podem influenciar na escolha de um trajeto para fins utilitários ou de lazer (turístico), e a qualidade e as condições da estrutura urbana voltadas para os deslocamentos a pé podem ser determinantes. Nesse sentido, este artigo objetiva avaliar a qualidade da caminhabilidade de um percurso turístico localizado no centro histórico da cidade de Itu, localizada no estado de São Paulo, Brasil. Metodologia: A metodologia utiliza um índice e indicadores de desempenho para avaliar a qualidade de percursos turísticos voltados a pedestres, através das categorias calçadas, fachadas e travessias. Resultados: Os principais problemas estão relacionados à falta de seguridade, conforto e acessibilidade. O índice e os indicadores propostos permitem realizar uma análise do local através da identificação dos aspectos positivos e negativos que interferem na caminhabilidade do pedestre e tornam o trajeto difícil para o acesso de pessoas com problemas de mobilidade, visão, audição e cognição. Os resultados permitem que os gestores municipais possam propor e implementar soluções de curto e médio prazo para melhorar a qualidade espacial deste local. Originalidade/Valor: O estudo permitiu constatar que embora o Brasil tenha legislações e normativas (patrimoniais e de acessibilidade) específicas, muitos problemas relacionados a acessibilidade ainda são recorrentes em alguns centros históricos de cidades turísticas, o que compromete a visitação de turistas e residentes.

Abstract Research Purpose: Preserving the memory of a place through monuments, buildings and historical places is essential to ensure that future generations can have access to these spaces, their history and culture. The challenge of tourist cities that have historic centers listed by historical heritage is to ensure that all people, regardless of having some degree of motor, visual or hearing restriction, can have full access, with autonomy to visit these spaces. Several factors can influence the choice of a route for utilitarian or leisure (tourist) purposes, and the quality and conditions of urban infrastructure aimed at walking can be decisive. In this sense, this article aims to evaluate the walkability quality of a tourist route located in the historic center of the city of Itu, located in the state of São Paulo, Brazil. Methodology: The methodology uses an index and performance indicators to evaluate the quality of tourist routes aimed at pedestrians, through the category’s sidewalks, facades and crossings. Findings: The main problems are related to the lack of security, comfort and accessibility. The proposed index and indicators allow for an analysis of the location by identifying the positive and negative aspects that interfere with pedestrian walkability and make the route difficult for people with mobility, vision, hearing and cognition problems. The results allow municipal managers to propose and implement short and medium-term solutions to improve the spatial quality of these locations. Originality/Value: The study revealed that although Brazil has specific legislation and regulations (heritage and accessibility), many problems related to accessibility are still recurrent in some historic centers of tourist cities, which compromises the visitation of tourists and residents.

Resumen: En Guayaquil, como en muchas ciudades latinoamericanas, debido a su crecimiento territorial desbalanceado coexisten áreas muy dinámicas con otras fuertemente rezagadas. Desde el año 2021 la Municipalidad de Guayaquil incorpora en su planificación a las centralidades o núcleos multifuncionales, para optimizar su funcionamiento y desconcentrar al centro tradicional, las centralidades pueden ser de tipo urbana, zonal, barrial o sectorial. El presente estudio aborda a la centralidad zonal de La Alborada, con núcleos de interés y diversidad de comercio de proximidad coexistentes con un entorno residencial, condición que hace necesario caracterizar los usos del suelo a mediana y pequeña escala en su contexto comercial y residencial. La metodología adoptada recoge información catastral del geoportal municipal, para mapear, actualizar y clasificar las actividades comerciales, incluyendo la altura de edificaciones, tipos de vías y de manera general a través de recorridos de observación la percepción que tienen las personas de los espacios públicos de uso peatonal. Los principales resultados demuestran diversidad de actividades y servicios, y la consolidación del uso comercial en la periferia de las catorce etapas. Evidencia también a las edificaciones fuera de norma y la tendencia a especialidades de los usos comerciales, existiendo en algunas etapas más de diez locales próximos para una actividad especifica, como restaurantes y tratamientos estéticos. Concluyendo que, los espacios públicos colindantes con los locales comerciales son forzosamente utilizados como vestíbulos a cielo abierto, obligando al usuario a ocupar espacios previstos para la circulación peatonal, afectando la movilidad segura, confortable y eficiente de los residentes y usuarios.

