Dissertations / Theses on the topic 'Accidents rate of motorcyclists'

Abstract The main theme of this thesis is to discuss the specific conditions of motorcycles participation in traffic. Primarily the author of the processing of statistical data relating to road traffic accidents found the most frequent causes leading to the accident of motorcycles, set out a list of typical hazardous situations and provide an opportunity to prevent them, respectively propose the concrete steps for their reduction, while visual processing is done using by the Virtual CRASH software. Secondarily, it is then processed an overview by modern elements of active and passive safety of motorcycles and their effect on the reduction of traffic accidents, or reduce health risks as the consequences of road traffic accidents. Statistical data are then confronted with the subjective perception of participation in traffic, concretely with motorcycle riders. Their opinions are interpreted by the most frequent responses from the questionnaires, the results are included in the last part of this thesis. The objective of this work is in the comparison of both perspectives - statistical data and the opinions of motorcyclists - about the traffic situation in the Czech Republic. The result of this work is the more realistic view on the issue.

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A motocicleta tem se tornado importante veículo de transporte no Brasil, pois proporciona deslocamentos mais ágeis e apresenta menor custo. Este veículo tem sido usado cada vez mais para os deslocamentos de casa para o trabalho e vice-versa. Por isso, pretende-se compreender aspectos do processo e origens dos acidentes que ocorrem nestes momentos. Sua metodologia se dividiu em três etapas. A primeira constou da comparação dos acidentes que ocorreram nos horários de deslocamentos com os outros, a partir de uma análise quantitativa, o que levou a divulgação no artigo 1. Na segunda etapa foram explorados qualitativamente 20 casos de acidentes de motociclistas não profissionais ocorridos em 2011 em Paranavaí, PR realizando tentativas de compreender as origens destes a partir de entrevistas semiestruturadas, grupos focais e observações nos locais de acidentes. As análises foram guiadas pelo modelo de análise e prevenção de acidentes de trabalho (MAPA) que dialoga com conceitos de diferentes campos de conhecimento já usados em análise de acidentes. O foco foi compreender as estratégias e modos operatórios que os motociclistas não profissionais usavam para ter mais segurança. Desta segunda etapa, surgiu o artigo 2. Já a terceira e última etapa consistiu em exploração da noção de cenários típicos dos acidentes que envolveram estes mesmos 20 motociclistas não profissionais. Foi adotada metodologia que buscou descrever núcleos comuns ou achados assemelhados que se repetiam nos acidentes vistos como processos, ou seja, eventos com história ou antecedentes a serem considerados. Desta etapa surgiu o artigo 3. A ideia é tentar compreender tanto de forma quantitativa quanto qualitativa como ocorrem esses acidentes para que estratégias e ações possam ser formuladas baseadas em um pano de fundo da realidade vivida pelos motociclistas não profissionais
Motorcycle has become an important vehicle of transportation in Brazil, as it provides more agile movements and with less cost. This vehicle has been increasingly used in displacement. Therefore, was intended to understand the process and origins of accidents that occurred at these times. Methodology was divided into three steps. The first consisted of comparing the accidents that occurred in commuting with others, from a quantitative analysis, which led to disclosure in Article 1. In the second stage were explored qualitatively 20 cases of nonprofessionals motorcycle accidents occurred in 2011 in Paranavaí, PR, to understand the origins of these from semi-structured interviews, focus groups and observations at accident local. The analysis was guided by the analysis model and prevention of occupational accidents (MAPA) which dialogues with concepts from different fields of knowledge already used in accident analysis. The focus was to understand strategies and operational methods that non-professional riders used to have more security. In this second stage, emerged Article 2. The third and final step explored the notion of typical scenarios of accidents involving these 20 non-professional riders. It was adopted methodology that seeks to describe common nucleus findings that were repeated in accidents viewed as processes, events with history or background to be considered. This article appeared Step 3. The idea is to try to understand both quantitatively and qualitatively how these accidents occurs and strategies and actions can be formulated based on a background of the reality experienced by non-professional motorcyclists

Orientador: Ildeberto Muniz de Almeida
Banca: Adriano dias
Banca: Maria Cecília Pereira Binder
Banca: Rodolfo Andrade de Gouveia Vilela
Banca: José Marçal Jackson Filho
Resumo: A motocicleta tem se tornado importante veículo de transporte no Brasil, pois proporciona deslocamentos mais ágeis e apresenta menor custo. Este veículo tem sido usado cada vez mais para os deslocamentos de casa para o trabalho e vice-versa. Por isso, pretende-se compreender aspectos do processo e origens dos acidentes que ocorrem nestes momentos. Sua metodologia se dividiu em três etapas. A primeira constou da comparação dos acidentes que ocorreram nos horários de deslocamentos com os outros, a partir de uma análise quantitativa, o que levou a divulgação no artigo 1. Na segunda etapa foram explorados qualitativamente 20 casos de acidentes de motociclistas não profissionais ocorridos em 2011 em Paranavaí, PR realizando tentativas de compreender as origens destes a partir de entrevistas semiestruturadas, grupos focais e observações nos locais de acidentes. As análises foram guiadas pelo modelo de análise e prevenção de acidentes de trabalho (MAPA) que dialoga com conceitos de diferentes campos de conhecimento já usados em análise de acidentes. O foco foi compreender as estratégias e modos operatórios que os motociclistas não profissionais usavam para ter mais segurança. Desta segunda etapa, surgiu o artigo 2. Já a terceira e última etapa consistiu em exploração da noção de cenários típicos dos acidentes que envolveram estes mesmos 20 motociclistas não profissionais. Foi adotada metodologia que buscou descrever núcleos comuns ou achados assemelhados que se repetiam nos acidentes vistos como processos, ou seja, eventos com história ou antecedentes a serem considerados. Desta etapa surgiu o artigo 3. A ideia é tentar compreender tanto de forma quantitativa quanto qualitativa como ocorrem esses acidentes para que estratégias e ações possam ser formuladas baseadas em um pano de fundo da realidade vivida pelos motociclistas não profissionais
Abstract: Motorcycle has become an important vehicle of transportation in Brazil, as it provides more agile movements and with less cost. This vehicle has been increasingly used in displacement. Therefore, was intended to understand the process and origins of accidents that occurred at these times. Methodology was divided into three steps. The first consisted of comparing the accidents that occurred in commuting with others, from a quantitative analysis, which led to disclosure in Article 1. In the second stage were explored qualitatively 20 cases of nonprofessionals motorcycle accidents occurred in 2011 in Paranavaí, PR, to understand the origins of these from semi-structured interviews, focus groups and observations at accident local. The analysis was guided by the analysis model and prevention of occupational accidents (MAPA) which dialogues with concepts from different fields of knowledge already used in accident analysis. The focus was to understand strategies and operational methods that non-professional riders used to have more security. In this second stage, emerged Article 2. The third and final step explored the notion of typical scenarios of accidents involving these 20 non-professional riders. It was adopted methodology that seeks to describe common nucleus findings that were repeated in accidents viewed as processes, events with history or background to be considered. This article appeared Step 3. The idea is to try to understand both quantitatively and qualitatively how these accidents occurs and strategies and actions can be formulated based on a background of the reality experienced by non-professional motorcyclists
Doutor

Thesis (M.S.)--West Virginia University, 2009.
Title from document title page. Document formatted into pages; contains xiii, 82 p. : ill. (some col.). Vita. Includes abstract. Includes bibliographical references (p. 65-66).

