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to Dec 08 were retrieved and photocopied from regional NHMP offices with permission ofthe officer in charge.Variables coded from accident registers included date, time, number and type of involvedvehicles, number of persons injured or who died in a reported crash, and whether crashoccurred during maintenance works. Variables coded from crash reports included date, time,location, direction of lane (North-bound or South-bound), light, weather, horizontal andvertical road profile, road surface and shoulder condition, ongoing maintenance, and crashcause [106].Type of crash was defined as single vehicle, same direction, opposite direction,sidewise, pedestrian. When more than one type was identified, crashes were coded as crash ofmost vulnerable involved road user; the vulnerability decreasing order was: pedestrian;opposite direction; sidewise or at intersection; single vehicle; same direction [106]. Details onnumber, injury severity, and type of road user involved (pedestrian, riders of two-wheelers, oroccupants of cars/jeeps, minibuses, buses, or trucks) were coded separately. Severity wasdefined as ‘severe’ when involved person was transported to hospital and ‘fatal’ wheninvolved road user died at crash scene or at hospital in first 24 hours of the event [85].AnalysisInformation on crashes from registers and reports were linked to make a single file based oncrash location (km) and crash date, available for all crashes. Crash, fatality, and severe injuryper 10 9 vehicle-km travelled for vehicle type and direction were computed using traffic countssurvey [83]. Proportion of crashes, fatalities, and injuries on HWZ were computed andcompared to other zones. Information on HWZ dates was only available for the Hyderabad-Hala sub-section. Due to this limitation, crash, fatality and injury rates for work and normaltraffic zone were computed only for the 50-km-long sub-section. Crash, fatality, and severeinjury risks according to road directions, vehicle types and traffic conditions were comparedusing rate ratios with 95% confidence intervals, rate differences, and attributable riskproportions where appropriate [104, 107]. Associations of factors with HWZs crashes wereestimated from a multiple logistic regression model, including all variables weakly associated(P
Table 10. Road crash fatality and injury risk per 10 9 vehicle-km on the Karachi-Halaroad section, Pakistan (2006-08)Vehicle-km Crash Fatality Severe injury10 9 N Rate* N Rate* N Rate*All (except work zone) 4.84 153 31.6 63 13.0 287 59.3-North-bound direction 2.40 98 40.8 38 15.8 191 79.6-South-bound direction 2.44 55 22.5 25 10.2 96 39.3Vehicle †-Motorcycle 0.19 10 52.6 8 42.1 10 52.6-Car/jeep 1.90 60 31.6 29 15.3 107 56.3-Mini-van (
Page 1: Université Victor Segalen Bordeaux
Page 4 and 5: Publications (peer-reviewed).......
Page 6 and 7: Index of figuresFigure 1. Traffic f
Page 8 and 9: AbbreviationsAKUAVCIBMIEASESSDALYDW
Page 10 and 11: AbstractBackground: Interurban traf
Page 12 and 13: L'objectif de cette thèse était d
Page 14 and 15: 2. Background2.1 Road injury burden
Page 16 and 17: 2.4 Multiple factors involved in tr
Page 18 and 19: Figure 4. Percentage difference of
Page 20 and 21: 2.7 Interurban road safety research
Page 22 and 23: ObjectivesThe objectives of this fi
Page 24 and 25: ResultsCrash burdenA total of 935 R
Page 26 and 27: Figure 7. Monthly trend of traffic
Page 28 and 29: Injury outcome patternsMost of inju
Page 30 and 31: MethodsThe study setting was 196-km
Page 32 and 33: patients. In the ED, those with NIS
Page 34 and 35: Table 6. Traffic injuries reported
Page 36 and 37: 5. Analytical StudiesPrevious liter
Page 38 and 39: under supervision of Dr. Sobngwi-Ta
Page 40 and 41: Table 9. Situational variables at c
Page 42 and 43: MethodsStudy design and settingStud
Page 46 and 47: normal zones. However, this associa
Page 48 and 49: MethodsStudy design and settingsThe
Page 50 and 51: Figure 14. Picture extracted of a h
Page 52 and 53: located in built-up area in Pakista
Page 54 and 55: Table 15. Differences in hazard per
Page 56 and 57: 6. Discussion6.1 Originality of stu
Page 58 and 59: Although adjustments are possible,
Page 60 and 61: observational studies on how the de
Page 62 and 63: to understand the deficiencies in t
Page 64 and 65: [24] Damsere-Derry J, Afukaar FK, D
Page 66 and 67: [69] Central Intelligence Agency. T
Page 68 and 69: [111] Geurts K, Wets G, Brijs T, Va
Page 70 and 71: [154] Rosenbloom T, Shahar A, Elhar
Page 72 and 73: 4. Farooq U, Bhatti JA, Siddiq M, M
Page 74 and 75: Appendix 1: Literature review on in
Page 76 and 77: they identified a cluster of long b
Page 78 and 79: more cost-effective than redesignin
Page 80 and 81: Table 18. Traffic injury interventi
Page 86 and 87: Appendix 3: Study I supplementary r
Page 88 and 89: Appendix 4: Manuscript in preparati
Page 90 and 91: BACKGROUNDPakistan, located at the
Page 92 and 93: patients were recorded during their
Page 94 and 95:
This might motivate police officers
Page 96 and 97:
12. Peden M, Scurfiled R, Sleet D,
Page 98 and 99:
Table 1. Traffic injuries reported
Page 100 and 101:
Table 3. Ascertainment of police, a
Page 102 and 103:
Appendix 5: Article published - Stu
Page 104 and 105:
104
Page 106 and 107:
106
Page 108 and 109:
108
Page 110 and 111:
Appendix 6: Article under review -
Page 112 and 113:
1. INTRODUCTIONWith the aging of hi
Page 114 and 115:
A total of 180 crashes were identif
Page 116 and 117:
conspicuity at HWZs in Pakistan. 2
Page 118 and 119:
21. Sobngwi-Tambekou J, Bhatti J, K
Page 120 and 121:
Table 2. Highway work zone crash fa
Page 122 and 123:
122
Page 124 and 125:
ABSTRACTObjectives: Interurban road
Page 126 and 127:
oad). A matched strategy was used t
Page 128 and 129:
SitesOut of 131 crash sites identif
Page 130 and 131:
Similarly, it was shown previously
Page 132 and 133:
Majdzadeh, R., Khalagi, K., Naraghi
Page 134 and 135:
Table 2. Characteristics of Pakista
Page 136 and 137:
Table 4. Factors associated with ha
Page 138 and 139:
Table 21. Situational factors at hi
Page 140 and 141:
Table 23. Situational factors assoc
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