Dissertations / Theses on the topic 'Accidents, Traffic – Prevention and control'

Thesis (M.S. in Operations Research)--Naval Postgraduate School, September 2002.
Thesis advisor(s): Russell B. Shilling, Gregory K. Mislick. Includes bibliographical references (p. 67-68). Also available online.

A grounded theory study was conducted to identify, describe and provide a theoretical analysis of the conditions and events surrounding the occurrence of physical trauma. Research questions addressed were: What pattern of behavior is present in individuals prior to experiencing a motor vehicle collision (MVC)?; To what degree do trauma patients view themselves as active participants in a MVC that results in physical injury? Twenty one informants participated in the study. Theoretical sampling involved the use of a variety of sources of data. Vignettes, interviews, songs, commercials and automobile advertisements were triangulated with existing literature. Constant comparative analysis revealed a grounded theory of self protection. Self protection consists of three phases; perceptions of actual control over the environment, experiencing a traumatic event that signifies loss of control over their environment, and self protection to enhance perceptions of actual control over the environment post event. Controlling perceptions influenced use of protection devices and post trauma driving behavior. Self protection involved emotional focused and problem focused strategies similar to that described in the literature. Perceptions of actual control over the environment was not a static trait but appeared to be situationally dependent. The theory explained the behavior of the majority of the informants regardless of their mechanisms of injury; although patients with injuries resulting from violence were omitted from the study. Informants who viewed driving as a pleasurable action with unpredictable outcomes, as a form of risk taking behavior, did not identify self protection strategies post event. The other informants viewed driving as an unconscious, automatized behavior and denied engaging in risk taking prior to the MVC. Findings indicate the need to explore the social context of the American lifestyle and the image of the automobile when explaining self protective strategies. Automobile manufacturers provide the illusion of control over the environment in their advertisements perhaps negating the need for self protection. Rationale for not supporting mandatory protection for the use of seat belts and helmets was provided by the informants. Further testing with contrasting groups is indicated to determine the usefulness of the theory outside the trauma patient population.

Injuries related to snowmobiles, motorcycles and moose-car collisions have increased. The aim of the present thesis was to analyse mechanisms and consequences in fatal and non-fatal accidents of these types, and to penetrate possible preventive measures. Snowmobiles The median age of the injured was 30 and of the killed 32, males pre­dominating. A majority of the accidents occurred during weekends, and especially the fatal accidents occurred after dark. The extremities were the most commonly injured parts of the body, however, drowning, crushed chest and cranial injuries caused most of the fatalities. Among the fatalities, four out of five were under the influence of alcohol. The present Swedish laws regarding snowmobiles seem well motivated. "Built-in" safety measures in the construction of the snowmobiles, pro­perly designed snowmobile tracks and functional search and rescue sys­tems could reduce the injuries. Motorcycles The median age was 19 years for both the traffic injured and the kil­led. Half of the traffic accidents were collisions with other motor ve­hicles. In the fatally injured group, also collisions with fixed road­side objects were common. Of the fatally injured, more than every fifth person died in an accident where alcohol was an influential factor. In the injured group, lower extremity injuries (especially in off-road riding) were common and among the fatalities most riders died from injuries to the head or chest. Out of one thousand motorcycle riders interviewed, 45% reported wobbling experiences (8% reported severe wobbling). Possible injury reducing measures include increasing the licensing age, more discriminating driving test, "built-in" restriction of the motorcycle's top speed, elimination of motorcycles prone to wobbling, and a more intensive traffic supervision (speeding, alco­hol). Moose-car collisitions The median age of the drivers was 38 years. Most collisions happened at dusk or when dark (3/4). The median collision speed was 70 km/h. The damage to the car was typical, the roof and the windshield pillars were deformed downwards and backwards. The broken windshield was often pressed into the passenger compartment. Most of the injured car occu­pants suffered cuts predominantly to the head and upper extremities. Nearly all the fatally injured died of head and neck injuries. The injuries may be reduced by strengthening the roof and the windshield pillars, and by introducing anti 1 acerati ve windshields.

Diss. (sammanfattning) Umeå : Umeå universitet, 1985

digitalisering@umu

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado.
It is known that 33% of traffic accidents worldwide are caused by drunk driving or drowsiness [1] [2], so a drowsiness level detection system that integrates image processing was developed with the use of Raspberry Pi3 with the OpenCV library; and sensors such as MQ-3 that measures the percentage of alcohol and the S9 sensor that measures the heart rate. In addition, it has an alert system and as an interface for the visualization of the data measured by the sensors a touch screen. With the image processing technique, facial expressions are analyzed, while physiological behaviors such as heart rate and alcohol percentage are measured with the sensors. In image test training you get an accuracy of x in a response time of x seconds. On the other hand, the evaluation of the operation of the sensors in 90% effective. So the method developed is effective and feasible.
Revisión por pares

Os acidentes de trânsito constituem a principal causa de morte nas primeiras décadas de vida e respondem por 1,2 milhões de óbitos e 50 milhões de feridos, por ano, em todo mundo. O Traumatismo cranioencefálico (TCE) é a principal causa de morte e invalidez por estes acidentes, além de acarretar uma grande demanda de recursos para tratamento e reabilitação de pacientes. Anualmente, 60.000 pessoas perdem suas vidas e 180.000 se tornam inválidas nas ruas e estradas brasileiras, constituindo um grave problema sócio-econômico e de saúde pública. Quase 6 bilhões de reais anuais são gastos no país com as vítimas de acidente de trânsito. Maringá, município de médio porte e aglomerado urbano com uma população de 320.000 habitantes, é pólo regional do noroeste paranaense e 3ª cidade do estado. A violência do seu trânsito urbano resulta em índices elevados de acidentes, como a maioria dos municípios brasileiros. Em 1995, a Sociedade Brasileira de Neurocirurgia (SBN) lançou o programa educativo de prevenção de acidentes de trânsito “Pense Bem”, adaptado para a realidade brasileira, a partir do modelo americano “Think First”. O presente trabalho consistiu na implantação do um programa de prevenção de acidentes de trânsito, baseado no Pense Bem, na cidade de Maringá/PR, entre os meses de 09/2004 e 08/2005, além da medida de seu impacto através da comparação de variáveis epidemiológicas, antes e após o início do projeto. Os recursos financeiros vieram de organizações privadas. As ações educativas foram dirigidas para toda a população, principalmente aos adolescentes e adultos jovens, grupos sob maior risco. A execução do programa se deu através da formação de uma rede de facilitadores e multiplicadores de informação dentro da sociedade civil organizada. As variáveis foram estabelecidas a partir da gravidade geral do trauma (Escala de Trauma Revisada) e do TCE (Escala de Coma de Glasgow), dos índices padronizados pelo Departamento Nacional de Trânsito (DENATRAN) e por indicadores hospitalares. Os dados extra e intra-hospitalares foram armazenados e processados em um software criado para este estudo e denominado Datatrauma®. A integração dos dados foi realizada através de um programa gratuito disponível na Internet, que reúne vários computadores com terminal servidor (conexão de área de trabalho remota). Os resultados mostraram que, apesar de ter havido um aumento absoluto do número de vítimas e de acidentes, houve uma redução da gravidade do trauma. Esta diminuição se deu pelas quedas da mortalidade, da gravidade geral do trauma e do TCE. Os índices do DENATRAN confirmaram a melhora do trânsito e os indicadores hospitalares revelaram uma economia dos custos com o atendimento às vítimas. Pela primeira vez, em um município brasileiro, o Projeto Pense Bem foi implantado de forma sistematizada e seu impacto medido. A padronização na execução e os resultados obtidos pela análise das variáveis em um banco de dados informatizado credenciam este trabalho como referência para estudos futuros, ações de saúde pública e modelo para outros municípios nacionais e internacionais na prevenção dos acidentes de trânsito.
Traffic accidents constitute the most frequent cause of death in the first decades of life and cause 1.2 millions fatal victims and 50 millions of injured persons by year all over the world. Traumatic brain injury (TBI) is the main cause of death and disability in these accidents, besides being responsible by the high costs for treatment and rehabilitation of patients. Yearly, 60.000 people loose their lives and 180.000 become invalids in Brazilian streets and roads, leading to a big social-economic problem and public health concern. Nearly 2.8 billion dollars are spent by year in our country with the victims of traffic accidents. Maringá city, with a population of 320.000 people, is the third town and a regional pole of Paraná State. The violence of its urban traffic provokes very high indexes of trauma, as in the majority of Brazilians cities. In 1995, based on Think First Program of American Association of Neurological Surgeons and the Congress of Neurological Surgeons), Neurosurgical Brazilian Society (SBN) adapted for the Brazilian environment an educative program for Neurotrauma and traffic accidents prevention. This study consisted in the implantation of the adapted Think First Program in Maringá city, from Sep/2004 to Aug/2005, and the analysis of its impact comparing epidemiologic variables before and after the begining of the program. Financial support was provided by private organizations. Educational actions were target for all population, especially teen-agers and young adults, groups under highest risk for traffic accidents. The program was implemented by building an information Facilitators and Multipliers network inside the organized civil society. Variables were established following the Revised Trauma Score, the TBI (Glasgow Coma Scale), standard indexes provided by National Department of Traffic (DENATRAN) and hospital indexes. Pre and intra-hospitals data were stored and processed in software created for this (“DatatraumaTM”). Data integration was performed using a free Internet program (Connection with area of remote work), which links several computers from different areas to a terminal server, containing the DatatraumaTM. The results showed that, despite an absolute increase of the number of victims and accidents, there was a decrease in the trauma severity, suggested by reduction of mortality and general severity of trauma and TBI. DENATRAN indexes confirmed the improvement of urban traffic and the hospital indexes revealed savings in patient’s medical care. By the first time in Brazil, the Think First Program was implanted in a systematic way and its impact measured. Standardization of implementation and the results obtained, as well as the free access computerized data bank, put this work as a reference for future studies, public health actions and model for others national and international cities traffic accident prevention programs.