Abstract: In Guayaquil, like many Latin American cities, very dynamic areas coexist with others that are strongly lagging because of their unbalanced territorial growth. Since 2021, the Municipality of Guayaquil has incorporated centralities or multifunctional centers into its planning to optimize its operation and decentralize the traditional center. The centralities can be urban, zonal, neighborhood, or sectoral. This study addresses the zonal centrality of La Alborada, with nuclei of interest and the diversity of local commerce coexisting with a residential environment, making it necessary to characterize the uses of the land on a medium and small scale in its commercial and residential context. The adopted methodology collects cadastral information from the municipal geoportal to map, update, and classify commercial activities, including the height of buildings, types of roads, and, in general, through observation tours, people's perception of public spaces for pedestrian use. The results show diverse activities and services and commercial use consolidation on the fourteen stages' periphery. They also show non-compliant buildings and the trend towards specialties in commercial uses, with over ten nearby businesses in some stages of a specific activity, such as restaurants and aesthetic treatments. Concluding that the public spaces adjoining the commercial premises are forcibly used as open-air lobbies, forcing the user to occupy spaces provided for pedestrian circulation, affecting the safe, comfortable, and efficient mobility of residents and users.

ABSTRACT Objective. This study aimed to identify the areas with the highest concentration of traffic accidents and injuries in the San Salvador Metropolitan Area (SSMA). Materials and methods. Traffic accidents were analyzed spatially by point location and by the sum of events in areas of 200 m2. The point location was analyzed by “nearest neighbor analysis”, while the areas with the sum of traffic accidents were analyzed by Getis-Ord Gi* to obtain the hot spots. The resulting hot spots with the highest concentration of traffic accidents in the SSMA were evaluated in the field using an observation form to collect data on infrastructure and road safety characteristics. Results. Five areas with the highest number of traffic accidents and injuries, mainly containing primary roads, were identified by analyzing 8191 traffic accidents reported between 2014-2018. Conclusion. The sites with the highest concentration of traffic accidents and injuries were characterized by considerably damaged road infrastructure and the lack of safety systems for drivers and pedestrians. The spatial analysis of traffic accidents and injuries can contribute to improve surveillance and road safety in the SSMA.

RESUMEN Objetivo. Identificar las áreas de mayor concentración de accidentes de tránsito y lesionados en el Área Metropolitana de San Salvador (AMSS). Materiales y métodos. Los accidentes de tránsito se analizaron espacialmente mediante la ubicación puntual y por la sumatoria de eventos en áreas de 200 m2. La ubicación puntual se analizó mediante «análisis de vecinos más cercanos», mientras que las áreas con la sumatoria de accidentes de tránsito se analizaron mediante Gi* de Getis-Ord para obtener los puntos calientes. Los puntos calientes resultantes con mayor concentración de accidentes de tránsito en el AMSS se evaluaron en campo mediante un formulario de observación de las características de infraestructura y seguridad vial. Resultados. Al analizar 8191 accidentes de tránsito reportados entre 2014‒2018, se identificaron cinco áreas con mayor cantidad de accidentes de tránsito y lesionados, principalmente sobre vías primarias. Conclusión. Los sitios de mayor concentración de accidentes de tránsito y lesionados se caracterizan por una infraestructura vial con daños considerables y falta de sistemas de seguridad para conductores y peatones. El análisis espacial de los accidentes de tránsito y lesionados puede contribuir a mejorar la vigilancia y seguridad vial en el AMSS.

RESUMEN Objetivo. Identificar las áreas de mayor concentración de accidentes de tránsito y lesionados en el Área Metropolitana de San Salvador (AMSS). Materiales y métodos. Los accidentes de tránsito se analizaron espacialmente mediante la ubicación puntual y por la sumatoria de eventos en áreas de 200 m2. La ubicación puntual se analizó mediante «análisis de vecinos más cercanos», mientras que las áreas con la sumatoria de accidentes de tránsito se analizaron mediante Gi* de Getis-Ord para obtener los puntos calientes. Los puntos calientes resultantes con mayor concentración de accidentes de tránsito en el AMSS se evaluaron en campo mediante un formulario de observación de las características de infraestructura y seguridad vial. Resultados. Al analizar 8191 accidentes de tránsito reportados entre 2014‒2018, se identificaron cinco áreas con mayor cantidad de accidentes de tránsito y lesionados, principalmente sobre vías primarias. Conclusión. Los sitios de mayor concentración de accidentes de tránsito y lesionados se caracterizan por una infraestructura vial con daños considerables y falta de sistemas de seguridad para conductores y peatones. El análisis espacial de los accidentes de tránsito y lesionados puede contribuir a mejorar la vigilancia y seguridad vial en el AMSS.