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The motorcycle is the most vulnerable means of transport of occurrence of traffic accidents, , and passed from desire object in twentieth century, to be subject to risks nowadays, impacting on people's quality of life and is considered a health public problem that poses a risk of life, causing diseases and may even cause death. Therefore, if nothing is done to mitigate the high levels achieved it will becomes to one of the leading causes of death from external causes in Brazil and in the world. The objective of this thesis was to analyze the traffic accident database with motorcycles occurred in Campina Grande city - PB, in 2014, making use of Geographic Information Systems associated with Spatial Statistics tools, based on the verification and identification of specific trends of this type of traffic accidents to check the occurrence of critical areas. For this we used qualitative, quantitative procedure and a rigorous analysis of the database provided by the Public Transport and Traffic System - STTP to later perform the application of the Kernel estimator in Statistical Software R. Thereby we can conclude that using Kernel estimator heat map, incorporated into the statistical software R version 3.2.2, provided good results. Helping to preview of the variation and intensity, which the database behaved over the 2014 period.
A motocicleta é o meio de transporte mais vulnerável a ocorrência de acidentes de trânsitos, e passou de um objeto de desejo do século XX, para ser objeto de riscos nos dias atuais, impactando na qualidade de vida da população, sendo considerado um problema de saúde pública que representa um risco à vida, produzindo doença, podendo até provocar a morte. Portanto, se nada for feito para amenizar os altos índices alcançados na atualidade, irá se tornar uma das principais causas de mortes por causas externas do Brasil e do mundo. O objetivo da presente dissertação foi realizar uma análise nos dados de acidentes de trânsito com motocicletas ocorridos no município de Campina Grande – PB, no ano de 2014, fazendo- se uso de Sistemas de Informações Geográficas associados a ferramentas de Estatística Espacial e partindo da verificação e identificação de tendências pontuais deste tipo de acidentes de trânsito, até a verificação da ocorrência de áreas críticas. Para isto utilizou-se de procedimento qualitativos, quantitativos e de uma análise minuciosa ao banco de dados fornecidos pela Superintendência de Trânsito e Transportes Públicos (STTP), para posteriormente realizar a aplicação do estimador de Kernel no Software Estatístico R. Com isto podemos concluir que a utilização do mapa de calor do estimador de Kernel, incorporados ao software Estatístico R versão 3.2.2, forneceram bons resultados. Está Ferramenta permitirá uma visualização quanto a variação e intensidade ao longo do período do ano de 2014.

CAPES
Cada sujeito delimita o ambiente e sobre ele atua a partir de suas representações, informações, experiências e vivências cotidianas em seu tempo e espaço. As percepções de risco dos sujeitos além de estarem ligadas a questões de ambiente, cultura e o senso comum dos sujeitos, estão ligadas aos sistemas peritos nos quais confiamos. Nesse sentido, a presente dissertação apresenta resultados de uma investigação cuja finalidade foi analisar as relações entre as representações sociais sobre risco de acidente no trânsito e comportamento no trânsito de um grupo de motofretistas e mototaxistas de Pato Branco, Paraná, em relação à prática de condução, manutenção do veículo e experiência profissional, bem como suas representações sociais sobre risco de acidente nesse ambiente. Participaram da pesquisa 25 profissionais portadores de Carteira Nacional de Habilitação para conduzir motocicleta. Os dados foram coletados através de um teste de evocação de palavras, cujo termo indutor foi Risco no Trânsito e por um questionário estruturado que visava identificar que elementos presentes no trânsito são considerados de risco pelos participantes e identificar o perfil dos mesmos no tocante à experiência profissional, à prática de pilotagem e à manutenção do veículo. Os resultados obtidos demonstraram que os elementos acidente, imprudência, alta velocidade e desrespeito, são os elementos mais salientes das representações socais sobre risco de acidente no trânsito, evocados mediante o termo indutor utilizado. A investigação priorizou a elucidação de elementos que se escondem por trás de pressões normativas, isto é, a zona muda das representações sociais. Os resultados apontam que a rotina de convivência com os riscos está gerando a negação do risco, o que parece estar levando os participantes deste estudo a desenvolver estratégias cognitivas de minimização do risco e de imunidade à ameaça.
Each subject delimits the environment and acts on it from their representations, information, experiences and everyday experiences in their time and space. The subjects' perceptions of risk, besides being linked to issues of environment, culture and the common sense of the subjects, are linked to the expert systems in which we trust. In this sense, the present dissertation presents results of an investigation whose purpose was to analyze the relations between the social representations about traffic accident risk and traffic behavior of a group of motorcycle drivers of Pato Branco, Paraná, in relation to driving practice, vehicle maintenance and professional experience, as well as their social representations about accident risk in that environment. Twenty-five professionals participated in the survey carrying a National Driver's License to drive a motorcycle. The data were collected through a word evocation test, whose inductive term was Risk in Traffic and a structured questionnaire that aimed to identify which elements present in the traffic are considered risk by the participants and to identify the profile of them in relation to professional experience, the practice of pilotage and the maintenance of the vehicle. The results showed that the elements accident, recklessness, high speed and disrespect are the most salient elements of the social representations about risk of traffic accidents, evoked by the term inductor used. The investigation prioritized the elucidation of elements that hide behind normative pressures, that is, the zone changes of the social representations. The results point out that the risk coexistence routine is generating the risk denial, which seems to be leading the participants of this study to develop cognitive strategies of risk minimization and immunity to the threat.

