Evaluation of road safety policies and their enforcement in Mexico City, 2015-2019: an interrupted time-series study.

BACKGROUND: Mexico City approved new road safety policies in 2015, which included lower speed limits and higher fines for traffic offences. In 2019, economic fines were replaced by a point penalty system among other changes. This study evaluates these policies on road traffic collisions, injuries and deaths. METHODS: Collisions data came from insurance collision claims (January 2015 to December 2019) and road traffic deaths from vital registrations (January 2013 to December 2019). We conducted an interrupted time series analysis for each outcome using negative binomial regression models with an offset of insured vehicles (collisions) or total population (deaths). Then, we classified the 16 municipalities in the city into enforcement and no-enforcement groups based on presence or absence of automated traffic enforcement devices and conducted a controlled interrupted time series analysis. RESULTS: The 2015 road safety policies had no effect on total collisions and collisions resulting in injury but were associated with a 0.2% (95% CI -0.3 to 0.0) decline in the mortality trend. The 2019 policies had no effect on total collisions but were associated with a 1.5% increase in the trend of collisions resulting in injuries and with a 2.7% (95% CI 1.0 to 4.5) increase in the mortality trend. Postpolicy trends in enforcement versus no-enforcement municipalities were not significantly different. CONCLUSION: Policies that included high economic penalties for speeding and dangerous behaviours were effective in decreasing traffic mortality while removing economic penalties and replacing them with a point penalty system were associated with an increase in collisions, resulting in injury and mortality.

One-year impact of a multicomponent, street-level design intervention in Mexico City on pedestrian crashes: a quasi-experimental study.

BACKGROUND: Mexico City implemented the Pasos Seguros programme to prevent pedestrian injuries and deaths at dangerous road intersections, which included street-level design changes, such as visible pedestrian crossings, sidewalk widening, refuge islands, lane reductions, pedestrian signals and adjustment of traffic light timing at these intersections. Few studies in low and middle-income countries (LMICs) have evaluated the effect of such interventions on pedestrian safety. AIM: Assess the effectiveness of the Pasos Seguros programme at reducing total, injury and fatal pedestrian-motor vehicle crashes. METHODS: Two-group quasi-experimental design. Monthly pedestrian crashes were obtained from the road incident database from Mexico City's Citizen Contact Center. The programme's effectiveness was evaluated by comparing 12 months preintervention to 12 months postintervention implementation using a negative binomial regression with random intercept with a difference-in-difference estimation. A qualitative comparative analysis was used to find the configuration of intersection characteristics and programme components associated with a decrease in pedestrian crashes. RESULTS: Total pedestrian crashes were reduced by 21% (RR 0.79; 95% CI 0.62 to 0.99) after implementation of Pasos Seguros programme. This reduction was observed for pedestrian injury crashes (RR 0.79; 95% CI 0.62 to 1.00) and for fatal crashes (RR 0.61; 95% CI 0.13 to 2.92) although not statistically significant for the latter. A decrease in pedestrian crashes was found at the most complex intersections where more of the programme components was implemented. CONCLUSION: The Pasos Seguros programme successfully decreased total and injury pedestrian crashes. Similar interventions may improve walking safety in other LMIC cities.

[Use and non-use of pedestrian bridges in Mexico City. The pedestrian perspective]. / Motivos de uso y no uso de puentes peatonales en la Ciudad de México. La perspectiva de los peatones.

OBJECTIVE: To analyze the motives for using and not using pedestrian bridges (PB). MATERIAL AND METHODS: A cross-sectional survey was conducted of a sample of pedestrian users and non-users of PB; a logistic regression model was used to analyze the motives for use and non-use. RESULTS: The prevalence of non-use was 50.5 % of 813 surveyed pedestrians; the principal reason to use a PB was safety, and not to use it was "laziness". There were significant differences when analyzing the reason of non-use in the age groups 19 to 36 years, adjusted for education and physical characteristics of the PB ([aOR=1.7; 95 % CI=1.06-2.86] and [ORa.1.9; 95 % CI=1.14-3.33], respectively). CONCLUSIONS: The results of this study allow us to identify important aspects to consider--from the perspective of the pedestrians--when constructing new PB and improving existing PB to increase use in areas with a high risk of pedestrian injuries.

Motivos de uso y no uso de puentes peatonales en la Ciudad de México: la perspectiva de los peatones / Use and non-use of pedestrian bridges in Mexico City: the pedestrian perspective

OBJETIVO. Analizar los motivos de uso y no uso de puentes peatonales (PP). MATERIAL Y MÉTODOS. Se empleó un diseño transversal, a partir de una muestra de peatones usuarios y no usuarios de PP; se utilizó regresión logística para identificar los factores que influyen en el uso y no uso de PP. RESULTADOS. La prevalencia de no uso fue 50.5 por ciento en 813 peatones entrevistados; la principal razón para usar PP fue "seguridad", del no uso fue "flojera". Hubo diferencias significativas al analizar motivos de no uso de PP en las edades de 19 a 36 años, ajustando por escolaridad y características físicas del PP, con RMa. 1.7 (IC95 por ciento 1.06-2.86) y RMa. 1.9 (IC95 por ciento 1.14-3.33), respectivamente. CONCLUSIONES. Los resultados de este estudio permiten identificar aspectos importantes a considerar desde la perspectiva de los peatones, antes de construir nuevos PP, así como aquéllos que deben mejorarse para incrementar su uso en zonas de alto riesgo de lesiones por atropellamiento.

OBJECTIVE. To analyze the motives for using and not using pedestrian bridges (PB). MATERIAL AND METHODS. A cross-sectional survey was conducted of a sample of pedestrian users and non-users of PB; a logistic regression model was used to analyze the motives for use and non-use. RESULTS. The prevalence of non-use was 50.5 percent of 813 surveyed pedestrians; the principal reason to use a PB was safety, and not to use it was "laziness". There were significant differences when analyzing the reason of non-use in the age groups 19 to 36 years, adjusted for education and physical characteristics of the PB ([aOR=1.7; 95 percent CI=1.06-2.86] and [ORa.1.9; 95 percent CI=1.14-3.33], respectively). CONCLUSIONS. The results of this study allow us to identify important aspects to consider "from the perspective of the pedestrians" when constructing new PB and improving existing PB to increase use in areas with a high risk of pedestrian injuries.