Crashes resulting from automobiles running a red light are typically severe in nature. One way to try to reduce the number and severity of these types of crashes is by increasing the red clearance interval of a traffic signal. In Portland, Oregon, eight intersections received a variety of treatments including red extensions. Determining which treatment had what effect can be difficult to weed out. Using a combination of crash analysis and a model simulating an intersection with red extensions, this paper describes the estimated impact of red light running intersection upgrades and red extensions on crashes. By performing a variety of before and after crash analysis, a reduction of angle crashes after treatments was detected, with a crash modification factor of 0.64 +/- 0.28 using the Empirical-Bayes method. Output from the simple simulation also suggest that red light running crashes can be reduced with red extension technology and confirms crash modification values determined from the Empirical-Bayes method.

Driver fatigue is a complex phenomenon that has a range of causal factors including sleeprelated and task-related factors. These manifest as different safety and performance outcomes. Extensive research has been applied to linking these factors to performance impairment. However, little research focuses on the mechanisms by which this link exists. This research project therefore focuses on the processes underlying how driving performance is controlled and maintained during the development on non-sleep-related driver fatigue. The main aim was to establish whether progressive impairment of driving control over a prolonged drive could be attributed to a depletion of attentional resources, as proposed by Resource Theory, or to a withdrawal of effort, as proposed by Effort-Regulation Theory. As a multicomponent skill, driving requires perception, cognition and motor output. The secondary aim of this research was therefore to assess whether a prolonged drive impairs stage-specific information processing. Participants (n=24) in three experimental groups performed a 90-minute simulated drive wherein they were expected to keep the bonnet of a car on a lane (tracking task). The three groups differed in terms of lane width: small, medium and large, corresponding to low, medium, and high task-demand, respectively. To assess the impacts of this task on stagespecific information processing, participants performed a set of resource specific tests before and after the prolonged drive. Each task had two difficulty variations to ensure that performance decrement was due not only to the task-characteristic, but specifically to resource depletion. The tests probing information processing were: a modified Fitts' tapping task for motor programming, a digit recall task for perception, and an object recognition reading task for cognition. Performance was measured as lateral deviation of the car. Physiological measures included heart rate frequency (HR) and various time- and frequencydomain heart rate variability (HRV) parameters, eye blink frequency and duration. The Borg CR-10 scale was used to evaluate subjective effort and fatigue during the task. Driving control declined over time and was supplemented by HR, HRV, blink frequency and duration, indicating an increase in parasympathetic activity (or a reduction in arousal). An increase in blink frequency was considered as a sign of withdrawal of attentional resources over time. Driving control declined to a greater extent in the large road width group and reflected a lower parasympathetic activity, whereas the inverse was observed for the small road width group. Resource tests reveal a non-specific impairment of information processing following the prolonged drive. However, this was accompanied by an increase in parasympathetic activity. Overall, results indicate that Effort-Regulation Theory better accounts for the impairment of driving control in prolonged driving than does Resource Theory. This suggests that the impact of fatigue is guided more by task goals and intrinsic motivation than by the manner in which the fatigue state developed. Moreover, performance impairment by effort-regulation is dependant more on time on task than on task-demand

This thesis looked at traffic crashes in the emirate of Dubai in the United Arab Emirates (UAE) to establish the current situation in road safety and ways of improving it. A global overview of road safety literature revealed that standards of road safety vary widely by region. Key indicators like fatality rate and risk (Jacobs et al, 2000) were found to be higher in most neighbouring Gulf Cooperative Council (GCC) countries (10-25 fatalities/100,000 pop., 3-5 fatalities/10,000 motor vehicles) than in the best-performing Western countries (6 fatalities/100,000 pop., 1 fatality/10,000 motor vehicles). Interventions and countermeasures to tackle specific road safety issues were reviewed from international studies. Countermeasures were chosen with consideration for the local situation in Dubai within the categories of Human, Environmental and Vehicle factors. Examples of selected measures include offending driver punishment (Human), Electronic Stability Control (Vehicle) and central barriers (Environment). These measures were mostly studied in different environments to those in Dubai so the aspect of knowledge transfer between areas of different cultural and environmental conditions was discussed. Data from real world injury crashes (as collected by Dubai Police and the Roads & Transport Authority) over twelve years (1995 2006) were subject to macroanalysis in SPSS to identify the main issues over the past decade. 18,142 crashes involving 30,942 casualties and 48,960 vehicles were analysed at the outset. The following issues were among the main concerns: - High proportion of fatal crashes out of all injury crashes (13.5% compared to 1.4% in the UK); - Most fatal crashes involved a single vehicle hitting a pedestrian; - Most injury crashes involved a single vehicle; - Inconsiderate driving was the most common crash cause cited by the police. Countermeasures found in the literature to counteract these problems were then suggested for application and the estimated savings from applying them were calculated. Savings were quantified as either reductions in casualties or injury crashes. Furthermore, cost savings for the calculated reductions were estimated using existing UK crash costs due to the scarcity of UAE crash cost estimates. Calculation of the estimated improvement in safety if these countermeasures were applied retrospectively meant a reduction of 4,634 injury crashes and 1,555 casualties over the 12-year period with an estimated cost saving of approximately £368 million or 2.7 billion Dirhams. To refine this method more detailed data on crashes were required and collected from the dedicated crash investigation team files in Dubai Police for 2006 and part of 2007. This new dataset (300 crashes) was put into a purpose-built database with over 140 fields and subject to microanalysis to more accurately match the problems and interventions. Six interventions were matched to individual cases in the database where they would have positively altered the outcome. This process was verified by independent crash experts and investigators. The benefits from these six countermeasures were then weighted to calculate the benefits for the whole crash population over a year. Examples of specific interventions included guardrails along the roadside; grade-separated crossing facilities for pedestrians; Electronic Stability Control and speed cameras. The estimated total reduction in crashes was 2,412 annually with calculated savings of £40 million or 280 million Dirhams. This was the first time this geographical area was studied in such depth and detail to allow the calculation of benefits from interventions matched to known road safety issues. Various limitations were encountered such as the unavailability of GIS basemaps and the continuously changing infrastructure and population of Dubai. Numerous areas of further work were identified. Such work areas include hospital studies for collecting injury data to compare with police data; changing vehicle standards so that they are better suited to local crash types; the calculation of crash and injury costs based on local figures; vehicle fleet analysis for comparing different vehicle segments and exposure; and improved data collection and storage methods.

At the international level, standards and recommended practices adopted by the ICAO have settled the general framework followed by States in the provision of ATC services. However, as those international instruments have no binding effect, liability of air traffic controllers is governed by national regulations. Therefore, if in both the United States and France the liability regime is based on fault, nevertheless the nature of the fault and the one of the duties of air traffic controllers, as determined by the courts of each States, differ. This lack of uniformity is also obvious regarding the comparison between controllers' and pilots' liabilities. To mitigate the consequences of the deficiency of harmonisation, taking into account technical improvements inherent to the field of ATC and, broadly, to air navigation, two solutions have been suggested. The first one, Free flight, is still under study whereby the second one, privatisation, has already been successfully implemented in several countries and, while being strongly considered by the French government, has by now been initiated by the American one. However, we will have no option but to ascertain that such solutions will not solve the problem pertaining to disparities of regulations and holding of the courts on the matter of air traffic controllers' liability.