Introducció: Cada any 1.3 milions de persones moren en accidents de trànsit. el 90% de els morts i lesions es produeixdn en els països d’ingresos baixos i mitjos. Africa està documentada com la proporció més altra d’usuaris de carreteres vulnerables amb una tass de mortalitat alarmant, impacte de danys inesgotable i evitable. fins fa poc tems Nigeria ha estat testimoni d’accidents de trànsit horribles i sense precedents al llarg i ample, com es mostra en les fonts documentals i les morts afecten la pèrdua de recursos individuals i la carga econòmica del pais. Això es deu en gran part al fet que Nigeria, com a pais més poblat i heterongeni y amb la segona xarxa de carreteres més gran d’Africa, té el nombre estimat més alt de vehicles comercials, conduits per més usuaris i amb menys consideració per al viabilitat viària que aquells amb l’estricte compliment de les normes de trànsit Objectius: L’estudi examina els detalls de les característiques demogràfiques i cognitives del conductor amb l’historial de maneig i l’efecte de la conducció en l’accidentalitat. Materials i mètodes: investigació comparativa, per evaluar les dues ubicacions de l’enquesta de las capitals nova i antiga de Nigeria, amb diferències i similituds geogràfiques i econòmiques. S’han emprat mètodes quantitatius i qualitatius, amb la tècnica de recollidaobservació particilpant per complementar les quatre fases de la recerca. Autoinforme directe dels factors cognitius i les característiques sociodemogràfiques dels enquestats, a través de l’instrument de meidció del comportament cinc en un recentment adaptat i probat LOMICS-DBQ. Resultats: El resulat de l’eestudi mostra que les caracterísques sociodemográfiques com l’edat, la religió, l’origen ètnic, l’estat salarial i l’estat de la llicència ofereixen una relació més significativa amb el desenvolupament de la tasca del conductor i la probabilitat d’accident. El risc d’accident s’explica conjuntament per les actituds dels seus conductors, com excés de velocitat, us del mòbil, fatiga, visió borrosa i alcohol o sustànciess tòxiques consumides abans de conduir amb nivells estadísticamente significatius entre 1 y 5 %. L’eestudi reocmoana un inici urgent de l’exàmen genuí de la teoria de la conducció a nivell nacional en anglès, i en els idiomes locals i després d’una capacitació pràctica intensiva, intruduir la conducció i la seguretat en els plans d’esstudi de les escoles primària i secundària. També la introducció de campanyes d’aplicació i vigilància i sensibilització amb alta visibilitat sobre les normes i reglaments de trànsit. Conclusions: Aquest estudi ha omplert un buit significatiu llenado un vacío significativo: cap eina de recerca de mesura del comprtament ha tingut en compte les variables de creences socioculturals i religioses com a possibles factors que influeixen en les actituds i comportaments de conducció en paisos de rendes baixes i mitjanes. L’estudi bàsicament posa l’èmfasi en l’aplicació de la llei i el canvi de comportament i la intervenció d’aprenentatge que podria minimitzar el comportament de la conducció de risc.
Introducción: Cada año 1.3 millones de personas mueren por accidentes de tráfico, y el 90% de estas muertes y lesiones se producen en los países de ingresos bajos y medios. África está documentada como proporción más alta de usuarios de carreteras vulnerables con una tasa de mortalidad alarmante, impacto de estos daños es inagotable y evitable. Hasta hace poco, Nigeria ha sido testigo de accidentes de tránsito horribles y sin precedentes a lo largo y ancho, como se muestra en fuentes documentadas, y las muertes afectan la perdida de recursos individuales y la carga económica del país. Esto se debe en parte al hecho de que Nigeria, como el país más poblado, heterogéneo y con la segunda red de carreteras más grande de África, tiene el número estimado más alto de vehículos comerciales, conducidos por más usuarios con menos consideración por la viabilidad vial, que aquellos con estricto cumplimiento de las normas de tráfico. Objetivo/Objetivos: El estudio examina los detalles de las características demográficas, y cognitivas de un conductor con el historial de manejo y el efecto de estos en las muertes por riesgo de accidentes. El estudio también busca una intervención estratégica para reducir la extrema mortalidad en las carreteras. Materiales y métodos: investigación comparativa, para evaluar las dos ubicaciones de la encuesta de las capitales nuevas y antiguas de Nigeria, con diferencias y similitudes geográficas y económicas. Se utilizaron métodos cuantitativos y cualitativos, con la técnica de recolección de datos de observación participante para complementar las cuatro fases de la investigación. Autoinforme directo de los factores cognitivos y las características sociodemográficas de los encuestados, a través del instrumento de medición del comportamiento cinco en uno recientemente adaptado y probado llamado LOMICS-DBQ. Resultados: El resultado del estudio mostró que las características sociodemográficas como la edad, la religión, el origen étnico, el estado salarial y el estado de la licencia, ofrecen una relación más significativa con el desempeño real de la tarea del conductor y la probabilidad de accidente. Además, el 61% de la variación en un accidente (el 50% en Lagos) se explican conjuntamente por las actitudes de sus conductores, como exceso de velocidad, uso móvil, fatiga, visión borrosa y alcohol o sustancias tóxicas tomadas antes de conducir con nivel estadísticamente significativo entre 1 y 5 %. El estudio recomienda, un comienzo urgente de un examen genuino de la teoría de la conducción a nivel nacional en inglés, y en los idiomas locales después de una capacitación práctica intensiva; introducir la conducción y la seguridad en los planes de estudio de las escuelas primarias y secundarias. La introducción de campañas de aplicación, vigilancia y sensibilización de alta visibilidad sobre las normas y reglamentos de tráfico. Conclusiones: Este estudio ha llenado un vacío significativo: ninguna herramienta de investigación de medición de comportamiento ha tenido en cuenta las variables de creencias socioculturales y religiosas como posibles factores que influyen en las actitudes y los comportamientos de conducción en los países de ingresos bajos y medianos. El estudio básicamente hace hincapié en la aplicación de la ley, el cambio de comportamiento y la intervención de aprendizaje que podrían minimizar el comportamiento de conducción riesgo.
Introduction: Every year, 1.3 million people are killed by road accidents, with 90% of these deaths and injuries recorded in low-and middle-income countries. Wherein Africa is documented as the highest proportion of vulnerable road users with an alarming death rate, the impact of these damages is inexhaustible and avoidable. Until lately, Nigeria has witnessed unprecedented, horrible road crashes from its length and breadth as featured in documented sources, and the fatalities affect the loss of individuals resources and economic burden of the nation. This is partly due to the fact that Nigeria as the most populous, heterogeneous, and second-largest road network country in Africa. Aim/Objectives: The study examines the details of a driver's demographic and cognitive characteristics with driving history and its effect on crash risk fatalities. It seeks to analyse strategic interventions in reducing carnage on the roads. This study aims to provide a practical framework for an effective and efficient measuring technique, to assess the individual´s driving description vis description vis-a-vis the differences in accident involvement. Materials and Methods: This study applied a comparative research design to evaluate Nigeria's new and old capital cities; hence, two survey locations with geographical and economic differences was chosen. This study administered quantitative and qualitative methods with the Participant Observation data collecting technique to complement the investigation's four phases. Direct self - report respondent´s cognitive and socio-demographic characteristics via the newly adapted and tested five-in-one behaviour measuring instrument called LOMICS-DBQ with the constructs of Theory of Planned Behaviour (TPB). Results: The study result showed that socio-demographic characteristics such as age, religion, ethnicity, wages status, and license status offer a more significant relation to driver´s actual task performance and accident likelihood. Besides, 61% of the variation in an accident (and 50% in Lagos) is explained jointly by drivers' attitudes such as over-speeding, mobile use, fatigue driving, blurred vision, and alcohol or intoxicants before driving with statistically significant between 1 and 5 % level. The study recommends an urgent commencement of a genuine nationwide driving theory test in English and local languages followed by intensive practical training, the introduction of driving and safety education in both the primary and secondary schools curriculums, and the introduction of high visibility enforcement, surveillance, and awareness campaigns of traffic rules and regulations. Conclusions: This study has filled a significant gap - no single behaviour measuring research tool has considered socio-cultural and religious beliefs variables as possible factors that influences driving attitudes and behaviours in low-and middle-income countries. The study emphasizes enforcement, behavioural change, and learning intervention to minimize risky driving behaviour.

What if the emergency response directly knew exactly where to go and what to do if a road accident occured? During the last ten years the number of motorcyclists in Sweden has doubled. Every year, more than 300 riders are seriously injured and over 40 die in road accidents. Being found in time is critical to increase the chance of survival. The goal of this project is to use design methods to find a solution that enables a fast and adequate emergency response for motorcyclists and other unprotected road users.
Vad hade hänt om akutsjukvårdare direkt kände till var en olycka inträffat och vilken vårdinsats som behövdes? Under de senaste tio åren har antalet motorcyklister i Sverige fördubblats. Varje år skadas över 300 förare allvarligt, och över 40 omkommer i trafikolyckor. Att bli hittad i tid är kritiskt för att öka chansen för överlevnad. Målet med det här projektet är att med designmetoder hitta ett sätt att möjliggöra en snabb och adekvat räddningsinsats för motorcyklister och andra oskyddade motortrafikanter.

La thèse fait le constat d'une inégalité manifeste entre le régime des accidents du travail et celui du droit commun. Un salarié blessé dans le cadre de son activité professionnelle aura droit à une réparation forfaitaire. Cette indemnité tend à compenser la perte de salaire et l'incidence professionnelle. Les préjudices personnels en sont exclus sauf l'hypothèse de la faute inexcusable de l'employeur. Le fonctionnaire n'a pas le même traitement que le salarié et bénéficie d'une meilleure protection. Enfin, en matière d'accidents de la circulation, de la vie et même d'agressions, la victime a droit à l'indemnisation de la totalité des préjudices subis. Au vu de ces inégalités, il est important d'apporter des solutions tendant à supprimer ces disparités entre les régimes d'accidents du travail mais également entre le système des accidents du travail et de droit commun. Cette volonté d'anéantir ces inégalités s'inscrit dans la politique actuelle de notre droit. Il est impensable que les travailleurs se voient priver des préjudices personnels alors que l'accident a des effets dans leur vie courante. C'est pourquoi, cet ouvrage préconise des solutions afin de rétablir une égalité entre les justiciables
Thesis have to admit there are inequalities in own system of compensation for injury. Industrial accident's victims we are not considered likes accidents road victims and others. A worker injured will can request flate-rate compensation. This accident compensation will be established on the basis of income and professionally incidence. Personal damages are excluded except case of inforgivable fault employer's. State employee haven't same traitment than worker and he has got a best protection. At last, it is right to say road accident victim's, mugging victim's could ask indemnity on bodily injuri. They could request personal and economic damages. In view of inequality, we make changes to system in order to cancel these gap in compensation. This willingness to abolish inequality it's current political and human rights practices. From now on, it's imbelievable to think to deprive workers of personal damages while this accident are effects on the private life employee. That is why, hand work recommend solutions to restore equality between citizen

