thèse doctorat de l'université bordeaux 2 - ISPED-Enseignement à ...

case and control sites, as estimated from Moran’s I statistic (P ≥ 0.12). High crash site densitywas observed near Yaoundé and on the Edéa-Douala road section (Figure 11).Figure 11. Injury crash site density along 25-km stretches of Yaoundé-Douala roadsectionNDoualaEdéaPoumaBoumnyebelYaoundéMbankomoInhabitants per city (,000)>200Site/km1.3-1.4>20-2001.5-2.5 8 m, andintersections were significantly more frequent at case sites than controls (Table 9). Videoscrutiny showed that shops and schools were more frequent at case sites than controls. Noassociations were observed between lengthy straight sections (>872 m) and case sites.In the model including only variables from site visits, crash sites were more likely to belocated at intersections than control sites. Similarly, the crash sites were more likely to belocated in built-up areas as compared to control sites. Similarly, likelihood of crashes on flatroad sections increased when the road was wider than 8 m as compared to narrow roadsections. Moreover, injury crash likelihood increased in presence of nearby obstacles whenroad surface was irregular than regular. In the model including only variables from video,crash sites were more likely near shops than control sites.In the model including both types of variables (model 3), crash sites were more likely to belocated on road sections with flat road profiles, irregular surface conditions, near (< 4 m) solidobstacles, except for crash barriers, and at three- and four-legged intersections (Table 9).Furthermore, crash likelihood increased in built-up areas when verge depth was null ascompared to verge depth more than 0 m. Attributable crash risk proportions were 21.9% forflat road profiles, 11.3% for irregular surface conditions, 5.5% for nearby (< 4 m) obstacles,4.6% for three-legged intersections, and 3.4% for four-legged intersections. Attributable crashrisk proportion was 16.1% for built-up areas as estimated from model 1.39