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A utilização da motocicleta vem crescendo exponencialmente no Brasil, gerando problemas relacionados à circulação humana e conseqüentemente os acidentes de trânsito. O estudo foi realizado com os Boletins de Ocorrência de acidentes de trânsito com motocicleta, da 5ª. Companhia da Policia Militar da cidade de Presidente Prudente, objetivando descrever a rotina dos registros e notificação dos acidentes de trânsito com motocicleta e as características da vitima e do acidente. Foi realizado um estudo descritivo de corte transversal, com base em dados dos Boletins de Ocorrência no período de janeiro a dezembro de 2003. Os resultados obtidos mostraram que em Presidente Prudente, no período de janeiro a dezembro de 2003, os acidentes de trânsito com vitimas não fatais foram em maior número, sendo que o sexo masculino, na faixa etária de 18 a 30 anos os condutores com mais chances de se envolver em acidentes com motocicleta. Concluímos que os motociclistas envolvidos em acidentes são homens jovens com idade entre 18 e 30 anos, a maioria utilizava a motocicleta como instrumento de trabalho, os acidentes foram de natureza com vitima não fatal, no período diurno, entre 10 e 19hs.
The use of motorcycle in Brazil is growing exponentially, creating problems related to human movement and consequently the traffic accidents. The study was conducted with the bulletins of Occurrence of traffic accidents with motorcycle, the 5th. Military Police Company of the city of Presidente Prudente, to describe the routine of recording and reporting of traffic accidents with motorcycle and characteristics of the victim and the accident. This was a descriptive cross-sectional study, based on data from Bulletins of Occurrence in the period January to December 2003. The results showed that in Presidente Prudente, in the period January to December 2003, traffic accidents with no fatal victims were in greater numbers, and the men, aged 18 to 30 years, drivers with more chances to be involved in accidents with motorcycle. The conclusion has to be the riders involved in accidents young men aged between 18 and 30 years and that most used the motorcycle as a working tool, the accidents were not fatal victim with nature, during the day, between 10 and 19hs.

Introdução - Para minimizar mortes e lesões entre crianças passageiras de automóveis existem os Assentos de Segurança Infantil (ASI), que são pouco utilizados ou utilizados erroneamente. Recente lei brasileira normatiza o uso de ASI e ressalta a necessidade de informações estatísticas, donde surgiu a intenção de estudar erros utilização de ASI com base em recente dissertação de mestrado que apontou uso de ASI por 36,1 por cento das crianças matriculadas em creches em Maringá. Não há dados brasileiros publicados quanto a erros de utilização de ASI. Objetivo - Analisar erros de utilização de ASI por crianças matriculadas usuários de creches em Maringá e fatores relacionados. Métodos - Estudo observacional transversal de coleta de dados prospectiva e eixo analítico retrospectivo. Resultados 42,7 por cento das crianças apresentavam erros de utilização. O modelo de regressão logística evidenciou maiores chances de erros na presença de duas ou mais crianças no veículo (OR = 5,10 com p = 0,007) e com menores níveis de escolaridade e renda dos pais (média renda e escolaridade OR = 7,00 com p = 0,003 e baixa renda e escolaridade OR = 3,40 com p = 0,03). Discussão Os dados são coerentes com publicações internacionais. Há expectativa dos efeitos da recente lei brasileira sobre uso de ASI, porém sabe-se que além da lei, há necessidade de estratégias educativas e facilitadoras de acesso aos ASI
Introduction - Minimize deaths and injuries among children who are passengers of vehicles with Child Safety Seat (CSS) which are not usually or wrongly used. A current Brazilian law regulates the use of CSS and enhances the need for information statistics, from which came the intention of studying errors in the use of CSS, based on a recent Master degree dissertation that pointed out that it is used in 36.1 per cent of the cases of children enrolled in day care centers in Maringá, Brazil. There is no data in Brazil published about the misuse of CSS. Objective - Analyze errors of CSS use by children who attend day care centers in Maringá and related factors. Methods - Observational and cross-sectional study of prospective data collection and retrospective and analytical axis. Results - 42.7 per cent of children demonstrated errors of use. The logistics regression model determined greater possibilities of errors in case of presence of two or more children in the vehicle (OR = 5.10, p = 0.007) and lower levels of parents´ education and income (average income and education OR = 7.00, p = 0.003 and low income and education OR = 3.40, p = 0.03). Discussion - The data is consistent to the international publications. There is an expectation about the effects of the current Brazilian law on the use of CSS, but it is known that besides the law, educational and facilitating strategies to the access to the CSS are necessary

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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

Transportation-related collisions are ubiquitous and often traumatic. Identifying post-collision psychological distress and the characteristics of the collision survivor that lead to distress are vital to the development of early and appropriate interventions. The goals of this study were: 1) to use a questionnaire as opposed to a typical diagnostic interview, 2) to confirm that psychological distress is present in currently hospitalized transportation-related collision survivors, 3) to confirm that different types of distress co-occur, 4) to determine if distress is more likely to occur in those who have had prior distress, and 5) to explore the relationship between symptoms of distress and perception of control by self, others, and God/Higher Power of past, present, and future collision-related events. Subjects were 100 English speaking adult inpatients, 16 years and older, who were less than 3 weeks post-injury, and receiving some rehabilitation. Participants completed a questionnaire which included the Center for Epidemiologic Studies Depression Scale (CES-D), Beck Anxiety Inventory (BAI), and Davidson Trauma Scale (DTS) as well as questions regarding demographics, details of the collision/injury, alcohol/drug use, pain, past and present stressors, social support, and perceptions of life change. Information about head injury and collision-concurrent alcohol and/or drug use was collected from the patient's medical chart. Compared to other traumatic experiences (e.g., physical/sexual abuse, war combat), transportation-related collisions share the characteristics of being sudden, unexpected, relatively brief in duration, and potentially lethal. Prior studies used diagnostic interviews to identify psychological distress in post hospitalized collision survivors. This study used questionnaire-based depression, anxiety, and trauma symptom inventories in a currently hospitalized sample and included head injured patients. As hypothesized there was a significant correlation between the CES-D total score and the BAI total score [Hypothesis 1], the DTS total score [Hypothesis 2], and collision concurrent alcohol and/or drug use (as indicated by medical chart records or score on the CAGE) [Hypothesis 3]. Further, there was a significant correlation between the patient's self-reported history of depression, anxiety, or stress reaction and CES-D, BAI, and DTS total scores, respectively [Hypothesis 4]. Also as hypothesized, perceived personal control of the past "events that caused the collision" was significantly correlated with the CES-D total score [Hypothesis 5] while perceived control of the present "life in general right now" was negatively correlated to the CES-D total score [Hypothesis 6]. Contrary to hypothesis, perceived control of the present "recovery process right now" was not correlated to the CES-D total score [Hypothesis 6] nor was perceived control of the future "preventing a collision like this from happening...again" [Hypothesis 7]. Perception of control by "others" of the present "recovery process right now" was negatively correlated to the CES-D total score. Results support the theory that perceived personal control of past traumatic events increases the likelihood of psychological distress. Some evidence of post traumatic growth was found.