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This thesis was elaborated from three articles, with articles I and II, "Perception of risk under theoretical analysis" and "Perception of risk of young people involved in traffic accidents: a conceptual and statistical analysis", respectively, structured on the basis of secondary data, in which only theoretical aspects are discussed, while Article III "The relationship between personality and risk perception of motorcyclists in traffic" presented a descriptive study with primary data, in which primary results were presented as information base the university students of the City of Sinop-MT. This study had as general objective to know the main factors that constitute the risk perception of university students of Sinop-MT, in motorcycle traffic accidents in order to contribute to the development of accident prevention programs. To achieve the objective outlined in the thesis and in each of the articles (Article I - To know how the national and international literature describes the aspects that involve the perception of risk in traffic; Article II - To present the statistics at national, state and the study of the relationship between social - demographic variables and behavioral aspects, personality dimensions and the perception of risk of university motorcyclists), were compared with the obtained from the development of theoretical research and a research with empirical method, with quantitative analyzes. The results and discussions of the studies carried out allowed us to conclude that the risk perception of Sinop-MT students regarding traffic accidents with motorcycles has personality traits as one of the main factors, as well as the use of drugs and alcohol, along with the direction, besides the lack of knowledge about what is defensive driving and disrespect to traffic signaling / legislation, are factors that generate the high number of traffic accidents with motorcycles, so it is important to carry out studies and lectures awareness in motorcycle accident prevention programs.
Essa tese foi elaborada a partir de três artigos, com os artigos I e II, “A percepção de risco sob enfoque de análise teórica” e “Percepção de risco dos jovens envolvidos em acidentes de trânsito: uma análise conceitual e estatística”, respectivamente, est ruturados com base em dados secundários, em que são discutidos aspectos unicamente teóricos, enquanto o artigo III “A relação entre personalidade e percepção de risco de motociclistas no trânsito”, trouxe um estudo descritivo com dados primários, em que foram apresentados resultados primários, tendo como base informacional os universitários da Cidade de Sinop-MT. Assim, esse estudo teve como objetivo geral conhecer os principais fatores que constituem a percepção de risco de universitários de Sinop-MT, quanto aos acidentes de trânsito com motocicleta de forma a contribuir para a elaboração de programas de prevenção de acidentes. Para o alcance do objetivo traçado na tese e os objetivos em cada um dos artigos (Artigo I – Conhecer como a literatura nacional e internacional descrevem os aspectos que envolvem a percepção de risco no trânsito; Artigo II – Apresentar as estatísticas em nível nacional, de estado e município de Sinop-MT comparando os acidentes por categoria, faixa etária, sexo e escolaridade dos condutores; Artigo III – Analisar a relação entre as variáveis sociodemográficas e os aspectos comportamentais, as dimensões de personalidade e a percepção de risco de motociclistas universitários ), foram alcançados a partir do desenvolvimento de pesquisa teórica e uma pesquisa com método empírico, com análises quantitativas. Os resultados e discussões dos estudos realizados permitiram a conclusão de que a percepção de risco dos universitários de Sinop- MT no que se referem aos acidentes de trânsito com motocicleta tem os traços de personalidades como um dos principais fatores, bem como, o uso de medicamentos e álcool junto à direção, além do não conhecimento sobre o que é direção defensiva e desrespeito à sinalização/legislação de trânsito, são fatores que geram o elevado número de acidentes de trânsito com motocicletas, por isso é importante a execução de estudos e palestras de conscientização dos motociclistas, nos programas de prevenção de acidentes.

Abstract: Road traffic accidents claim more than 1,500 lives each year in Canada and affect society adversely, so transport authorities must reduce their impact. This is a major concern in Quebec, where the traffic-accident risks increase year by year proportionally to provincial population growth. In reality, the occurrence of traffic crashes is rarely random in space-time; they tend to cluster in specific areas such as intersections, ramps, and work zones. Moreover, weather stands out as an environmental risk factor that affects the crash rate. Therefore, traffic-safety engineers need to accurately identify the location and time of traffic accidents. The occurrence of such accidents actually is determined by some important factors, including traffic volume, weather conditions, and geometric design. This study aimed at identifying hotspot locations based on a historical crash data set and spatiotemporal patterns of traffic accidents with a view to improving road safety. This thesis proposes two new methods for identifying hotspot locations on a road network. The first method could be used to identify and rank hotspot locations in cases in which the value of traffic volume is available, while the second method is useful in cases in which the value of traffic volume is not. These methods were examined with three years of traffic-accident data (2011–2013) in Sherbrooke. The first method proposes a two-step integrated approach for identifying traffic-accident hotspots on a road network. The first step included a spatial-analysis method called network kernel-density estimation. The second step involved a network-screening method using the critical crash rate, which is described in the Highway Safety Manual. Once the traffic-accident density had been estimated using the network kernel-density estimation method, the selected potential hotspot locations were then tested with the critical-crash-rate method. The second method offers an integrated approach to analyzing spatial and temporal (spatiotemporal) patterns of traffic accidents and organizes them according to their level of significance. The spatiotemporal seasonal patterns of traffic accidents were analyzed using the kernel-density estimation; it was then applied as the attribute for a significance test using the local Moran’s I index value. The results of the first method demonstrated that over 90% of hotspot locations in Sherbrooke were located at intersections and in a downtown area with significant conflicts between road users. It also showed that signalized intersections were more dangerous than unsignalized ones; over half (58%) of the hotspot locations were located at four-leg signalized intersections. The results of the second method show that crash patterns varied according to season and during certain time periods. Total seasonal patterns revealed denser trends and patterns during the summer, fall, and winter, then a steady trend and pattern during the spring. Our findings also illustrated that crash patterns that applied accident severity were denser than the results that only involved the observed crash counts. The results clearly show that the proposed methods could assist transport authorities in quickly identifying the most hazardous sites in a road network, prioritizing hotspot locations in a decreasing order more efficiently, and assessing the relationship between traffic accidents and seasons.
Les accidents de la route sont responsables de plus de 1500 décès par année au Canada et ont des effets néfastes sur la société. Aux yeux des autorités en transport, il devient impératif d’en réduire les impacts. Il s’agit d’une préoccupation majeure au Québec depuis que les risques d’accidents augmentent chaque année au rythme de la population. En réalité, les accidents routiers se produisent rarement de façon aléatoire dans l’espace-temps. Ils surviennent généralement à des endroits spécifiques notamment aux intersections, dans les bretelles d’accès, sur les chantiers routiers, etc. De plus, les conditions climatiques associées aux saisons constituent l’un des facteurs environnementaux à risque affectant les taux d’accidents. Par conséquent, il devient impératif pour les ingénieurs en sécurité routière de localiser ces accidents de façon plus précise dans le temps (moment) et dans l’espace (endroit). Cependant, les accidents routiers sont influencés par d’importants facteurs comme le volume de circulation, les conditions climatiques, la géométrie de la route, etc. Le but de cette étude consiste donc à identifier les points chauds au moyen d’un historique des données d’accidents et de leurs répartitions spatiotemporelles en vue d’améliorer la sécurité routière. Cette thèse propose deux nouvelles méthodes permettant d’identifier les points chauds à l’intérieur d’un réseau routier. La première méthode peut être utilisée afin d’identifier et de prioriser les points chauds dans les cas où les données sur le volume de circulation sont disponibles alors que la deuxième méthode est utile dans les cas où ces informations sont absentes. Ces méthodes ont été conçues en utilisant des données d’accidents sur trois ans (2011-2013) survenus à Sherbrooke. La première méthode propose une approche intégrée en deux étapes afin d’identifier les points chauds au sein du réseau routier. La première étape s’appuie sur une méthode d’analyse spatiale connue sous le nom d’estimation par noyau. La deuxième étape repose sur une méthode de balayage du réseau routier en utilisant les taux critiques d’accidents, une démarche éprouvée et décrite dans le manuel de sécurité routière. Lorsque la densité des accidents routiers a été calculée au moyen de l’estimation par noyau, les points chauds potentiels sont ensuite testés à l’aide des taux critiques. La seconde méthode propose une approche intégrée destinée à analyser les distributions spatiales et temporelles des accidents et à les classer selon leur niveau de signification. La répartition des accidents selon les saisons a été analysée à l’aide de l’estimation par noyau, puis ces valeurs ont été assignées comme attributs dans le test de signification de Moran. Les résultats de la première méthode démontrent que plus de 90 % des points chauds à Sherbrooke sont concentrés aux intersections et au centre-ville où les conflits entre les usagers de la route sont élevés. Ils révèlent aussi que les intersections contrôlées sont plus à risque par comparaison aux intersections non contrôlées et que plus de la moitié des points chauds (58 %) sont situés aux intersections à quatre branches (en croix). Les résultats de la deuxième méthode montrent que les distributions d’accidents varient selon les saisons et à certains moments de l’année. Les répartitions saisonnières montrent des tendances à la densification durant l’été, l’automne et l’hiver alors que les distributions sont plus dispersées au cours du printemps. Nos observations indiquent aussi que les répartitions ayant considéré la sévérité des accidents sont plus denses que les résultats ayant recours au simple cumul des accidents. Les résultats démontrent clairement que les méthodes proposées peuvent: premièrement, aider les autorités en transport en identifiant rapidement les sites les plus à risque à l’intérieur du réseau routier; deuxièmement, prioriser les points chauds en ordre décroissant plus efficacement et de manière significative; troisièmement, estimer l’interrelation entre les accidents routiers et les saisons.