ABSTRACT Objective. This study aimed to identify the areas with the highest concentration of traffic accidents and injuries in the San Salvador Metropolitan Area (SSMA). Materials and methods. Traffic accidents were analyzed spatially by point location and by the sum of events in areas of 200 m2. The point location was analyzed by “nearest neighbor analysis”, while the areas with the sum of traffic accidents were analyzed by Getis-Ord Gi* to obtain the hot spots. The resulting hot spots with the highest concentration of traffic accidents in the SSMA were evaluated in the field using an observation form to collect data on infrastructure and road safety characteristics. Results. Five areas with the highest number of traffic accidents and injuries, mainly containing primary roads, were identified by analyzing 8191 traffic accidents reported between 2014-2018. Conclusion. The sites with the highest concentration of traffic accidents and injuries were characterized by considerably damaged road infrastructure and the lack of safety systems for drivers and pedestrians. The spatial analysis of traffic accidents and injuries can contribute to improve surveillance and road safety in the SSMA.

Resumen El diseño y la construcción de las vías de transporte en Costa Rica durante el siglo XIX, se hizo, fundamentalmente, para las agroexportaciones. De esta forma, las líneas férreas hacia el Pacífico y el Caribe, cumplieron el objetivo de comunicar las zonas productoras de café (inicialmente en el Valle Central) y, posteriormente, de banano (en el Caribe costarricense), con los principales puertos del país. De forma secundaria, desde el punto de vista de la planificación, se integra el tema del transporte de pasajeros. Y si bien, en el Ferrocarril al Atlántico se trató de renegociar este asunto, en el contrato con la compañía estaba estipulado que estos debían brindar el transporte de pasajeros. El presente artículo analiza algunos de los accidentes ferroviarios ocurridos entre 1920 y 1940. Esto porque después de la construcción del ferrocarril, hubo una serie de cambios en la ubicación de las vías, en función del abandono de terrenos debido a las plagas y posiblemente, a los movimientos sociales. La mayoría de los casos que se abordan, son de pasajeros del tren o de peatones que fueron golpeados o atropellados por la máquina, pues el objetivo de este trabajo radica en explicar algunos factores humanos y socioculturales, involucrados en la participación en los accidentes ferroviarios, desde la casuística.

Abstract The design and construction of transport routes in Costa Rica during the 19th century was mainly for agro-exports. In this way, the railways to the Pacific and the Caribbean met the objective of communicating coffee-producing areas (initially in the Central Valley) and, later, bananas (in the Costa Rican Caribbean), with the main ports of the country. Secondly, from the planning point of view, the issue of passenger transport is integrated. And while the Atlantic Railroad tried to renegotiate this matter, the contract with the company stipulated that they should provide passenger transport. This article analyzes some of the railway accidents that occurred between 1920 and 1940. This is because after the construction of the railway, there were a number of changes in the location of the tracks, depending on the abandonment of land due to plagues and possibly social movements. Most of the cases that are addressed, are of passengers of the train or of pedestrians that were beaten or run over by the machine, because the objective of this work lies in explaining some human and sociocultural factors, involved in the participation in railway accidents, from the casuistry.

Abstract Objective: To describe the characteristics and epidemiological profile of road traffic accidents (RTAs) in Mexico during the period 2010-2019. Materials and methods: The study is descriptive and retrospective. As secondary sources were analyzed the database "Road Accidents", “Vehicle fleet” and “Mortality” of the National Institute of Statistics and Geography (INEGI). In addition, a descriptive analysis was added using chi square. Results: In the period studied, there were 3,808,981 RTAs, 19.8% of these occurred in Nuevo León. Cars and trucks are the types of vehicle most often involved in these accidents. The recklessness of the driver is the main cause of traffic accidents. The most common type of accident is a collision with a motor vehicle (67.7%). RTAs have caused 52,387 deaths at the accident site and 1,126,709 injured in Mexico in the period. Conclusions: RAs are a public health problem in Mexico. There is a downward trend in the mortality and morbidity figures from RA in the period studied. Although vehicle occupants are the main victims of fatal and non-fatal accidents, pedestrians are the most vulnerable group in terms of mortality. The study adds to the Mexican literature on road safety, seeking to serve in the decision-making of the institutions involved.