Orientador: Ildeberto Muniz de Almeida
Banca: Ivete Dalben
Banca: Rodolfo Andrade de Gouveia Villela
Resumo: A utilização da motocicleta vem crescendo exponencialmente no Brasil, gerando problemas relacionados à circulação humana e conseqüentemente os acidentes de trânsito. O estudo foi realizado com os Boletins de Ocorrência de acidentes de trânsito com motocicleta, da 5ª. Companhia da Policia Militar da cidade de Presidente Prudente, objetivando descrever a rotina dos registros e notificação dos acidentes de trânsito com motocicleta e as características da vitima e do acidente. Foi realizado um estudo descritivo de corte transversal, com base em dados dos Boletins de Ocorrência no período de janeiro a dezembro de 2003. Os resultados obtidos mostraram que em Presidente Prudente, no período de janeiro a dezembro de 2003, os acidentes de trânsito com vitimas não fatais foram em maior número, sendo que o sexo masculino, na faixa etária de 18 a 30 anos os condutores com mais chances de se envolver em acidentes com motocicleta. Concluímos que os motociclistas envolvidos em acidentes são homens jovens com idade entre 18 e 30 anos, a maioria utilizava a motocicleta como instrumento de trabalho, os acidentes foram de natureza com vitima não fatal, no período diurno, entre 10 e 19hs.
Abstract: The use of motorcycle in Brazil is growing exponentially, creating problems related to human movement and consequently the traffic accidents. The study was conducted with the bulletins of Occurrence of traffic accidents with motorcycle, the 5th. Military Police Company of the city of Presidente Prudente, to describe the routine of recording and reporting of traffic accidents with motorcycle and characteristics of the victim and the accident. This was a descriptive cross-sectional study, based on data from Bulletins of Occurrence in the period January to December 2003. The results showed that in Presidente Prudente, in the period January to December 2003, traffic accidents with no fatal victims were in greater numbers, and the men, aged 18 to 30 years, drivers with more chances to be involved in accidents with motorcycle. The conclusion has to be the riders involved in accidents young men aged between 18 and 30 years and that most used the motorcycle as a working tool, the accidents were not fatal victim with nature, during the day, between 10 and 19hs.
Mestre

Our intended topic is a general discussion of the basic elements of liability related to airline accidents to which fully automated cockpits have constituted an associated contributory factor. In addition we addressed the liability of air carriers arising from injuries or death caused to passengers traveling on international flights. For this purpose, we reviewed the Warsaw System and the different international instruments that constitute it. We also reviewed principles of common law applicable to aircraft manufacturers and the "Free Flight" as an example of the growing automation environment, which is a general benefit to commercial aviation but also a likely contributory cause for accidents in particular cases. In the last part we briefly discuss a personal view regarding the interplay between manufacturers and airlines under the 1999 Montreal Convention, which is an international treaty unifying the desegregated Warsaw System into one single instrument that is expected to enter into force in a few years.

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CAPES
PROPESQ- UFPE
Os acidentes de trânsito tem se apresentado como um sério problema de saúde no mundo, ocasionando prejuízos físicos, emocionais e econômicos. Esses tipos de acidentes são diretamente influenciados por ações individuais dos motoristas e de outros usuários. Leis ou medidas que afetem os incentivos individuais na forma de se comportarem no trânsito podem levar a mudanças nas taxas de mortalidade, entre elas as que restringem a associação, consumo de bebidas alcoólicas e direção, como a Lei Seca implantada no Brasil no ano de 2008. Desta forma, o objetivo desta dissertação é avaliar o impacto da Lei Seca sobre a mortalidade por acidente de trânsito automotivo na Região Metropolitana de Recife, Pernambuco. Para tanto, a partir do método do Controle Sintético de dados de mortalidade obtidos no DATASUS estimou-se um efeito positivo da referida lei na RMR, resultando em uma redução da taxa de mortalidade por acidentes de trânsito automotivo em média de um ponto, equivalente a 45%, entre os anos de 2008 a 2013. Ou seja, a Lei Seca apresentou como uma medida eficiente na prevenção de mortes no trânsito decorrentes de acidentes automobilísticos na região em estudo.
Traffic accidents must be presented as a serious health problem in the world, causing damages to physical, emotional and economic. These types of accidents are directly influenced by individual actions of drivers and of other users. Laws or measures that affect individual incentives in the form of behave in transit may lead to changes in mortality rates, among them the that restrict the association, consumption of alcoholic beverages and direction, as the Dry Law implanted in Brazil in the year 2008. In this way, the objective of this dissertation is to assess the impact of the Dry Law on mortality by automotive traffic accident in the Metropolitan Region of Recife, Pernambuco. For both, from the method of synthetic control of mortality data obtained in DATASUS we estimated a positive effect of this law in the metropolitan Recife, resulting in a reduction in the rate of mortality from traffic accidents automotive on average a point, equivalent to 45%, between the years of 2008 to 2013. Thus the Dry Law presented as an efficient in the prevention of traffic related deaths resulting from car accidents in the region under study.

INTRODUÇÃO O consumo de álcool combinado com bebidas energéticas (AmED) tem se mostrado associado tanto a um padrão pesado de ingestão de bebidas alcoólicas, quanto a comportamentos de risco no trânsito (CRTs) entre jovens adultos. Devido ao grave impacto causado pelas incapacidades e mortes no trânsito serem decorrentes de comportamentos previsíveis e em grande parte evitáveis, o presente estudo procura investigar a influência do consumo de AmED sobre os comportamentos de risco no trânsito entre os motoristas de caminhão. MÉTODOS Dados de uma amostra de profissionais que trafegavam pelas rodovias do Estado de São Paulo entre junho de 2012 e setembro de 2013 (N=535) foram separados em três grupos: (a) os que afirmaram ingerir AmED (n=90), (b) que relataram consumir apenas bebidas alcoólicas (n=326) e (c) o restante da amostra (n=445). Análises bivariadas foram realizadas com os relatos positivos nos últimos 12 meses que antecederam a pesquisa. O nível de significância foi estipulado para um alfa de 5% e, posteriormente, a analise múltipla utilizou a regressão logística. RESULTADOS Comparando os condutores que ingeriram AmED com os que consumiram apenas bebidas alcoólicas, os primeiros tiveram mais chances de possuir idades entre 20 e 24 anos (OR=3,3), de trabalhar como profissional a menos de 5 anos (OR=2,5), apresentaram maiores riscos de dirigir sem cinto de segurança (OR=2,2), em alta velocidade (OR=1,9), ter brigado ou discutido no trânsito (OR=2,1), ter consumido bebidas alcoólicas em um padrão pesado (OR=3,4), bebendo mais doses alcoólicas por ocasião (mediana 5 vs 2 doses, p < 0,008); em maior frequência (OR=1,9), bebendo mais frequentemente no padrão binge drinking (OR=2,3) e consumindo drogas ilícitas em maior frequência (OR=2,3), além de maiores chances de apresentar uma qualidade de sono ruim (OR=1,7). Comparados ao restante da amostra, observou-se que os motoristas de caminhão que ingeriram AmED apresentaram maior risco de dirigir sem cinto de segurança (OR=2,2), em alta velocidade (OR=1,9), alcoolizado (OR=2,6), de brigar ou discutir no trânsito (OR=2,0), apresentaram maiores chances de ingerir mais doses alcoólicas por ocasião (medianas 5 vs 2 doses, p < 0,001), beber mais frequentemente (OR=2,6), inclusive no padrão binge drinking (OR=2,1), também em maior frequência em binge drinking (OR=3,2), consumir álcool em um padrão pesado (OR=3,4) e usar drogas ilícitas (OR=2,6). A regressão logística ajustada por idade indicou que os motoristas que brigaram ou discutiram no trânsito (OR=2,2), que dirigiram sem cinto de segurança (OR=1,9) e que relataram o uso de drogas ilícitas nos últimos 12 meses (OR=2,0) tiveram maiores chances de ter ingerido AmED. CONCLUSÃO O estudo indica uma associação entre a ingestão conjunta de álcool com bebidas energéticas e maiores chances de apresentar CRTs. São necessários investimentos em pesquisas e ações preventivas voltadas para essa população
INTRODUCTION: Consumption of alcohol mixed with energy drinks (AmED) has been shown associated with both a heavy pattern of alcohol intake as well as the traffic risk behaviors (TRB) among young adults. Due to the serious impact caused by disabilities and traffic deaths arising from predictable and largely preventable behaviors, the present study investigates the influence of AmED consumption on traffic risk behaviors among truck drivers. METHODS: Data from a sample of professional driving along the highways of the State of São Paulo (Brazil) between June 2012 and September 2013 (N=535) were divided into three groups: (a) those who reported drinking AmED (n=90), (b) who reported consuming alcohol only (n=326) and (c) the rest of the sample (n=445). Bivariate analyzes were performed with positive reports in the last 12 months preceding the survey. The level of significance was set for an alpha of 5% and, subsequently, it was made a multiple logistic regression analysis. RESULTS: Comparing the drivers who drink AmED with those who consumed only alcohol, the first were more likely to have between 20 and 24 years (OR=3.3), to work as a professional less than five years (OR=2.5), had higher risks of driving without a seat belt (OR=2.2), in high speed (OR=1.9), have a fight or discussion in traffic (OR=2.1), having consumed alcohol in a heavy pattern (OR=3.4), drinking more alcoholic drinks per occasion (median 5 vs 2 doses, p < 0.008); at higher frequency (OR=1.9), more often in binge drinking (OR=2.3), consuming illicit drugs more frequently (OR=2.3), as well as more likely to have a bad quality sleep (OR=1.7). Compared to the rest of the sample, it was found that truck drivers who drink AmED had higher risk of driving without a seat belt (OR=2.2), in high speed (OR=1.9), drunk (OR=2 , 6), to fight or discuss in traffic (OR=2.0), were more likely to consume more alcoholic drinks per occasion (median 5 vs 2 doses, p < 0.001), drinking more often (OR=2.6), including in binge drinking (OR=2.1), also in higher frequency in binge drinking (OR=3.2), consuming alcohol in a heavy pattern (OR=3.4) and use illicit drugs (OR=2 6). Logistic regression adjusted for age indicated that drivers who fought or discussed in traffic (OR = 2.2), which drove without a seat belt (OR = 1.9) and that reported using illicit drugs in the last 12 months (OR = 2.0) had higher chances of having ingested AmED. CONCLUSION: This study indicates an association between the combined intake of alcohol with energy drinks and more likely to have TRBs. Investment is needed in research and preventive actions for this population

