The safety level of a pedestrian crossing is affected by infrastructure characteristics and vehicular and pedestrian traffic level. This paper presents a methodology that allows assessing the safety level of a pedestrian crossing, regulated or not by traffic light, in an urban area according to the features of the crossing. A hierarchical structure representing factors influencing crossing safety has been developed and the relative contributions of each factor were calculated using AHP method. A composite index for crossing safety and specific indexes for main aspects included in the assessment have been developed. Main assessment aspects are: Spatial and Temporal Design, Day-time and Night-time Visibility and Accessibility. Night-time Visibility resulted to have the higher weight (about 41%). Developed indexes allow ranking of pedestrian crossings and assigning intervention priorities, highlighting the aspects which are to be enhanced. The methodology has been used for the evaluation of 215 pedestrian crossings in 17 European cities for the Pedestrian Crossing Assessment Project co-financed by FIA Foundation.

In the pursuit of sustainable mobility and the decarbonization of transport systems, public authorities are increasingly scrutinizing the impact of travel speed on emissions within both low-speed and high-speed environments. This study critically examines the evidence concerning emission impacts associated with speed limit changes in different traffic environments by conducting a systematic review of the literature in accordance with the Preferred Reporting Items for Systematic Reviews and Meta-Analyses (PRISMA) guidelines. A total of 25 studies that met the eligibility criteria were assessed. The results reveal mixed evidence for reducing emissions through speed limit reductions in low-speed areas. However, emerging evidence suggests that reduced urban speeds may abate emissions through enhanced traffic flow and a shift in modal preferences away from personal vehicle use. Additionally, in urban areas, minor observed emission reduction per vehicle can add up to large overall reductions due to the high number of vehicles. In high-speed contexts, the evidence is much clearer, showing that reduced speed limits correlate with significant reductions in NOx, CO₂, and particulate matter emissions. The extent of these reductions is highly variable and contingent upon the specific speed limits or limit reductions, the local context, the vehicle type, and the baseline types and levels of pollutants. Notably, there is a lack of research on the effects of speed on emissions, especially in low- and middle-income countries (LMICs), highlighting a critical area for future investigation. The findings of this study underscore the potential environmental benefits of speed management policies and advocate for the promotion of smoother and less aggressive driving behavior to mitigate emissions and enhance sustainable mobility in both low-speed and high-speed settings.

This study estimated the social costs of road traffic crashes (RTCs) in Cameroon, motivated by a lack of empirical evidence for economic loss and social suffering associated with RTCs menace in developing countries particularly Sub-Sahara Africa. A model for estimation of cost based on a combination of valuation methods was developed following international guidelines, and can be adapted for other developing countries similar to Cameroon’s context. Five cost components were estimated namely: production loss; human costs; medical costs; property damage costs and administrative costs. Data from the field, secondary databases and transfer values were used together with adjustments for under-reporting of road traffic crash data that is prevalent particularly in developing countries. Total social cost of RTCs in Cameroon in 2018 was USD 3.6 Billion and is equivalent to 3.8% of GDP in 2018. This estimate is way above RTCs cost estimates obtained by studies in Sub-Sahara Africa using the human capital approach, and slightly outside the range of social cost estimates found in Lower- and Middle-Income Countries (LMICs) literature. The estimate is also larger than the conservative figures used for policy purposes such as the current National Road Safety Strategy, implying that under-reporting of RTCs data under-represents apparent socio-economic value of RTCs. The study recommends improvement in the procedures of crash data by operationalizing the recently established centralized RTCs database, as well as adoption of systematic approaches to estimation of crash costs by policy makers.