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Objetivo: analisar o perfil sócio-demográfico dos óbitos por Acidentes de Trânsito (AT) de residentes no Município de Lanús (Província de Buenos Aires, Argentina) entre os anos 1998 e 2004. Material e Método: se realizou um estudo epidemiológico descritivo, utilizando dados oficiais de mortalidade da Argentina. Foram estudados os óbitos por AT segundo residência e ocorrência, codificados pela CID-10. As variáveis analisadas foram idade, sexo, nível educativo e condição de atividade. Foram utilizados dados econômicos para avaliar e comparar Lanús com os outros Municípios do Gran Buenos Aires, em termos dos coeficientes de mortalidade por AT. Foram realizadas análises uni e bivariadas, e calculada a Mortalidade Proporcional (MP) e a Razão de Mortalidade Proporcional (RMP). Realizou-se georreferenciamento dos óbitos segundo local de residência e de ocorrência da morte para avaliar a distribuição geográfica. Resultados: O perfil epidemiológico é composto principalmente por homens entre 20 e 29 anos, indivíduos com nível educativo primário completo (ou secundário incompleto) e que trabalhavam. Mais da metade deles era ocupante de veículo. O risco dos homens foi quase 3,5 vezes maior que as mulheres e, entre eles, os mais idosos apresentam as maiores incidências. Os analfabetos ou aqueles com formação primária incompleta possuem risco baixo, quase igual as das pessoas com nível educativo superior. A MP em Lanús é menor quando comparada com os Municípios do Gran Buenos Aires. Lanús aparece junto aos municípios que apresentam alta atividade comercial e menores taxas de óbitos. A respeito da georreferência, os achados mostram que os AT atingem mais a população que mora em locais com piores condições socioeconômicas. Conclusões: O município de Lanús apresenta um perfil de mortalidade por AT semelhante ao dos países desenvolvidos. A combinação de técnicas se apresenta como uma alternativa interessante para trabalhar com dados secundários, em pequenas áreas e com números pequenos. Esta pesquisa fornece aportes para a intervenção sobre os problemas ligados aos AT no nível individual e local. Destaca-se a necessidade de contar com estudos mais abrangentes, abordando o problema desde outros enfoques metodológicos.
Salvador

Dissertação de Mestrado em Administração Pública
O elevado número de acidentes de trabalho que se registam todos os anos em Portugal, nomeadamente na Administração Pública, tem impactos múltiplos no funcionamento das organizações, seja ao nível da integridade física e bem-estar dos trabalhadores, seja ao nível económico. Face à última crise económico-financeira global em que Portugal se viu obrigado a recorrer ao financiamento internacional (2011), era fundamental continuar o esforço de racionalização da despesa de funcionamento da Administração Pública. Nesse sentido, foi prosseguida a convergência do setor público com o setor privado em matéria de regimes laborais e dos regimes de proteção social. A presente investigação teve como objetivo geral analisar o impacto do novo regime jurídico de faltas por doença, introduzido pelo artigo 76.º da Lei do Orçamento de Estado para 2013 (Lei n.º 66-B/2012, 31/12) no número de participações de acidentes de trabalho dos trabalhadores da Administração Pública, abrangendo o período 2010-2015. Para a concretização do estudo foi importante conhecer a sinistralidade laboral na Administração Pública, a evolução dos acidentes de trabalho ao longo do período de investigação, e verificar a existência de relação de causalidade entre a alteração legislativa e o número de participações de acidentes de trabalho.
High incidence of work accidents that occur in Portugal, when concerning Public Administration, has multiple impacts upon organizations, which reflects in worker’s physical integrity, well-being and its economic costs. Facing the last global economic-financial crisis Portugal was forced to take international funding (2011) and immerged as a key effort, the rationalization of running costs in Public Administration. In that sense, labour rules and social welfare where object of convergence between private and public sectors. This study as its general goal on analyzing the impact of the new juridical regime of absence on grounds of sick leave imposed by article 76º of Portugal Government Budget law for 2013 (Law n.º 66-B/2012, 31/12) on number of claims considering work accidents in Public Administration regarding the period of 2010-2015. For the embodiment of this study, a broad knowledge of work accidents rates in Public Administration was of major importance, evolution of work accidents during the investigation period, and verifying the existence of casualty relation between the law amendment and the number of claims regarding work accidents.
N/A

The growing population and motorization generate more movements. In many cities, the increase of population and motorization is much greater than the development of the capacity of the transportation network. For unprotected road users, the risk of getting in a traffic accident increases and the risk of being more severely injured in an accident. In March 2020, a pandemic was declared because of a Coronavirus. More people started to work/study from home to prevent the virus from spreading by avoiding unnecessary trips, gatherings, and crowded areas. Therefore, travel behaviours have shifted during the pandemic compared to previous years. This project aims to get knowledge of how mobility and traffic accidents are affected by significant shifts of travel flow, predict the effect of traffic accidents based on mobility, and evaluate the risk of travelling on a particular road segment.

Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet

La variabilité du rythme cardiaque " Heart Rate Variability (HRV) " consiste en des fluctuations perpétuelles du rythme cardiaque autour de sa fréquence moyenne. L'analyse de l'HRV constitue un biomarqueur du fonctionnement du système nerveux autonome (SNA), par l'intermédiaire de ses effets sur le cœur. De nombreuses études ont montré qu'une diminution de l'HRV est associée à un pronostic péjoratif, notamment dans le post infarctus et dans l'insuffisance cardiaque (IC). Nous nous sommes proposés d'élargir le champ d'investigation de l'HRV à de nouveaux domaines d'application, qu'il s'agisse de pathologies cardiaque ou extra cardiaque. Nous avons ciblé des contextes pathologiques dans lesquels le SNA joue un rôle important : 1-Accidents sur la Voie Publique (AVP) et le risque de développement d'un syndrome de stress post traumatique (PTSD). 2-Effet de la douleur et de l'analgésie péridurale sur l'HRV maternelle au cours de l'accouchement. 3-Lien avec les polymorphismes génétique des récepteurs bêta adrénergiques (β;-AR) chez des patients présentant une dysfonction ventriculaire gauche et implanté d'un défibrillateur automatique implantable (DAI) en prévention secondaire. L'analyse temporelle de l'HRV sur 24 heures est un facteur prédictif de survenue d'un PTSD et aussi de sa sévérité chez les victimes d'AVP. L'indice de variabilité est le meilleur paramètre prédictif de PTSD à 6 mois, avec une aire sous la courbe de 0.92 (IC 95% : 0.785; 1.046). Le seuil de 2.19% confère une sensibilité de 85,7 £ et une spécificité e 81.8 % pour prédire la survenue d'un PTSD. les valeurs prédictives positives et négatives sont de 75 % et 90 % respectivement. L'ANI, reflétant l'influence de la ventilation sur le rythme cardiaque, permet une mesure objective de la douleur chez les parturientes. Enfin, les patients ayant subi les substitutions Arg (pour Gly) en 16 et Gln (pour Glu) en 27 pour les récepteurs β2-AR, présentent une HRV plus faible que les patients ayant la forme sauvage du gène.