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Currently, the traffic accidents if have constituted as a serious partner-economic problem and of public health, being responsible for 1,2 million deaths and 50 million wounded, per year in everybody. Many are the causes that generate these accidents. Brazil is had as one of the worldwide leaders in traffic accidents has 30 years more than. The cost of these traffic accidents is very raised. Manaus, is a city of the Region North, considered regional polar region, she is one of the 49 urban agglomerations of the country, and presents a population of 1.688.524 inhabitants approximately. As the majority of the Brazilian cities, the urban transit is violent, time that presents one high index of traffic accidents. During the years of 2007 and 2008, the State Department of Transit of Amazon (Detran/AM), it placed in functioning the educative program of prevention of called traffic accidents 'Solidary Hitchhiking', known popularly as 'Disk Pileque'. This work consisted of analyzing the injunctions taken the effect during the carnavalescos periods of 2007 and 2008, with the execution of the solidary hitchhiking, demonstrating its effectiveness in the reduction of traffic accidents with fatal victims. The execution of the program if gave through the proper Detran, that mounted project in the direction to provide attendance better to the citizen. The data had been gotten through reports emitted for the Detran/AM, of luck that showed the related specificities to the accidents. The results had shown that the execution of the program was positive, therefore, the number of done requests surpassed the expectations mainly, generating with this reduction of costs and reduction of the amount of fatal victims in the city for occasion of the analyzed periods. It was suggested that the program is executed in other periods of the year.
Atualmente, os acidentes de trânsito têm se constituído como um grave problema sócio-econômico e de saúde pública, sendo responsáveis por 1,2 milhões de óbitos e 50 milhões de feridos por ano em todo mundo. Muitas são as causas que geram esses acidentes. O Brasil é tido como um dos líderes mundiais em acidentes de trânsito há mais de 30 anos. O custo desses acidentes de trânsito é muito elevado. Manaus, é uma cidade da Região Norte, considerada pólo regional, é uma das 49 aglomerações urbanas do país, e apresenta uma população de 1.688.524 habitantes aproximadamente. Como a maioria dos municípios brasileiros, o trânsito urbano é violento, vez que apresenta um alto índice de acidentes de trânsito. Durante os anos de 2007 e 2008, o Departamento Estadual de Trânsito do Amazonas(Detran/AM), colocou em funcionamento o programa educativo de prevenção de acidentes de trânsito denominado 'Carona Solidária', conhecido popularmente como 'Disk Pileque'. Este trabalho consistiu em analisar as ações preventivas levadas a efeito durante os períodos carnavalescos de 2007 e 2008, com a execução do carona solidária, demonstrando sua efetividade na redução de acidentes de trânsito com vítimas fatais. A execução do programa se deu através do próprio Detran, que montou esquema no sentido de proporcionar melhor atendimento ao cidadão. Os dados foram obtidos através de relatórios emitidos pelo Detran/AM, de sorte que mostrassem as especificidades relacionadas aos acidentes. Os resultados mostraram que a execução do programa foi positiva, pois, o número de solicitações feitas superou as expectativas, gerando com isso redução de custos e principalmente redução da quantidade de vítimas fatais na cidade por ocasião dos períodos analisados. Foi sugerido que o programa seja executado em outros períodos do ano.

Traffic accidents prevention must be taught since childhood, because children's behavior will be able to change the statistics of accidents in the long-term. This study aimed to evaluate the effectiveness of edutherapeutic intervention to prevent traffic accidents with children. It is characterized as a randomized controlled trial, conducted with 173 children from public school in northeast region of Brazil, divided into experimental group, EG (n = 90) and control group, CG (n = 83). Data collection took place in four stages in the second semester of 2014, with evaluation of variables: knowledge, attitudes and practices that reveal what children know, feel and how they behave in relation to this issue. Chi-square test was used for analysis of categorical variables. The t test was used in the EG to compare the moments before and after the intervention for the variables knowledge, attitudes and practices in the paired data, as well as the comparison between the moments of initial and final evaluations of CG and to compare EG and CG. The significance level used was 5%. The groups were similar regarding sociodemographic variables, form of transport of children, experience with traffic accidents and prevention. There was no difference in the level of knowledge, attitudes and practices among the groups at initial evaluation. In the final assessment, there was improvement in knowledge of EG (p = 0.027). It was also observed a tendency of improvement in attitudes (p = 0.06), not accompanied by significant increase in practices. Comparing EG before and after the intervention, there was a significant difference (p = 0.003) in relation to knowledge. Regarding CG, the initial and final assessment showed that children’s knowledge had greater number of correct answers at the initial evaluation, but no significant difference (p = 0.085), and there was a reduction in the level of appropriate attitudes and practices with significant difference, respectively (p = 0.033) (p = 0.003). The intervention increased the EG level of knowledge in relation to CG, however, attitudes and practices remained stable. In EG, the intervention increased the level of knowledge and kept the attitudes and practices at the same level. In the control group, the lack of intervention tended to have a negative impact on the level of appropriate attitudes and practices, and knowledge was affected, but not significantly. Thus, the intervention influenced significantly the practices and attitudes in comparison to knowledge.
A prevenção de acidentes de trânsito deve ser abordada desde a infância, pois o comportamento das crianças é que será capaz de mudar as estatísticas dos acidentes a longo prazo. Este estudo teve como objetivo avaliar a efetividade de uma intervenção eduterapêutica para prevenção de acidentes de trânsito com crianças. Caracteriza-se como ensaio clínico controlado randomizado, realizado com 173 escolares da rede pública de uma região do nordeste do Brasil, divididos em Grupo Experimental, GE (n=90), e Grupo Controle, GC (n=83). A coleta de dados ocorreu em quatro etapas no segundo semestre de 2014, com avaliação das variáveis: conhecimentos, atitudes e práticas que revelam o que as crianças sabem, sentem e como se comportam em relação a essa temática. Utilizou-se o Teste Quiquadrado para análise das variáveis categóricas. O Teste t foi utilizado no GE para comparação entre os momentos antes e após a intervenção para as variáveis conhecimentos, atitudes e práticas nos dados pareados, assim como na comparação entre os momentos de avaliação inicial e final do CG e na comparação entre o GE e GC. Foi utilizado o nível de significância de 5%. Os grupos mostraram-se semelhantes quanto às variáveis sociodemográficas, maneira de locomoção das crianças, experiência com acidentes de trânsito e prevenção. Não existiu diferença no nível de conhecimentos, atitudes e práticas entre os grupos na avaliação inicial. Na avaliação final, houve melhora no conhecimento do GE (p=0,027). Também foi observada tendência de melhora nas atitudes (p=0,06), não acompanhado de significante incremento nas práticas. Na comparação do GE antes e após a intervenção, houve diferença significativa (p=0,003) em relação ao conhecimento. Em relação ao GC, a avaliação inicial e final evidenciou que o conhecimento das crianças apresentou número de acertos maior na avaliação inicial porém, sem diferença significativa (p=0,085), e houve redução no nível das atitudes e práticas adequadas com diferença significativa, respectivamente (p=0,033) e (p=0,003). A intervenção aumentou o nível de conhecimento do GE em relação ao GC, entretanto, as atitudes e práticas permaneceram estáveis. No GE, a intervenção aumentou o nível de conhecimentos e manteve as atitudes e práticas no mesmo nível. No GC, a falta da intervenção tendeu a repercutir negativamente no nível de atitudes e práticas adequadas, e o conhecimento foi afetado, porém, não de forma significativa. Assim, a intervenção influenciou significativamente nas práticas e atitudes em relação ao conhecimento.