The transition to sustainable mobility is a recognized socio-economic and environmental challenge, particularly among young adults. In addressing the gap in the literature on young adults’ travel behaviors, especially in Cameroon, this paper investigates the transport mode choices, influencing factors, and barriers to sustainable mobility of students at the National Advanced School of Public Works, Yaoundé (NASPW). Data were collected through online questionnaires with 360 valid responses. Findings revealed that most students used multiple modes of transport for commuting, with moto-taxis being the most common. Accessibility, vehicle speed, and flexibility appeared as the most important reasons for the preferred transport modes, while driver’s license possession, safety perceptions, speed, and proximity were significant predictors for mode choice. Demographic factors were found to influence transport preferences, with distinct clusters prioritizing different aspects. Barriers to public transport were primarily long waiting times and congestion, while active mobility was hindered by distance, infrastructure, and weather. The usage of public transportation was encouraged by its affordability and reduced travel time, whilst active options were preferred due to cost savings and health benefits. To promote sustainable mobility for campus travel, it is crucial to encourage active modes, develop mass transport systems, and raise awareness through symposia and conferences among students and staff.

Road traffic crashes claim approximately 1.19 million lives annually worldwide, with low- and middle-income countries (LMICs) bearing a disproportionately high share of this burden. Intersections in these contexts are particularly hazardous due to mixed, non-lane-based traffic and infrastructural constraints. This study analysed 1242 police-reported intersection crashes (2021–2025) from Douala and Yaoundé, Cameroon, using binary probit and logistic regression models to identify infrastructural and environmental determinants of crash severity. Results from both models were consistent, indicating that late-night and early-morning crashes (00:00–05:59) significantly increased the probability of severe outcomes by 13.5% (p-value < 0.05), while single-lane roads raised it by 21.5% (p-value < 0.05; OR = 5.38), and two-lane roads raised the probability by 9.1% (p-value < 0.05; OR = 3.90) compared with multilane sections. Additionally, centre lines were associated with safer outcomes than physical separation (p-value < 0.05; OR = 0.30). Although model fit indices were modest (Nagelkerke R² = 0.118), typical of cross-sectional crash-severity models, the findings underscore the dominant influence of road geometry and lighting-related temporal exposure in shaping intersection crash outcomes. These insights provide a basis for targeted interventions such as road widening, improved night-time illumination, and simplified midblock designs to enhance safety in Cameroon and similar LMIC urban settings.

Road traffic crashes are mainly caused by three concurrent factors: infrastructure, vehicle, and human factors. Regarding infrastructure, in recent decades, a series of management tools and procedures called Road Infrastructure Safety Management (RISM) have been proposed. The aim of RISM procedures is to support road authorities in the prevention and mitigation of future road traffic crashes. One of these procedures is the In-built Road Safety Assessment (IRSA) methodology. The peculiarity of an IRSA methodology is the underpinning method used to assign a score to a road section with the aim of identifying those road sections in a network with safety-related infrastructure deficiencies. The objective of this paper is to provide an overall literature review of existing methodologies used worldwide for network-wide road safety assessment for rural road. The review was conducted following the guidelines provided by Joanna Briggs Institute (JBI) and the Preferred Reporting Items for Systematic Reviews and Meta-Analysis Protocols (PRISMA-P) checklist 2020. The characteristics of these methodologies were compared with respect to the following research questions: What are the general characteristics of IRSA methodologies? What risk method/index is applied? Which data collection method/technique is used? What types of road parameters are considered for the assessment? What is the level of expertise needed to implement the methodology? Where and how are the results validated? As a result, 14 IRSA methodologies were identified. Also, the review showed that similar road parameters were used including: operating speed, road surface, low curve radius, poor sight distance (horizontal and vertical curves), lane width, undivided road (median type), shoulder width, sight obstructions (landscape, obstacles and vegetation), absence of traffic signs and road markings, traffic flow (AADT), intersection quality and density of intersections/lateral accesses. Despite these similarities, some differences were observed in risk formulation, safety quantities of parameters, level of expertise required, and validation of studies. Researchers may use these findings to develop future road safety assessment methodologies, while road practitioners can make use of this in identifying suitable network-wide assessment methods for safety assessments of road infrastructures. Finally, a series of recommendations for future research work on IRSA methodologies is suggested.