| 000 | 03322 am a22003013u 4500 | ||
|---|---|---|---|
| 042 | _adc | ||
| 100 | 1 | 0 |
_aQuintero Valverde, Carolina _eauthor _92529 |
| 700 | 1 | 0 |
_aPerez-Ferrer, Carolina _eauthor _92530 |
| 700 | 1 | 0 |
_aChías Becerril, Luis _eauthor _92531 |
| 700 | 1 | 0 |
_aMartínez Santiago, Armando _eauthor _92532 |
| 700 | 1 | 0 |
_aReséndiz Lopez, Héctor _eauthor _92533 |
| 700 | 1 | 0 |
_aPrado Galbarro, Javier _eauthor _92534 |
| 700 | 1 | 0 |
_aQuistberg, D. Alex _eauthor _92535 |
| 700 | 1 | 0 |
_aDiez Roux, Ana V _eauthor _92536 |
| 700 | 1 | 0 |
_aBarrientos-Gutierrez, Tonatiuh _eauthor _92537 |
| 245 | 0 | 0 | _aEvaluation of road safety policies and their enforcement in Mexico City, 2015-2019: an interrupted time-series study |
| 260 |
_bBMJ Publishing Group, _c2023-02. |
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| 500 | _a/pmc/articles/PMC7614109/ | ||
| 500 | _a/pubmed/36096653 | ||
| 520 | _aBACKGROUND: 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. | ||
| 540 | _a© Author(s) (or their employer(s)) 2023. Re-use permitted under CC BY. Published by BMJ. | ||
| 540 | _ahttps://creativecommons.org/licenses/by/4.0/This is an open access article distributed in accordance with the Creative Commons Attribution 4.0 Unported (CC BY 4.0) license, which permits others to copy, redistribute, remix, transform and build upon this work for any purpose, provided the original work is properly cited, a link to the licence is given, and indication of whether changes were made. See: https://creativecommons.org/licenses/by/4.0/. | ||
| 546 | _aen | ||
| 690 |
_aOriginal Research _92538 |
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| 655 | 7 |
_aText _2local |
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| 786 | 0 | _nInj Prev | |
| 856 | 4 | 1 |
_uhttp://dx.doi.org/10.1136/ip-2022-044590 _zConnect to this object online. |
| 999 |
_c2166 _d2166 |
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