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Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior
This work proposes a collaborative system for marking dangerous points in the transport routes and generation of alerts to drivers. It consisted of a proximity warning system for a danger point that is fed by the driver via a mobile device equipped with GPS. The system will consolidate data provided by several different drivers and generate a set of points common to be used in the warning system. Although the application is designed to protect drivers, the data generated by it can serve as inputs for the responsible to improve signage and recovery of public roads
O trabalho prop?e um sistema colaborativo para marca??o de pontos perigosos em vias de transporte e gera??o de alertas para motoristas. Ele consistire de um sistema de alerta de proximidade de um ponto de perigo, que ser? alimentado pelos pr?prios motoristas atrav?s de um aparelho m?vel equipado com GPS. O sistema dever? consolidar dados fornecidos por v?rios motoristas diferentes e gerar um conjunto de pontos comuns que ser?o usados no sistema de alerta. Embora a aplica??o seja destinada ? prote??o de motoristas, os dados gerados por ela poder?o servir de insumos para os ?rg?os respons?veis melhorarem a sinaliza??o e recupera??o de vias p?blicas

The doctoral thesis analyses driver’s conduct while solving situations associated with crossing of pedestrians across the road in cases of various design of pedestrian crossings and at different conditions. The thesis deepens the knowledge of the human factor impact on the occurrence of a traffic accident involved vehicle and pedestrian and thesis also complements knowledge for the needs of the analysis of traffic accidents, especially in solving the pre collision phase and at assessment of possibilities for collision prevention by involved participants. The thesis deals with driver’s conduct, various models of the conduct as well as the thesis focuses on the visual perception, the process of information processing, the driver’s conduct and the reaction time. In terms of the solution suitable types of experiments were designed and implemented. Based on performed measurements a method of processing and evaluating data on drivers’ conduct was found as well as more significant data set was obtained for a detailed analysis of drivers' conduct in different driving situations. The assessed quantities of drivers' conduct were analysed with respect to the dangerousness of driving situations. For these purposes, the categories of the dangerousness of driving situations were defined (situations completely safe, with increased danger, dangerous and critical), into which the analysed driving situations were subsequently included. To enable the quantification of this classification of situations into the categories of the dangerousness, the coefficient of the dangerousness (so called K) was defined. From the detailed analysis of the obtained data, the limit values of this coefficient were determined, and these were subsequently verified using data from the solution of real traffic accidents. Concurrently the analysis verified the suitability of using this hazard coefficient in the analysis of traffic accidents, especially for a detailed assessment of the possibilities of collision prevention.

INTRODUÇÃO: O propósito deste estudo foi investigar a efetividade de um programa de treino de equilíbrio na mobilidade, no equilíbrio funcional e estático, e nas quedas em mulheres com osteoporose. MÉTODOS: foram selecionadas consecutivamente 66 mulheres idosas do Ambulatório de Doenças Osteometabólicas e randomizadas em 2 grupos: Intervenção - composto de 34 pacientes submetidas ao treino de equilíbrio, e Controle - composto de 32 pacientes sem intervenção. O equilíbrio funcional e estático, a mobilidade e as quedas foram avaliados antes e após 12 meses da intervenção utilizando-se: Berg Balance Scale (BBS), Clinical Test Sensory Interaction Balance (CTSIB) e Timed \"Up and Go\" Test (TUGT). A intervenção utilizou técnicas para melhorar o equilíbrio e a mobilidade, consistindo de 1 hora sessão/semana, e um programa de exercícios em casa. RESULTADOS: Sessenta mulheres completaram o estudo e foram analisadas. Uma diferença no escore da BBS foi significativamente maior no grupo Intervenção comparada ao Controle (5,5 ± 5,67 vs. -0,5 ± 4,88 e P<0,001). Semelhantemente, o número de pacientes no grupo Intervenção apresentou melhora em duas condições do CTSIB comparado com o Controle (condição 5 - olhos vendados e superfície instável: 13 vs. 1 paciente, P<0,001; e condição 6 - olhos abertos, superfície instável e cúpula visual 12 vs. 1 paciente, P=0,001). Adicionalmente, as diferenças entre o TU> foram reduzidas no grupo Intervenção comparado com o Controle (-3,65 ± 3,61 vs. 2,27 ± 7,18 segundos, P<0,001). Notavelmente, essa melhora foi paralela à redução do número de quedas/paciente no grupo Intervenção comparada ao Controle (-0,77 ± 1,76 vs. 0,33 ± 0, 96, P=0,018). CONCLUSÃO: este estudo prospectivo longitudinal demonstrou que uma intervenção utilizando o treino de equilíbrio é extremamente efetiva na melhora do equilíbrio funcional e estático, da mobilidade e redução das quedas em mulheres idosas com osteoporose.
INTRODUCTION: The purpose of this study was to investigate the effect of a 12-month Balance Training Program on balance, mobility and falling frequency in women with osteoporosis. METHODS: Sixty-six consecutive elderly women were selected from the Osteometabolic Disease Outpatient Clinic and randomized into 2 groups: the Intervention Group, submitted for balance training; and the Control, without intervention. Balance, mobility and falling frequency were evaluated before and at the end of the trial using: the Berg Balance Scale (BBS), the Clinical Test Sensory Interaction Balance (CTSIB) and the Timed \"Up & Go\" Test (TUGT). Intervention used techniques to improve balance consisting of one hour sessions/week and a home-based exercise program. RESULTS: Sixty women completed the study and were analyzed. The BBS difference was significant higher in the intervention compared to control (5.5 ± 5.67 vs. -0.5 ± 4.88 score, P<0.001). Similarly, the number of patients in intervention group presented improvement in 2 conditions of CTSIB compared to controls (eyes closed and compliance surface condition: 13 vs. 1 patient, P<0.001; eyes open, visual conflict and compliance condition: 12 vs. 1 patient, P=0.001). Additionally, the difference between the TUGT were reduced in the intervention group compared to control (-3.65 ± 3.61 vs. 2.27 ± 7.18 seconds, P<0.001). Notably, this improvement was paralleled by a reduction in the number of falls in the intervention group compared to control (-0.77 ± 1.76 vs. 0.33±0.96, P<0.018). CONCLUSION: This longitudinal prospective study demonstrated that a intervention using balance training is effective in improving functional and static balance, mobility and falling frequency in elderly women with osteoporosis.

INTRODUÇÃO: A incapacidade física e psicológica, incluindo o medo de quedas, está relacionada à diminuição da satisfação com a vida na osteoporose (OP). O impacto de um programa de treino de equilíbrio para melhorar a qualidade de vida não está bem estabelecido. O objetivo deste estudo, portanto, foi investigar a eficácia que um programa de treino de equilíbrio, realizado durante um período de 12 meses, pôde provocar na qualidade de vida, no equilíbrio funcional e nas quedas em mulheres idosas com osteoporose. MÉTODOS: Sessenta mulheres com OP senil (idade: 65 a 85 anos) do Ambulatório de Doenças Osteometabólicas foram randomizadas e divididas em 2 grupos: Grupo Equilíbrio (GE) 30 pacientes que realizaram intervenção e Grupo Controle (GC) 30 pacientes sem intervenção. O programa de treino de equilíbrio incluiu técnicas para melhorar o equilíbrio durante o período de 12 meses (1sessão de 1h/semana de exercícios complementados com exercícios feitos em casa). A qualidade de vida foi avaliada antes e no final do estudo utilizando o questionário Osteoporosis Assessment Questionnaire (OPAQ), o equilíbrio funcional foi avaliado pela escala Berg Balance Scale (BBS). As quedas no ano anterior foram anotadas e comparadas durante o período de estudo. RESULTADOS: A comparação dos domínios do OPAQ (INICIAL - FINAL) revelou uma melhora significativa da qualidade de vida em todos os parâmetros do GE em relação ao GC: bem-estar geral (1,61 ± 1,44 vs. -1,46 ± 1,32, p <0,001), função física (1,30 ± 1,33 vs. -0,36 ± 0,82, p<0,001), estado psicológico (1,58 ± 1,36 vs. -1,02 ± 0,83, p <0,001), sintomas (2,76 ± 1,96 vs. -0,63 ± 0,87, p <0,001), interação social (1,01 ± 1,51 vs. 0,35 ± 1,08, p <0,001). Esse benefício global foi acompanhado por uma melhora da escala de equilíbrio BBS (-5,5 ± 0,5 vs. 5,67 ± 4,88 p <0,001) e da redução das quedas em 50% no GE vs. 26,6% para o GC (RR: 1,88, p <0,025). CONCLUSÃO: O programa de treino de equilíbrio para mulheres com OP, realizado por 12 meses, proporcionou uma melhor qualidade de vida e uma melhora no estado de saúde global paralelamente aos benefícios no equilíbrio funcional e na redução das quedas
INTRODUCTION: Physical and psychological incapacity, including fear of falling is related to decreased satisfaction with life in osteoporosis (OP). The impact of a balance exercise programs on improving the quality of life is not well established. We have, therefore, investigated the effect of 12-month Balance Training Program in quality of life, functional balance and falls in elderly OP women. METHODS: Sixty consecutive women with senile OP were randomized into a Balance Training Group (BT) of 30 patients and no intervention control group (CG) of 30 patients. The BT program included techniques to improve balance over a period of 12 months (1h exercise session/week and home-based exercises). The quality of life was evaluated before and at the end of the trial using the Osteoporosis Assessment Questionnaire (OPAQ), functional balance was evaluated by Berg Balance Scale (BBS). Falls in the preceding year were noted and compared to the period of study. RESULTS: The comparison of OPAQ variations (INITIAL-FINAL) revealed a significant improvement in quality of life in all parameters for BT compared to CG: well-being (1.61 ± 1.44 vs. -1.46 ± 1.32, p<0001), physical function (1.30 ± 1.33 vs. 0.36 ± 0.82, p<0.001), psychological status (1.58 ± 1.36 vs. 1.02 ± 0.83, p<0.001), symptoms (2.76 ± 1.96 vs. 0.63 ± 0.87, p<0.001), social interaction (1.01 ± 1.51 vs. 0.35 ± 1.08, p<0.001). Of note, this overall benefit was paralleled by an improvement of BBS (-5.5 ± 5.67 vs. +0.5 ± 4.88 p<0.001) and a reduction of falls in 50% in BT group vs. 26.6% for the CG (RR: 1.88, p<0.025). CONCLUSION: The long-term Balance Training Program of OP women provides a striking overall health quality of life improvement in parallel with improving functional balance and reduced falls