La variabilité du rythme cardiaque « Heart Rate Variability (HRV) » consiste en des fluctuations perpétuelles du rythme cardiaque autour de sa fréquence moyenne. L’analyse de l’HRV constitue un biomarqueur du fonctionnement du système nerveux autonome (SNA), par l’intermédiaire de ses effets sur le cœur. De nombreuses études ont montré qu’une diminution de l’HRV est associée à un pronostic péjoratif, notamment dans le post infarctus et dans l’insuffisance cardiaque (IC). Nous nous sommes proposés d’élargir le champ d’investigation de l’HRV à de nouveaux domaines d’application, qu'il s'agisse de pathologies cardiaque ou extra cardiaque. Nous avons ciblé des contextes pathologiques dans lesquels le SNA joue un rôle important : 1-Accidents sur la Voie Publique (AVP) et le risque de développement d’un syndrome de stress post traumatique (PTSD). 2-Effet de la douleur et de l’analgésie péridurale sur l’HRV maternelle au cours de l’accouchement. 3-Lien avec les polymorphismes génétique des récepteurs bêta adrénergiques (β;-AR) chez des patients présentant une dysfonction ventriculaire gauche et implanté d’un défibrillateur automatique implantable (DAI) en prévention secondaire. L'analyse temporelle de l'HRV sur 24 heures est un facteur prédictif de survenue d'un PTSD et aussi de sa sévérité chez les victimes d'AVP. L'indice de variabilité est le meilleur paramètre prédictif de PTSD à 6 mois, avec une aire sous la courbe de 0.92 (IC 95% : 0.785; 1.046). Le seuil de 2.19% confère une sensibilité de 85,7 £ et une spécificité e 81.8 % pour prédire la survenue d'un PTSD. les valeurs prédictives positives et négatives sont de 75 % et 90 % respectivement. L'ANI, reflétant l'influence de la ventilation sur le rythme cardiaque, permet une mesure objective de la douleur chez les parturientes. Enfin, les patients ayant subi les substitutions Arg (pour Gly) en 16 et Gln (pour Glu) en 27 pour les récepteurs β2-AR, présentent une HRV plus faible que les patients ayant la forme sauvage du gène
The heart rate variability (HRV) has arisen as a promising simple and non invasive biomarker of autonomic nervous system (ANS) function, through its effects on the heart. Multiple studies have shown that the decrease in the HRV is associated usually with poor prognosis. We proposed to further investigate the HRV in other domains of clinical application, including cardiac or extra-cardiac pathologies. In particular, the pathological contexts in which the ANS plays an important role :1-Traffic road accident (RTA) and the risk of development of post traumatic stress disorders (PTSD) in survivors.2-Effect of pain and of epidural analgesia on maternal HRV during childbirth.3-Genetic polymorphisms of beta adrenergic receptors (β-AR) in patients with left ventricular dysfunction and implanted with an implantable cardioverter defibrillator (ICD) for secondary prevention. At first, our study is the first to show that the temporal analysis of 24-h HRV is not only a predictive factor of the occurrence of PTSD but also its severity among victims of RTA AVP. The variability index was the best predictor of PTSD with the area under the receiver-operating curve for discriminating PTSD at 6 month at 0.92 (95% CI:0.785;1.046). Acut-off at 2.19% yielded a sensitivity of 85.7% and a specificity of 81.8% for PTSD. Positive and negative predictive values were respectively 75% and 90%. At next, we showed that the ANI, which reflects the influence of ventilation on heart rate, allows an objective measure of pain in conscious subjects? At last, we found that patients with the substitutions Arg (instead of Gly) at position 16 and Gln (instead of Glu) at position 27 for β2-AR have a lower HRV value than patients with wild type receptor

En les darreres dècades el nombre d'accidents ocurreguts en la industria química i durant el transport de mercaderies perilloses ha augmentat substancialment, registrant-se en la seva majoria en zones densament poblades. Els núvols de gasos tòxics solen originar-se en aquests accidents i malgrat que són menys probables que altres tipus d'accidents, poden afectar grans extensions i contaminar zones poblades, provocant greus conseqüències. Això comporta un gran repte per a les autoritats civils, que han d'avaluar i decidir l'àrea que cal evacuar i l'àrea en la que s'ha d'implementar el confinament com a mesura de protecció. L'avaluació de l'efectivitat del confinament comprèn tres etapes fonamentals: el càlcul de la dispersió exterior, el càlcul de la concentració interior en funció de la concentració exterior i l'avaluació dels efectes adversos per a la salut. Aquesta tesi s'enfoca principalment en l'estudi de la segona etapa, la qual és funció de la taxa d'infiltració d'aire en les edificacions.

Inicialment es va realitzar una extensa revisió bibliogràfica sobre les tres etapes, fent èmfasi en la cerca de models pel càlcul de la concentració interior, la taxa d'infiltració y l'hermeticitat de les vivendes. Posteriorment, a través d'una anàlisi de sensibilitat es trobà que la taxa de renovació d'aire té una gran influencia sobre l'efectivitat del confinament i, a més, atès que aquesta varia per cada edificació, el coneixement de la seva distribució en una població és necessari per a una avaluació adequada de l'efectivitat del confinament, ja que suposar-la constant per a totes les edificacions pot comportar sobreestimacions o subestimacions del radi d'evacuació. Per tant, amb la finalitat d'obtenir una aproximació de la distribució de l'hermeticitat, es va aplicar el model desenvolupat pel Lawrence Berkeley National Laboratory (LBNL), que prové de dades de vivendes nord-americanes, a les vivendes catalanes. De tota manera, els resultats obtinguts es trobaven esbiaixats a les zones climàtiques, essent les prediccions per a vivendes ubicades en zones seques més hermètiques que en zones humides. En el cas de Catalunya, on les tècniques constructives no varien significativament d'una zona a una altra i la majoria de vivendes estan construïdes a base de materials pesats, no és d'esperar una diferència tan marcada com la predita pel model del LBNL. Per tant, es va decidir desenvolupar un model per a les vivendes catalanes utilitzant la base de dades de taxes d'infiltració de vivendes unifamiliars del CETE de Lyon, ja que aquestes vivendes tenen més similitud amb les vivendes catalanes que no pas les nord-americanes.

El model desenvolupat, denominat UPC-CETE, permet estimar l'hermeticitat de les vivendes unifamiliars en funció de l'àrea, el número de pisos, l'edat i el tipus d'estructura constructiva: lleugera o pesada. Els valors d'hermeticitat predits amb aquest model foren menors que els obtinguts amb el model del LNBL, tal com s'esperava. Finalment, per tal de validar i millorar el model desenvolupat, es van realitzar mesures de la taxa de renovació d'aire en diverses vivendes de Catalunya i també en habitacions prèviament condicionades per ser utilitzades com a refugi, per tal d'avaluar la reducció guanyada sobre la taxa de renovació de tota la vivenda. Com a mitjana, s'obtingueren reduccions d'un 35% i es trobà que les reduccions més grans tenien lloc en vivendes antigues, amb àrees petites d'una o dues plantes. El model UPC-CETE millorat a partir dels resultats obtinguts en les proves experimentals, s'incorporà a la metodologia per avaluar l'efectivitat del confinament en l'etapa d'estimació de la taxa de renovació d'aire, evitant l'ús d'un valor constant per a totes les vivendes i promovent així l'ús d'una distribució d'aquest paràmetre per secció censal afectada dins la població.
During the last decades the number of accidents in chemical industries and during transportation of hazardous substances has significantly increased, with most of them occurring in highly populated areas. One of the possible accidents is a toxic gas cloud, which although less common than other major hazards could affect larger areas reaching populated zones and producing more severe consequences. This implies then, a great challenge to emergency managers who must plan and decide the areas where protection measures should be implemented: shelter in place and/or evacuation. The assessment of the effectiveness of shelter in place is subjected to three main stages: the calculation of the outdoor gas dispersion, the estimation of indoor concentration from outdoor concentration and the evaluation of human vulnerability. This thesis is mainly focused on the study of the second stage which is primarily a function of buildings leakage.

