Red light violations by adult pedestrians and other safety-related behaviors at signalized crosswalks

To study human factors linked to red light violations, and more generally to safety-related behaviors at signalized crosswalks, the present study combines the collection of observational data with questionnaires answered by 422 French adult pedestrians. Thirteen behavioral indicators were extracted (12 before and while crossing, and red light violation), and the roles of several demographical, contextual and mobility-associated variables were examined. The results of the stepwise logistic regression analyses carried out on each of the 12 behavioral indicators observed before and while crossing revealed that gender had no major impact, but age did, with more cautious behaviors as pedestrians were older. The three contextual variables (group size, parked vehicles, and traffic density), as four mobility-associated variables (driving and walking experiences, self-reported crossing difficulties and falls in the street) were also found to be important factors in safety-related crossing behaviors. A wider logistic regression analysis, made specifically on red light violations with all behavioral indicators observed before and while crossings and the several demographical, contextual and mobility-associated variables put together, showed that red light violations were mostly affected by current situational factors (group size, parked vehicles) and particularly associated with some behavioral patterns (looking toward the traffic, the ground, the light, running and crossing diagonally). The overall results encourage the development of safer pedestrian infrastructures and engineering countermeasures.

Blood donation clusters in Québec, Canada (2003-2008): spatial variations according to sex and age

BACKGROUND AND OBJECTIVES

The detection of spatial clusters of blood donation rate is an important issue, especially for targeting spatial units with significantly low rates, where it could be possible to increase the numbers of donors. The objective of this study is to detect spatial clusters of high or low blood donation rate in Québec according to sex and age of the donors.

MATERIALS AND METHODS

Blood donation data were obtained from Héma-Québec over a period of 5 years. We aggregated these data for each of 101 municipalités regionales de comté (i.e. counties) for men, women and four age groups. To detect spatial high/low donation rate areas, we used the Kulldorff's scan statistics. Kappa coefficient was used to assess discordance between clusters obtained for the different groups (18-29, 30-39, 40-49, 50-59, 60-69 years old). T-test analyses were conducted to identify significant associations between spatial clusters and socio-economic variables.

RESULTS

The results indicate the presence of several geographical areas with high or low blood donation rates for each group. The size, the location and the socio-demographic profiles of low/high clusters vary according to sex and age categories.

CONCLUSION

The Kulldorff's scan statistics are an efficient tool to assess the blood donation performance across a country or even a specific region over a period of several years. In terms of strategic planning and monitoring, it can be used as a fully operational tool to target areas with significantly low rates (for all donors or specific demographic groups) in future blood donation campaigns.

From targeted "black spots" to area-wide pedestrian safety

OBJECTIVE

To describe and illustrate the geographic distribution of pedestrian crash sites in an urban setting (Montreal, Canada) with an alternative data source.

METHODS

Data on pedestrian victims were extracted for a 5-year period (1999-2003) from ambulance services information systems. The locations of crash sites and pedestrian victim density were mapped using a geographic information system. Pedestrian "black spots" were defined as sites where there had been at least eight pedestrian victims.

RESULTS

The 22 identified black spots represent only 1% of all city intersections with at least one victim and 4% of all injured pedestrians, whereas 5082 victims were injured at >3500 different crash sites. The number and population rates of injured pedestrians are greater in central boroughs. Accordingly, the density of pedestrian victims is much higher in central boroughs. Over the 5-year period, in some central boroughs, pedestrian crashes occurred in up to 26% of intersections.

CONCLUSIONS

Ambulance information systems were relevant to map pedestrian crash sites. Most pedestrians were injured at locations that would have been missed by the black spot approach. This high-risk preventive strategy cannot substantially reduce the total number of injured or the insecurity that many pedestrians experience when walking. Considering the large number and widespread occurrence of pedestrian crashes in Montreal, prevention strategies should include comprehensive environmental measures such as global reduction of traffic volume and speed.