Resumen: Objetivo: Describir las características del perfil epidemiológico de los accidentes de tránsito (AT) en México, en el periodo 2010 - 2019. Materiales y métodos: Estudio descriptivo, retrospectivo, se analizaron como fuentes secundarias las bases de datos Accidentes del tránsito, parque vehicular y Mortalidad del Instituto Nacional de Estadística y Geografía (INEGI). Además, se agregó un análisis descriptivo utilizando chi-cuadrada. Resultados: En el periodo estudiado se produjeron 3,808,981 AT, el 19.8% de éstos sucedieron en Nuevo León. Los automóviles y las camionetas representan los tipos de vehículo más veces involucrados en estos accidentes. La imprudencia del conductor es la principal causa de siniestralidad. El tipo de accidente más común es la colisión con vehículo automotor (67.6%). Los AT han provocado 52,387 muertos en el lugar del accidente y 1,126,709 lesionados en México en la década estudiada. Conclusiones: Los AT son un problema de salud pública en México. Se registra una tendencia a la baja en las cifras de fallecimientos y heridos, así como en la tasa de mortalidad y morbilidad por AT, pero no así en la tasa de letalidad por AT en el periodo estudiado. Aunque los ocupantes de vehículos son las principales víctimas de accidentes fatales y no fatales, los peatones figuran como el grupo más vulnerable en mortalidad. El estudio abona a la literatura mexicana en materia de seguridad vial buscando servir en la toma de decisiones de las instituciones involucradas.

Abstract From an ethnographic perspective, through the life histories of different actors-neighbors, caretakers and people who provide different services on the streets,-and also participant observation in parks and main shopping center, neighborhood’s events and WhatsApp groups, our aim is to identify the affective practices that sustain the care economy, and what it means for caretakers to look after the most intimate and vital aspects of another family from a different social class on a daily basis in order to achieve a peaceful life. This is also valid for the people taking care of streets and parks. These practices reveal ways of interacting and relating to others and making sense of it. These dynamics reveal encounters, conflicts, negotiations, and borders that reproduce the symbolic fabric that composes the social space between the inside of different social sectors of residents and non-residents, besides securing care and the politics of care. In the same way that pedestrians make the city, caretakers and people who provide services make the reproduction of a middle-class neighborhood possible.

Resumen Desde una mirada etnográfica, a través de las trayectorias de vida de vecinos, cuidadores y servidores, al igual que la observación participante en el Centro Comercial, parques, eventos vecinales y grupos de WhatsApp de residentes de la zona, queremos identificar las prácticas afectivas que sostienen la economía de los cuidados y lo que significa para los cuidadores y servidores atender lo más íntimo y vital de familias ajenas de manera sostenida y diaria, al interior de un sector social diferente al propio y lograr una convivencia armónica. De la misma manera, hemos incluido en nuestras reflexiones a aquellos que mantienen y velan los espacios semipúblicos como parques y aceras. A través de estas dinámicas, afloran formas de relacionarse y sentidos de alteridad/identidad y catalogar a los demás, así como maneras de autodefinirse. En la encrucijada resultante entre y al interior de los distintos segmentos y grupos sociales residentes y no residentes, se revelan encuentros, colisiones, fronteras y negociaciones entre sí que terminan caracterizando y reproduciendo el tejido simbólico que compone el espacio social, además de asegurar una economía y política de cuidados. De la misma manera que son los transeúntes que circulan los que hacen la ciudad, son los cuidadores y servidores los que sostienen y hacen posible la reproducción de los barrios de clase media.

Resumo Compreender as relações entre mobilidade urbana e o processo saúde-doença requer perceber que a mobilidade urbana está diretamente relacionada ao tipo de cidade e sociedade onde ela ocorre. Assim, as diferentes condições de mobilidade nas cidades, um fenômeno subjacente à qualidade física e social do espaço urbano, pode implicar em iniquidades em saúde, em especial em países do capitalismo periférico. No Brasil, o modelo de mobilidade associado à precariedade da infraestrutura para pedestres e ciclistas, às longas distâncias a serem percorrida, ao tempo de viagem e à insuficiência e falta de qualidade dos sistemas coletivos de transporte, potencializa os efeitos deletérios sobre a saúde humana. Isso nos permite inferir sobre a mobilidade urbana como uma determinação social da saúde. Este ensaio busca lançar reflexões acerca da mobilidade urbana para além de um utilitarismo positivista a partir de um devir de justiça social alicerçado pela Promoção da Saúde e tendo como estratégia principal o fortalecimento das intersetorialidades.