Initially we performed a bibliographic survey with special interest on the models to estimate indoor concentration from outdoor concentration, airtightness of dwellings and ventilation models. Then, through a sensitivity analysis, we found that the air exchange rate has a great influence on the effectiveness of shelter in place. Moreover, since this parameter is different for each building, the knowledge of the distribution of this variable in the affected population would lead to a more accurate assessment of the effectiveness of shelter in place, because if we assume it as a fix value, constant for all buildings, over or underestimations of the evacuation radius may occur. Therefore, with the aim of making an estimation of the airtightness distribution in Catalunya, we applied the model developed by the Lawrence Berkeley National Laboratory (LBNL), a model based on data from North American dwellings, to Catalan dwellings. The results obtained were influenced by climate zones, due to the coefficients of the model, being more airtight the predictions for dwellings located in dry climates than for dwellings in humid zones. In the case of Catalunya, where constructions techniques do not differ significantly from one zone to another and most of the dwellings consist of a heavy structure, a difference such as that predicted by the model of the LBNL is not expected. Consequently, we decided to develop a model for Catalan dwellings using the air leakage database from the CETE de Lyon, since French dwellings are more likely to Catalan dwellings than US dwellings. The model developed, named the UPC-CETE model, predicts the airtightness of single-family dwellings as a function of the floor area, the age, the number of stories and the structure type: light or heavy. The airtihgtness values predicted with this model were smaller than those predicted with the model of the LBNL, as was expected.

Finally, in order to validate and improve the model developed we carried out a series of trials to measure the air exchange rate in some Catalan dwellings. Measurements in sealed rooms were also performed with the aim of assessing the reduction gained on the air exchange rate with regards to the air exchange rate of the whole dwelling. On average, we obtained reductions of 35% and found that larger reductions belonged to old dwellings with small floor areas and 1 or 2 stories. The improved model was incorporated on the methodology to assess shelter in place effectiveness on the stage concerning the estimation of the air exchange rate of the dwellings located on the affected zone; therefore, the assumption of a constant value is avoided. These measurements and the model constitute therefore the first proposal for estimating the airtightness distribution of single-family dwellings that could be used by Catalan authorities for emergency response planning.

Magistro baigiamajame darbe nagrinėjama ES ir NVS kelių eismo saugumo politika, sprendžiant kelių eismo įvykių ir “juodųjų dėmių” problemas. Pasirinkti Lietuvos ir Rusijos atvejai. Pirmoje dalyje aptarta avaringumo problema šiuolaikiniame pasaulyje, pateikti statistiniai duomenys apie kelių eismo įvykiuose žuvusių žmonių skaičių ES ir NVS valstybėse, aptartos prevencinės priemonės, nurodytos kelių eismo įvykių ir „juodųjų dėmių“ atsiradimo priežastys Lietuvos ir Rusijos keliuose, pateiktos „juodųjų dėmių“ sąvokos bei jų nustatymo metodikos. Antroje dalyje nagrinėjami ES kelių transporto ir eismo saugumo reguliavimo teisiniai aspektai, nagrinėjami Lietuvos ir Rusijos svarbiausi kelių eismo saugumą reguliuojantys teisės aktai, analizuojama institucijų veikla bei finansavimas.
The master’s thesis covers the road safety policy of the EU and the CIS countries in solving the problems of road traffic accidents and “accident black spots”. The Lithuanian and Russian cases have been selected. Part One covers the discussion of the accident rate problem in a modern world, presentation of statistical data on the number of people, who died during the road traffic accidents in the EU and the CIS states, discussion of preventive measures, indication of the causes of road traffic accidents and “accident black spots” on Lithuanian and Russian roads, presentation of “accident black spots” terms as well as their identification methods. Part Two covers the analysis of legal aspects of the EU road transport and road safety regulation, fundamental legal acts governing traffic safety of Lithuania and Russia, as well as activities and financing of institutions.

Adaptation of existing level crossing of road I/23 and II/602 near Ostrovačice in the South Moravian region is solved in the diploma thesis. The level crossing is a transversal crossroads with four-lane major road, directionally divided. It is place of frequent traffic accidents. The outputs of road traffic survey made for the purpose of the thesis, the evaluation of rate of accidents and the capacity analysis of 5 versions of process layouts of the crossroads with detailed commentary are contents of the thesis. The thesis also includes the section of the drawings resulting from the previous sections. The first layout is a low cost, different road marking and traffic signing are the only changes. The second layout is conversion to the spiral roundabout.

Driving distractions are an important risk for road safety. In the research carried out for this thesis, we investigated how frequent distracted driving is and the potential relationships between this and several psychosocial variables using two different methodologies: observation and self-reports. On the one hand, 19% of drivers were observed to be engaging in a distracting behaviour, with talking to passengers, smoking, and talking on a handheld phone being the three most frequent ones. On the other hand, the most frequently reported distracting behaviours in face-to-face interviews were looking at something outside of the vehicle (92.1%), thinking about things unrelated to driving (90.1%), and manipulating the audio entertainment system (89.9%). Engagement in the distractions was significantly associated with their perceived descriptive social norm. Furthermore, drivers reported more accidents and near-misses in relation to mundane distractions such as being distracted by their own thinking than in relation to technological distractions
Les distraccions en la conducció representen un risc important per a la seguretat viària. En aquesta tesi es va investigar com de freqüents són i la possible relació entre dur-les a terme i diverses variables psicosocials utilitzant dues metodologies diferents: observació i autoinformes. D’una banda, es va observar que el 19% dels conductors feien algun comportament de distracció, essent parlar amb passatgers, fumar, i parlar pel telèfon mòbil sense mans lliures els tres més freqüents. De l’altra, els comportaments de distracció més freqüentment informats en entrevistes cara cara eren mirar quelcom a l'exterior del vehicle (92.1%), pensar en coses no relacionades amb la conducció (90.1%) i manipular l’aparell d’àudio (89.9%). Fer les diverses distraccions estava significativament associat a la norma social descriptiva percebuda. A més, els conductors referien més accidents i quasiaccidents en relació a distraccions mundanes com ara estar distret pel propi pensament que en relació a distraccions tecnològiques
Programa de Doctorat en Psicologia, Salut i Qualitat de Vida