A thesis submitted to the Faculty of Health Sciences, University of the Witwatersrand, in fulfillment of the requirements for the degree of Doctor of Philosophy (PhD) in Bioethics and Health Law Johannesburg, 2019
Road traffic injuries and deaths (RTID) are a global public health crisis affecting the ethically charged road traffic system, and disproportionately affect the poor. By world standards South Africa has extremely high crash rates and in many respects is failing to apply road safety best practice, despite being a signatory to the UN Decade of Action for Road Safety 20112020. In the economic hub of Johannesburg the minibus taxi industry (MTI) is a dominant mode of paratransit (informal public transport) which offers flexible and affordable services and helps reduce the social divide caused by the lingering spatial realities of apartheid. It is also a source of economic empowerment and much-needed jobs – however, as with paratransit systems elsewhere, unsafe driving is common and many of the taxis are elderly or defective. Frequent MTI crashes contribute to Johannesburg’s road deaths being more than triple the international city average. Members of the public tend to vilify MTI drivers and ascribe a high degree of moral responsibility to them, but this intuitive reasoning seems to disregard their work conditions and how these affect their driving behavior. It also fails to take into account the South African road safety status quo and the possibility that MTI drivers are akin to an indicator species in relation to the ills of our road traffic system. Prevailing views of road safety are shaped by the Vision Zero philosophy and the Safe System approach, which assign responsibilities both to road users and to system designers. In line with this, my study addresses the question of what moral responsibilities should be ascribed, and to whom, in relation to reducing RTID in the Johannesburg MTI. I answer this bioethical question by means of a dual descriptive-normative inquiry. My descriptive inquiry is based on my mixed-methods empirical research with drivers, aimed at addressing the dearth of knowledge of their work conditions and tapping their views on crash causation and road safety responsibilities. My results, viewed against the backdrop of road safety best practice, lead me to label the operating principles of the Johannesburg MTI ‘contra-constitutional’ due to their violating the drivers’ labour rights as well as the human rights of drivers, passengers and other road users alike. I also analyse the South African road safety situation with regards to road safety best practice and comparative information from three groups of reference countries: the BRICS, our African neighbours (and two other African countries with similar paratransit), and several aspirational countries with very low RTID. This analysis leads me to develop the term ‘crashogenic’ to describe our road traffic system. My normative inquiry draws on arguments which have been made by other authors focusing on moral considerations in relation to road safety. It applies Nihlen Falquist’s moral responsibility ascription framework – developed with regards to Sweden’s Vision Zero policy – in a novel fashion, employing graphical representation in addition to narrative reasoning. Thus, I use her three categories of blame responsibility, causal responsibility and forwardlooking responsibility and ascribe specific moral responsibilities to identified rolepayers, with a view to reducing RTID in the Johannesburg MTI. My study makes an original contribution to the bioethical debate on road safety, with a unique South African perspective. It also extends the existing knowledge base regarding drivers’ work conditions in paratransit systems.
MT 2019

碩士
國立臺東大學
區域政策與發展研究所
97
With the era and environment progressions and constant changes in the time and spatial factors, the personal income has been increasing gradually, followed by the expansion of the metropolitan environment and the expansion in the daily traffic volume caused by the increase in the number of cars. Accompanied with the increase in the number of cars is the gradual increase in the occurrence of traffic accidents. Upon the occurrence of the accident, the management often causes a profound amount of social costs. For reducing the waste of the social resources, the resolution of the traffic issues has raised the level of attention among the general public. For the purposes of effectively preventing the occurrence frequency of traffic accidents on the streets and lowering the number of deaths caused by traffic accidents, the synergy of multiple measures in the aspects of traffic engineering, traffic education and advocacy, and traffic law enforcement is needed for achieving the expected objectives. By utilizing various opportunities and adopting the step-by-step education and advocacy methods, a common awareness of the traffic laws and driving responsibilities can thus be achieved among the general public. The study selected the service units of the Taitung County Police Bureau as the research targets, which encompasses Taitung City, Peinon Village, Green Island Village, and Lanyu Village. The precincts exhibited metropolitan, village, and offshore island characteristics, accounting for 58.08% of the Taitung County population. Positioned as the capital region of Taitung County for politics, economy, and culture, the occurrence rate of the traffic accidents on the road, however, accounted for 64.9% of traffic accidents in Taitung County. For such high frequency of traffic accidents on the road, the prevention measures to be adopted shall be merited with our in-depth thinking and study, as the primary objective of the study. Therefore, the study would conduct a series of correlation analyses on the traffic accidents that caused deaths and injuries to the individuals involved and were registered with the Taitung Service Unit of the Taitung County Police Bureau. Further, a series of investigations will be conducted specifically on the traffic accident prevention tasks based on the data analysis results, followed with the proposition of corresponding prevention plans as the service planning references for the stations of the Taitung Service Unit. Through the service planning and execution by each station, the effective prevention of the traffic accidents would be desired for solidly ensuring the safety of the general public and asset security. The study proposed the relevant plans specifically based on the analysis results for preventing the traffic accidents from occurring on the streets. The plans are basically categorized into four components as below: 1. The promotions can be conducted by utilizing various gatherings, public announcement systems installed in the villages and townships, charity events, mass events, or village and township events (including various tribal harvest hestivals) for promoting the regulations and contents pertaining to the traffic safety, guiding the general public to comply with the traffic rules, and safeguarding the personal life, asset, and public safety. 2. The traffic safety facility improvements include the improvement or addition of traffic signs and signals and road conditions for preventing the occurrence of traffic accidents caused by poor road conditions and for ensuring the safety of the personal life and asset. 3. The service planning tasks include the review of the traffic accident occurrence causes (including the overall and individual case reviews). The enhanced traffic management actions shall be imposed on the road sections with a higher frequency of traffic accidents, and the service-related tasks shall also be fortified (including the banning and supervisory actions). 4. For the project operations, utilize various service actions to prevent and reduce the occurrence of the traffic accidents on the road. To summarize, the study conducted the analysis, research, and investigation of the data of the occurred traffic accidents, which was the original data, to provide each police station with the service planning references. Furthermore, through the service planning and execution by each police station, the effective prevention of the traffic accidents would be desired for solidly ensuring the safety of the general public and asset security.