Abstract Understanding the relationships between urban mobility and the health-disease process requires realizing that urban mobility is directly related to the type of city and society where it occurs. Thus, the different mobility conditions in cities, a phenomenon underlying the physical and social quality of urban space, may imply health inequities, especially in peripheral capitalist countries. In Brazil, the mobility model associated with precarious infrastructure for pedestrians and cyclists, long distances to be travelled, travel times, and the insufficiency and low quality of collective transport systems potentiates the deleterious effects on human health. This leads us to infer on urban mobility as a social determinant of health. This essay seeks to launch reflections on urban mobility beyond a positivist utilitarianism from a development of social justice based on Health Promotion and having as main strategy the strengthening of intersectorialities.

Abstract Objective: To present the profile of hospitalizations due to transport accidents in individuals aged 0-19 years in a reference hospital for urgent and emergency traumatology care. Material and Methods: This retrospective study is grounded on analyzing medical records of children and adolescents hospitalized due to transport accidents in 2016 and 2017. The bivariate analyses included Chi-square and Fischer’s exact tests and binary logistic regression, with a 5% significance level. Results: Four hundred and seventy-five (43.7%) of the 1,088 medical records investigated corresponded to transport accidents, and accidents involving motorcycles were the most frequent (68.3%), affecting adolescents (81.3%), while children were more involved in accidents as pedestrians (57.1%). Advancing age increases the likelihood of the outcome, with a significant association in the multivariate analysis (p<0.001). The mandible was most frequently affected in maxillofacial fractures. Conclusion: Transport accidents predominantly affect male adolescents, involving motorcycles, and the lower limbs are the most affected. The mandible was the most affected bone in maxillofacial fractures.

Resumo Compreender as relações entre mobilidade urbana e o processo saúde-doença requer perceber que a mobilidade urbana está diretamente relacionada ao tipo de cidade e sociedade onde ela ocorre. Assim, as diferentes condições de mobilidade nas cidades, um fenômeno subjacente à qualidade física e social do espaço urbano, pode implicar em iniquidades em saúde, em especial em países do capitalismo periférico. No Brasil, o modelo de mobilidade associado à precariedade da infraestrutura para pedestres e ciclistas, às longas distâncias a serem percorrida, ao tempo de viagem e à insuficiência e falta de qualidade dos sistemas coletivos de transporte, potencializa os efeitos deletérios sobre a saúde humana. Isso nos permite inferir sobre a mobilidade urbana como uma determinação social da saúde. Este ensaio busca lançar reflexões acerca da mobilidade urbana para além de um utilitarismo positivista a partir de um devir de justiça social alicerçado pela Promoção da Saúde e tendo como estratégia principal o fortalecimento das intersetorialidades. saúdedoença doença ocorre Assim cidades urbano periférico Brasil ciclistas percorrida transporte humana intersetorialidades

Abstract Understanding the relationships between urban mobility and the health-disease process requires realizing that urban mobility is directly related to the type of city and society where it occurs. Thus, the different mobility conditions in cities, a phenomenon underlying the physical and social quality of urban space, may imply health inequities, especially in peripheral capitalist countries. In Brazil, the mobility model associated with precarious infrastructure for pedestrians and cyclists, long distances to be travelled, travel times, and the insufficiency and low quality of collective transport systems potentiates the deleterious effects on human health. This leads us to infer on urban mobility as a social determinant of health. This essay seeks to launch reflections on urban mobility beyond a positivist utilitarianism from a development of social justice based on Health Promotion and having as main strategy the strengthening of intersectorialities. healthdisease disease occurs Thus cities space inequities countries Brazil cyclists travelled times intersectorialities

