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Introduction Cameras for detecting traffic violations have been used as a measure to improve road safety in different countries around the world. In Cali, Colombia, fixed cameras were installed in March 2012 on a number of roads and intersections. All camera devices are capable of detecting simultaneously the following traffic violations: driving over the speed limit, running a red light or stop sign, violation of the traffic ban schedule, and blocking the pedestrian crosswalk. Objective To evaluate the impact of camera enforcement of traffic violations in Cali, Colombia. Methods A quasi-experimental difference-in-differences study with before and after measurements and a comparison group was conducted. We observed 38 intervention areas and 50 comparison areas (250 m radius), during 42 months before and 34 months after the installation of cameras. Effects were estimated with mixed negative binomial regression models. Results In intervention areas, after 12 months, there was a reduction of 19.2% of all crashes and a 24.7% reduction of injury and fatal crashes. In comparison areas, this reduction was 15.0% for all crashes and 20.1% for injury and fatal crashes. After adjusted comparisons, intervention sites outperformed comparison sites with an additional yearly reduction of 5.3% (p = 0.045) for all crashes. Conclusions The use of cameras for detecting traffic violations seems to have a positive effect on the reduction of crashes in intervention areas. A beneficial spillover effect was found as well in comparison areas; but more evaluations are needed.

Its favorable geographical position allows Colombia to have seaports distribut- ed in coastal areas of the Pacific and Atlantic oceans. The aim of this study is to determine the existing levels of terrestrial accessibility between departments and major seaports. Spatial equity is assessed with respect to the provision of transportation infrastructure, considering the historical, geographical, and contextual conditions linked to differences in terms of accessibility and regional prosperity. Findings suggest that the departments in the Caribbean and Pacific regions have deficien- cies in the provision of terrestrial transporta- tion infrastructure. On the other hand, there is a concentration of this type of infrastructure in Cundinamarca, Antioquia, Valle del Cauca and Santander. Results indicate that seaports in the Atlantic coast have higher levels of ac- cessibility and attraction with respect to those located on the Pacific coast.

This study's goal was to establish the prevalence of driving under the influence of alcohol (DUI) and alcohol consumption patterns among drivers in Cali, Colombia, in 2013. A cross-sectional study based on a roadside survey using a stratified and multi-stage sampling design was developed. Thirty-two sites were chosen randomly for the selection of drivers who were then tested for blood alcohol concentration (BAC) and asked to participate in the survey. The prevalence of DUI was 0.88% (95% confidence intervals [95% CI] 0.26%-1.49%) with a lower prevalence when BAC was increasing. In addition, a higher prevalence was found during non-typical checkpoint hours (1.28, 95% CI -0.001%-0.03%). The overall prevalence is considered high, given the low alcohol consumption and vehicles per capita. Prevention measures are needed to reduce DUI during non-typical checkpoints and ongoing studies are required to monitor the trends and enable the assessment of interventions.

En este trabajo se presenta un modelo que usa un autómata celular para investigar la accesibilidad peatonal al interior del campus de la Universidad del Valle, que, actualmente, cuenta con 1.000.000 m2, con un área construida de 164.469,35 m2 correspondiente a 56 edificios y con una movilidad de 15.500 peatones aproximadamente. El modelo es usado para simular el comportamiento del flujo peatonal sobre una red de corredores, que permite observar patrones emergentes de accesibilidad en las horas pico al interior del campus universitario, para así identificar, entender y encontrar las necesidades de movilidad de sus usuarios en los canales peatonales y facilitar la toma de decisiones en la mejora de la red peatonal para su ampliación o construcción. Para la construcción del modelo, se propuso una modificación de la vecindad de Moore y el desarrollo del prototipo se realizó mediante Desarrollo Dirigido por Comportamiento. El modelo representa el problema de movilidad peatonal en términos microscópicos y macroscópicos, y la implementación presenta dos entornos visuales: una interfaz gráfica en la que se ve la ejecución de la simulación y una interfaz modo carácter que solo muestra los resultados en un informe. Según los resultados de la implementación del modelo, los peatones en el autómata celular tienen el comportamiento esperado y resuelven los conflictos en la red de corredores de su origen a su destino, según las rutas definidas y en los tiempos esperados.

This study's goal was to evaluate the pilot exclusive lane for motorcycles (Motovía) in Cali, Colombia, from the perception of its users in 2012-2013. A cross-sectional study using roadside surveys plus a qualitative component of individual semi-structured interviews was carried out. Road users' perceptions were investigated before and after implementation of lane dividers (LD) and were compared with other roads in the city. Perceptions were compared using chi-square tests. In the study, 293 motorcyclists, 111 cyclists, and 115 automobile drivers were interviewed. Following the installation of the LD, the majority of motorcyclists and cyclists reported that LD made easier the driving maneuvers and decreased travel time, in contrast to perceptions of automobile drivers (p0.001). For most motorcyclists, the Motovia was considered as safe and effective, approving its continuity and replication. Half of automobile drivers and cyclists did not approve the installation of the Motovia due to travel time (drivers) and security issues (cyclists). Motovia is an option to enhance motorcyclists' safety on the road. It must, however, offer clear circulation alternatives for automobile drivers. According to users' perception, it is not safe for bicycles and other human-powered vehicles to share lanes with motorcycles. Further research about vulnerable road users' infrastructure is required.

De manera inicial se tratan los lineamientos para la recuperacion de la fachada costera y su relacion con las obras de proteccion; las infraestructuras de transporte y de manera especial la explotacion turistica del litoral; posteriormente se menciona el mantenimiento y gestion del escenario costero, ademas de incluir los metodos de control del detrimento del paisaje provocado por la erosion, se hace mencion a los metodos pasivos y activos. Todo esto dentro de lo que seria una estrategia global: la ordenacion integrada de las zonas costeras.