L’histoire des événements accidentels dans les industries chimiques montre que leurs conséquences sont souvent graves sur les plans humain, environnemental et économique. Cette thèse vise à proposer une approche de détection et de diagnostic des défauts dans les procédés chimiques afin de prévenir ces événements accidentels. La démarche commence par une étude préalable qui sert à identifier les causes majeures responsables des événements industriels chimiques en se basant sur le retour d’expérience (REX). En France, selon la base de données ARIA, 25% des évènements sont dus à l’emballement thermique à cause d’erreurs d’origine humaine. Il est donc opportun de développer une méthode de détection et de diagnostic précoce des défauts dus à l’emballement thermique. Pour cela nous développons une approche qui utilise des seuils dynamiques pour la détection et la collecte de mesures pour le diagnostic. La localisation des défauts est basée sur une classification des caractéristiques statistiques de la température en fonction de plusieurs modes défectueux. Un ensemble de classificateurs linéaires et de diagrammes de décision binaires indexés par rapport au temps sont utilisés. Enfin, la synthèse de l'acide peroxyformique dans un réacteur discontinu et semi-continu est considérée pour valider la méthode proposée par des simulations numériques et ensuite expérimentales. Les performances de détection de défauts se sont révélées satisfaisantes et les classificateurs ont démontré un taux de séparabilité des défauts élevés
The history of accidental events in chemical industries shows that their human, environmental and economic consequences are often serious. This thesis aims at proposing an approach of detection and diagnosis faults in chemical processes in order to prevent these accidental events. A preliminary study serves to identify the major causes of chemical industrial events based on experience feedback. In France, according to the ARIA database, 25% of the events are due to thermal runaway because of human errors. It is therefore appropriate to develop a method for early fault detection and diagnosis due to thermal runaway. For that purpose, we develop an approach that uses dynamical thresholds for the detection and collection of measurements for diagnosis. The localization of faults is based on a classification of the statistical characteristics of the temperature according to several defectives modes. A multiset of linear classifiers and binary decision diagrams indexed with respect to the time are used for that purpose. Finally, the synthesis of peroxyformic acid in a batch and semi batch reactor is considered to validate the proposed method by numerical simulations and then experiments. Faults detection performance has been proved satisfactory and the classifiers have proved a high isolability rate of faults

碩士
國立臺灣大學
土木工程學研究所
107
Traffic enforcement is usually expected to add the effectiveness of accident prevention. Therefore, the relationship between traffic violation records and traffic accident needs to be investigated. In this study, the combination of Taiwan’s national traffic accident database, national traffic violation record database, and driver and car registration database is used, and drivers are divided into car drivers and motorcyclists for analysis. This study first analyzes the accident involvement rate of car drivers and motorcyclists with past violation records by the descriptive statistic analysis. Then, the relationship between accident and those drivers is discovered by association rule. Furthermore, it is desired to understand the change of survival time between the first violation records to the first accident of drivers with different driver’s licenses and past violation records, the Kaplan-Meier curve is applied. Then it uses Cox proportion hazard function for further discussion of the relating factors, such as the past violation records and driver’s licenses. However, the Cox proportion hazard function is only used to analyze the single event in each driver. The driver may involve multiple accidents in the research period. The survival time in multiple accidents cannot be analyzed in the Cox proportion hazard function. Therefore, the marginal model of the recurrent events in the survival theory is applied in the study, including the AG model and the PWP model. The survival time of multiple accidents in each driver can be modeled. Based on the result of the Kaplan-Meier curve for analyzing the different driver’s licenses, the survival curve of car drivers only with motor driver’s license decline quickly than others, and the last survival rate is 0.845. The last survival rate of car drivers with car driver’s license and motorcyclists with motor driver’s license are 0.848 and 0.849 respectively. Based on the further result of the PWP model for analyzing the different driver’s licenses, the hazard ratio of car drivers only with motor driver’s license is increasing to 1.48. For analyzing the past violation records, the hazard ratio of motorcyclists cited by “Improper vehicle equipment” and “Resisting inspection or Hit-and-Run” is increasing to 1.10 and 1.23 respectively. However, the hazard ratio of car drivers and motorcyclists cited by “Drunk and drug driving” is declined to 0.62 and 0.50 respectively. Besides, car drivers and motorcyclists with other violation records can be shown in the different hazard ratio.

Research report submitted to Wits School of Governance in 25% fulfilment of the requirements for the degree of Master of Management in Public and Development, 2016
The research investigated the high rate of road traffic accidents and the high mortality rate on the Moloto road in the western region popularly known as the Nkangala region of Mpumalanga province. The purpose of the research was to explore suggestions from the stakeholders on how to reduce road traffic accidents on the Moloto road. The research also aimed at discussing the relationship between the road traffic accidents and the road congestion. The research attempted to find the interventions suggested by stakeholders on how to reduce road traffic accidents on the Moloto road. The unprecedented number of road accidents on the Moloto road is a serious concern for both government and road users. In 2012 alone, 890 traffic accidents were recorded on the Moloto road. This research found that the majority of these accidents were caused by human behaviour such as reckless driving, over speeding, drinking and driving. The relative invisibility of traffic officials on the Moloto Road partly explains why road users engage in such behaviours. Increased visibility of traffic officials may encourage change in road user behaviour and help reduce the number of road traffic accidents on the Moloto Road. Congestion as one of the major causes of road traffic accidents can be solved by widening the Moloto road. Congestion can also be dealt with through the development of the Moloto rail corridor which is seen as a tool to remove vehicles on the Moloto road. It is also realised that both the government and the road users can play an important role in the reduction of road traffic accidents on the Moloto road. The government must develop infrastructure and the road users must obey the rules of the road. The sampling method for this qualitative case study was purposive sampling. The selection of respondents was done within stakeholders of the Moloto Road. Collection of data was done on the individuals representing their organisations. Data was analysed according to the accepted procedures for qualitative data processing.
XL2018

碩士
逢甲大學
交通工程與管理所
97
This study aims to explore the relationship between enforcement strength and traffic accident. The former studies would only focus on the short term enforcement strength with the number of traffic accidents. However, this study will analyze under the normal enforcement strength in a longer period with the traffic accidents. This study uses the regression analysis, and there are two major models such as general model, and local model with nine types of the outcome of traffic accident. All of data come from 8 police precinct in Taichung County, and the period has 48 months from January 2005 to December 2008. The result shows that r-square of the general model is between 0.349 and 0.895 which is not as good as we expect; r-square of the local model is between 0.112 and 0.921. There is a lot of variability among different types of the outcome of traffic accident. This study reveals that enforcement strength with the A2 events has the better result. Furthermore, this study shows that the more enforcement strength on sand trucks, violating traffic light, and speeding, the less traffic accidents. However, the more enforcement strength on drink and drive, warning tickets, the more traffic accidents. This shows that there are many potential people who violate traffic laws. By enforcement only may not reach the decrease the number of traffic accidents.

Orientação: Sandra Cristina Gil Vieira Gomes
A presente dissertação teve como principais objectivos a comparação da sinistralidade rodoviária entre o Concelho de Lisboa e o Município de Madrid, bem como a análise de Portugal e Espanha em termos de evolução da sinistralidade e políticas e ações para prevenir este problema. Em primeiro lugar enquadrou-se Portugal e Espanha no contexto europeu relativamente à sinistralidade rodoviária sendo que os principais indicadores considerados foram o número de acidentes total dos vários países, o número de vítimas mortais e a sua evolução em percentagem face aos anos anteriores. Considerou-se ainda bastante importante mencionar as políticas e ações direcionadas à redução da sinistralidade rodoviária de Espanha e de Portugal, dando especial enfâse à legislação e campanhas publicitárias produzidas por ambos os países. A comparação entre certos dados estatísticos de duas cidades é sempre muito complexa dado que muitas vezes é difícil encontrar e aceder à informação pretendida ou simplesmente nem existem informações comparáveis. Não obstante este facto, foram feitas comparações para vários indicadores demográficos entre Lisboa e Madrid, rede viária e também sinistralidade rodoviária.
This work has as main objectives the comparison of road accidents between the City of Lisbon and the City of Madrid, as well as the analysis of Portugal and Spain in terms of accidents and evolution of policies and actions to prevent this problem. Firstly Portugal and Spain were compared in the European context regarding road accidents. The main indicators which were considered were the total number of accidents of various countries, the number of fatalities and its evolution as a percentage compared to previous years. Moreover are the policies and actions with the aim to reduce road accidents in Spain and Portugal analyzed, especially emphasizing the laws and advertising campaigns produced by both countries. A comparison of statistical data from two cities is always very complex since it is often difficult to find and access the desired information, and in some cases comparable information doesn‘t even exist. Notwithstanding this fact, various demographic indicators were compared between Lisbon and Madrid like the road network and road fatalities.