Quistberg D Alex, Howard Eric J, Ebel Beth E, Moudon Anne V, Saelens Brian E, Hurvitz Philip M, Curtin James E, Rivara Frederick P
Harborview Injury Prevention & Research Center, University of Washington, 325 Ninth Avenue, Box 359960, Seattle, WA 98104-2499, USA; Department of Pediatrics, University of Washington, 1959 NE Pacific Street, Box 356320, Seattle, WA 98195-6320, USA.
Urban Form Lab, University of Washington, Box 354802,1107 NE 45th Street, Suite 535, Seattle, WA 98105-4631, USA; Department of Urban Design and Planning, University of Washington, Box 355740, 3950 University Way NE, Seattle, WA 98195-5740, USA.
Accid Anal Prev. 2015 Nov;84:99-111. doi: 10.1016/j.aap.2015.08.013. Epub 2015 Sep 1.
Walking is a popular form of physical activity associated with clear health benefits. Promoting safe walking for pedestrians requires evaluating the risk of pedestrian-motor vehicle collisions at specific roadway locations in order to identify where road improvements and other interventions may be needed. The objective of this analysis was to estimate the risk of pedestrian collisions at intersections and mid-blocks in Seattle, WA. The study used 2007-2013 pedestrian-motor vehicle collision data from police reports and detailed characteristics of the microenvironment and macroenvironment at intersection and mid-block locations. The primary outcome was the number of pedestrian-motor vehicle collisions over time at each location (incident rate ratio [IRR] and 95% confidence interval [95% CI]). Multilevel mixed effects Poisson models accounted for correlation within and between locations and census blocks over time. Analysis accounted for pedestrian and vehicle activity (e.g., residential density and road classification). In the final multivariable model, intersections with 4 segments or 5 or more segments had higher pedestrian collision rates compared to mid-blocks. Non-residential roads had significantly higher rates than residential roads, with principal arterials having the highest collision rate. The pedestrian collision rate was higher by 9% per 10 feet of street width. Locations with traffic signals had twice the collision rate of locations without a signal and those with marked crosswalks also had a higher rate. Locations with a marked crosswalk also had higher risk of collision. Locations with a one-way road or those with signs encouraging motorists to cede the right-of-way to pedestrians had fewer pedestrian collisions. Collision rates were higher in locations that encourage greater pedestrian activity (more bus use, more fast food restaurants, higher employment, residential, and population densities). Locations with higher intersection density had a lower rate of collisions as did those in areas with higher residential property values. The novel spatiotemporal approach used that integrates road/crossing characteristics with surrounding neighborhood characteristics should help city agencies better identify high-risk locations for further study and analysis. Improving roads and making them safer for pedestrians achieves the public health goals of reducing pedestrian collisions and promoting physical activity.
步行是一种广受欢迎的体育活动形式，对健康有明显益处。促进行人安全步行需要评估特定道路位置发生行人与机动车碰撞的风险，以便确定哪些地方可能需要进行道路改善及其他干预措施。本分析的目的是估计华盛顿州西雅图市十字路口和街区中部发生行人碰撞的风险。该研究使用了2007 - 2013年警方报告中的行人与机动车碰撞数据，以及十字路口和街区中部位置的微观环境和宏观环境的详细特征。主要结果是每个位置随时间发生的行人与机动车碰撞次数（发病率比[IRR]和95%置信区间[95%CI]）。多水平混合效应泊松模型考虑了不同时间地点内部和之间以及人口普查街区之间的相关性。分析考虑了行人和车辆活动情况（如居住密度和道路分类）。在最终的多变量模型中，与街区中部相比，有4条路段或5条及以上路段的十字路口行人碰撞率更高。非住宅道路的碰撞率明显高于住宅道路，主干道的碰撞率最高。每增加10英尺街道宽度，行人碰撞率会提高9%。有交通信号灯的位置碰撞率是没有信号灯位置的两倍，有明显人行横道的位置碰撞率也更高。有明显人行横道的位置碰撞风险也更高。有单行道的位置或有鼓励驾车者将路权让给行人标志的位置行人碰撞较少。在鼓励更多行人活动的地方（更多公交使用、更多快餐店、更高的就业、居住和人口密度）碰撞率更高。十字路口密度较高的位置碰撞率较低，住宅物业价值较高地区的位置也是如此。所采用的将道路/交叉路口特征与周边社区特征相结合的新颖时空方法，应有助于城市机构更好地识别高风险位置，以便进一步研究和分析。改善道路并使其对行人更安全，可实现减少行人碰撞和促进体育活动的公共卫生目标。