Resumen: Dentro de las directrices de la movilidad urbana sostenible, el modo peatonal desempeña un papel fundamental, ya sea como parte o totalidad de cualquier viaje, debido a su bajo impacto ambiental y su asequibilidad. Sin embargo, a menudo no se tiene en cuenta a los peatones cuando se analizan las pautas de movilidad. Así, los proyectos urbanos tienden a centrarse en el transporte masivo y en las infraestructuras urbanas, generando barreras y penalizando el modo peatonal. Este artículo desarrolla un método de evaluación del impacto del diseño urbano en los desplazamientos de los peatones. Para eso, propone evaluar la interacción entre la forma urbana y la movilidad peatonal a través de dos conceptos: 1) la macrobarrera urbana, entendida como un obstáculo que afecta el caminar al provocar un desvío para el peatón; y 2) la desviación, definida como la intensidad de la barrera. Usando datos abiertos y cartográficos, se realiza un análisis aplicado a Buenos Aires que permite detectar las barreras urbanas de macroescala. Se entregan soluciones para mejorar la experiencia de los peatones en función de varios aspectos del diseño urbano como la accesibilidad, la proximidad, la legibilidad y la complejidad.

Abstract: Within sustainable urban mobility guidelines, pedestrian mode plays a key role, as part or totality of any journey, due to its low environmental impact and affordability. However, pedestrians are often not considered when analyzing mobility patterns. Urban projects tend to focus on mass transport and urban infrastructure, creating urban barriers and penalizing the pedestrian mode. This article develops a method for assessing the impact of urban design on pedestrian travel. To do so, it proposes to evaluate the interaction between urban form and pedestrian mobility through two concepts: the "urban barrier", understood as an obstacle that affects walking, and "deviation", defined as the intensity of the barrier. An analysis applied to Buenos Aires to detect these urban barriers is done using open and cartographic data. Solutions to improve the pedestrian experience are delivered, highlighting various aspects of urban design such as accessibility, proximity, legibility and complexity.

Resumen Es necesario analizar el comportamiento de los peatones en los cruces para mejorar su seguridad y movilidad. El propósito de este estudio es evaluar la relación entre diferentes factores humanos y viales y la decisión de cruzar ilegalmente cruces señalizados a mitad de cuadra. Se analizaron varios factores humanos como la edad, el género, el tiempo de espera en el semáforo, el uso del pulsador y el cruce individual o grupal, así como características de la vía como la duración de la fase del semáforo, la longitud del cruce y el volumen vehicular. Para recopilar información sobre estas variables, se grabó video en seis pasos de peatones seleccionados dentro del cantón de Montes de Oca en Costa Rica. Se registraron un total de 1 707 cruces, de los cuales el 10,6 % correspondieron a cruces ilegales. Después de aplicar un modelo logit, se encontró que el volumen de tráfico, el tiempo en rojo, el tiempo de espera, el cruce ilegal de vehículos y los cruces grupales redujeron la probabilidad de infracciones. Por otro lado, el tiempo mínimo del semáforo y la longitud del cruce aumentaron la posibilidad de cruces peatonales ilegales. Se concluyó que el ciclo del semáforo es una variable importante que debe ser analizada rigurosamente para garantizar el respeto a los semáforos por parte de los peatones, lo que mejorará la seguridad de los cruces peatonales a mitad de cuadra.

Abstract It is necessary to analyze pedestrian behavior at crossings to improve their safety and mobility. Mid-block pedestrian crossings are structures that facilitate the mobility of pedestrians, safeguarding them from vehicular traffic; however, illegal crossing by pedestrians is an everyday occurrence and represents a risk to their safety. The purpose of this study is to evaluate the relationship between different human and road factors and the decision to illegally cross signalized mid-block crossings. Several human factors such as age, gender, waiting time in traffic light, use of the pushbutton and individual or group crossing, as well as road characteristics such as the length of traffic light phase, length of crossing, and vehicular volume were analyzed. To collect information about these variables, this study recorded a one-hour video in six selected crosswalks within the Montes de Oca County in Costa Rica. A total of 1,707 crossings were recorded, 10.6 % of which corresponded to instances of illegal crossing. After applying a logit model, this research found out that traffic volume, pedestrian red-light time, waiting time, vehicle illegal crossing and group crossings reduced the probability of violations by pedestrians. On the other hand, minimum traffic light time and crossing length increased the possibility of pedestrian illegal crossings. This study concluded that the traffic light cycle is an important variable that must be rigorously analyzed to ensure pedestrian’s compliance with traffic lights, which will improve the safety of the pedestrian mid-block crossings.

Abstract Latin American cities have built footbridges under the assumption that these infrastructures play an important role in reducing road accidents, specifically collisions with pedestrians. However, it is common to find reports of road accidents involving pedestrians in the vicinities of these infrastructures, while, on the other land, it is difficult to find documents supporting the contribution of footbridges in the reduction of accidents involving pedestrians. The present document examines the relation between the footbridges in the city of Chihuahua, Mexico, and the number of pedestrians involved in collisions in their proximity. The analysis began with an assessment of the walkability in the proximity of the places where the footbridges are located, then geographic data systems were used for the geolocation of car-pedestrian collisions in the 2015-2020 period, and a multivariant analysis was carried out using genetic algorithms and a multivariate analysis was carried out using genetic algorithms. Results obtained showed that 34.7% of the collisions in Chihuahua occur within 300 meters of a pedestrian bridge and that vehicle speed, crossing distance when using pedestrian bridges, and barriers at street level are descriptors that contribute significantly to the road traffic risks faced by pedestrians. In general, it is concluded that footbridges in the city of Chihuahua do not contribute to the improvement of pedestrian road safety conditions.

Resumen La construcción de puentes peatonales en las ciudades latinoamericanas se ha planteado bajo el supuesto de que estas infraestructuras juegan un papel importante en la reducción de siniestros viales, específicamente en los atropellamientos a transeúntes. Sin embargo, es común encontrar reportes de personas atropelladas en las inmediaciones de tales infraestructuras, siendo, además, difícil encontrar documentos que evalúen la eficiencia o contribución de los puentes peatonales en la disminución de atropellamientos. El presente documento examina la relación entre los puentes peatonales de la ciudad de Chihuahua, México, y el número de peatones atropellados en sus inmediaciones. El análisis inició con la evaluación de la caminabilidad en los entornos en donde se ubican los puentes peatonales; posteriormente se utilizaron sistemas de información geográfica para la geolocalización de casos de atropellamientos en el periodo 2015-2020 y se realizó un análisis multivariante utilizando algoritmos genéticos. Los resultados obtenidos evidenciaron que un 34,7% de los atropellamientos en Chihuahua ocurre a 300 metros a la redonda de un puente peatonal y que la velocidad vehicular, la distancia de cruce al usar los puentes peatonales y las barreras a nivel de calle son descriptores que contribuyen de manera significativa en los riesgos viales que afrontan los transeúntes. Se concluye que en la ciudad de Chihuahua los puentes peatonales no contribuyen en la mejora de las condiciones de seguridad vial peatonal.

BACKGROUND. Road traffic accidents (RTAs) are a leading cause of injury and death globally, particularly among children. Pedestrians are most often injured, especially in middle- and low-income countries. The epidemiology, patterns and severity of injuries in children involved in RTAs in our community are hard to obtain. OBJECTIVES. To evaluate the aetiological spectrum, injury characteristics and treatment outcomes of paediatric patients involved in RTAs, who presented to Chris Hani Baragwanath Academic Hospital (CHBAH), a tertiary hospital in Soweto, South Africa. METHODS. Patients <10 years old, who were involved in RTAs and seen at CHBAH, were included in the study. RESULTS. The study was conducted from 20 August 2017 to 31 March 2018, and included the data of 156 patients. Their ages ranged from 13 days to 10 years (65% were boys). Pedestrian vehicle accidents accounted for 78.8% of the injuries, with 60.8% of the children being unaccompanied by an adult. Motor vehicle accidents accounted for 19.2% of the injuries, with 92% of the children being unrestrained in the vehicle. Of the patients, 73.2% (n=112/153) underwent radiography and 44.4% required computed tomography (CT) scans, the majority being CT scans of the brain for suspected head injuries. Soft-tissue injuries accounted for 78.9% of cases, followed mainly by head (39.7%) and limb (16%) injuries. Only 12% of patients required surgical intervention, with 42% of the operations being for orthopaedic injuries. CONCLUSION. The abovementioned data demonstrate that there is a lack of use of child restraints for children travelling as passengers in vehicles, and inadequate supervision of children on and around roads. This study supports other evidence, as it suggests that the paediatric population involved in RTAs is largely injured as pedestrians, and that males tend to be involved in more RTAs than females. The majority of injuries sustained involved the soft tissues, followed by head injuries.