碩士
逢甲大學
運輸科技與管理學系
99
Due to the space limitation, the individual bike lanes outline is not easy to settle down. Therefore, the better way is make it combined with the pedestrian lanes. So the main purpose of this research is trying to solve the traffic conflict problem between the bikes and pedestrian in order to enhance the traffic security and the user’s willingness. The site visiting and questionnaire survey are conducted in this research so as to find the best space availability in the existing pedestrian lane. This paper uses the discriminant analysis to determine characteristic of commuting and touring bike lanes. Simultaneously, the demand characteristics of pedestrian lanes is also analyzed. After that, the important affecting factors can be obviously shown. Because of balanced scorecard to draw up Appraisal target to planning organization to fill the bill for user favor future planning of combined with bike lanes and pedestrian lanes. The results show that. Regarding the commuting and touring type, the most important factor distinction are convenience and increase interest. Synthesis user viewpoint, convenience is the most important factor. The research goes on to attest, bike lanes combined with pedestrian lanes must by engineers, education and law enforcement three aspect, effective reduce accidents, achieving preventing accidents effect.

在中国，绝大多数煤矿事故主要是由煤矿瓦斯和煤矿突水造成。统计数据显示，目前煤矿水灾引起的直接经济损失已经排在了所有煤矿灾害之前，煤矿水灾已经日益成为最危险的一种煤矿灾害。现阶段在煤矿完全方面主要目标就是尽量减少发生煤矿瓦斯爆炸和水灾的隐患。因此，对于预防和处理煤矿水灾来说，设计一种快速且准确的煤矿水灾的风险评价方法是非常急需的。传统的风险评价方法需要进行大量的广泛的地质调查来寻找地表裂隙等引起煤矿水灾的分险源。这些裂隙主要是因为地面形变造成，这种地面形变在煤矿区一般是由于地下采矿活动或者煤火造成塌陷引起的，或者两者共同作用引起的。一般情况下，煤矿区地处偏远，高海拔，不宜居住的地方，尤其是有煤火的地方，更加不易进行全面地调查。因此，我们认为使用卫星遥感数据对煤矿区大范围周期性的监测，并及时提取与煤矿水灾相关的信息进行风险分析的方法相对与传统方式来说更为便捷，更为及时。经过对乌达煤矿区的野外调查，我们确定了一些会引起乌达煤矿水灾的致灾因素，例如煤火，剥挖坑，渣堆等特有的因素。
本论文提出一个利用遥感，地理信息技术以及水文模型相结合的煤矿区水灾分险评估模型。在这个模型中，首先根据地质和水文数据确定了14个引起该地区水灾灾害的主要影响因素。通过野外调查，专家组一致认为降雨，特别是大暴雨，剥挖坑和地表裂隙是乌达煤矿区最重要的几个因素。分析野外调查成果，可以发现煤火和沉降与试验区地表裂隙有着正相关性。因此在这个模型中，引入煤火和沉降信息来代替实际地表裂隙情况。煤火和沉降信息可以通过多种遥感数据获得。在获得所有致灾因素的信息后，结合专家组的意见，通过层次分析法（AHP）来建立致灾因素的层次并通过成对比较矩阵计算各个致灾因素的权重。最后，通过模型计算得到最终的煤矿区风险评估图。本文得到的结果与神华（北京）遥感勘查有限责任公司实地调查后形成的风险评估图进行对比，结果显示风险分布基本相同。本文也探讨了可能造成两者差异的原因。最后，针对某一高风险区进行实地的钻孔和地震探测验证，结果显示该地区的致灾因素特征明显，具备高风险特性。
验证结果表明，本文提出的方法是具有可操作性的且准确高效，具有一定的煤矿水灾预测作用。我们希望该方法通过进一步的改进，能够应用到实际的煤矿水灾风险评价预测中去。
In China, coal mine accidents were mainly caused by gas and water inrush. Recently, the direct economic loss caused by coal mine flood has been ranked the first among all kinds of coal mine disasters. Reducing water inrush accidents become the main direction and aiming of coal mine security control. From the statistics of coal mine disasters, we learned that the coal mine flood disasters have become the most dangerous mine disaster. There is, therefore, an urgent need to design and provide a coal mine flood risk assessment timely and accurately for mine companies to prevent and deal with the coal mine flood. Traditional approaches investigate the geological condition and find out the exactly numbers and width of fissures caused by coal mining or coal fires burnt. However, the shortcomings of these methods are time consuming, difficult to repeat, and costly to apply over large areas, especially, for many coal mine area located in isolated region, high up in the mountains, in dense forests, and other inhospitable terrains. Hence the use of GIS technology and remote sensing data, particularly satellite remote sensing with a capability of repeated observation of the earth surface, was considered as a very effective approach to detect, analyze and monitor information of mine flood in coal mine area over a large areas.
In this research a risk assessment model was proposed to assess the mine flood risk in Wuda coal mine area using RS, GIS techniques and basic hydrological model. First of all, we analyzed the major factors causing coal mine flood in Wuda coal field, based on the geological and hydrological data. According to the investigated material and the experiences from geologists and coal mining experts, four main criteria including water sources, surface condition, water conductors and water containers as well as fourteen factors were selected to participate the assessment, among which, rainfall, stripping digging pits and fissures were considered as the three main factors to cause mine flood in Wuda coal mine area. The rainfall and sinks information were easily to derive. However, the fissures information was difficult to obtain. Based on the analysis of investigation, the positive correlation between fissures and coal fires or subsidence was obtained. Therefore, the coal fire factor and ground subsidence factor were imported to indicate the fissures information. Then, a method for deriving these impact factors was proposed for coal mine flood risk assessment model. After obtaining the all factors related information, the weights of these factors were calculated by pair-wise comparison method, which depend on the specialists’ opinions. A risk assessment analysis approach based on AHP was created for combining these factors and calculating the results.
Finally, based on the result from risk assessment model, a risk assessment indication map was generated using GIS software. By comparing our assessment result with the Wuda coal flood risk map from Shenhua Group, we noticed that the distribution and levels of coal mine flood risk are similar. Some other auxiliary techniques, for instance, the geological drilling and geological radar detection, were used to validate the result of our study. These techniques also proved the final result is reasonable and acceptable. After the investigation and evaluation, some conclusions and suggestions, were proposed for coal mine companies to avoid or reduce the risk from coal mine flood.
The results indicate that the methodology is effective and practical; thus, it has the potential to forecast the ood risk for coal mine ood risk management. Therefore, it can be used as a final risk assessment model for mine flooding in coal fire area. In the future, we will conduct such risk analysis to mitigate the impact from coal mine flood disasters.
Detailed summary in vernacular field only.
Detailed summary in vernacular field only.
Detailed summary in vernacular field only.
Wang, Shengxiao.
Thesis (Ph.D.)--Chinese University of Hong Kong, 2013.
Includes bibliographical references (leaves 162-174).
Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web.
Abstracts also in Chinese.
Abstract --- p.i
TABLE OF CONTENT --- p.vi
LIST OF TABLES --- p.ix
LIST OF FIGURES --- p.x
Acknowledgements --- p.xiii
Chapter 1. --- Introduction --- p.1
Chapter 1.1 --- Coal mine disasters in China --- p.1
Chapter 1.2 --- Coal mine flood in China --- p.4
Chapter 1.3 --- Background of Wuda coal mine area --- p.6
Chapter 1.4 --- Research objectives --- p.9
Chapter 1.5 --- Structure of the thesis --- p.11
Chapter 2. --- Background --- p.12
Chapter 2.1 --- Coal mine flood --- p.12
Chapter 2.1.1 --- Classification of coal mine flood --- p.12
Chapter 2.1.2 --- Current rescuing situation of coal mine flood --- p.13
Chapter 2.2 --- The Longwall coal mining --- p.14
Chapter 2.3 --- Coal mining Subsidence --- p.19
Chapter 2.3.1 --- Subsidence Mechanisms --- p.19
Chapter 2.3.2 --- Subsidence and Fissures --- p.20
Chapter 2.3.3 --- Previous investigations --- p.22
Chapter 2.4 --- Coal fire and fissures --- p.24
Chapter 2.4.1 --- Definition and Classification --- p.24
Chapter 2.4.2 --- Combustionmechanism --- p.27
Chapter 2.4.3 --- Production of coal fire - Minerals and Burnt rock --- p.29
Chapter 2.4.4 --- Ground temperature related to the coal fire --- p.31
Chapter 2.4.5 --- Fissures caused by Coal fire --- p.32
Chapter 2.4.6 --- Detecting Coal Fires Using Remote Sensing --- p.34
Chapter 2.5 --- Assessment methods review --- p.37
Chapter 3. --- Description of the study areas & data sets --- p.39
Chapter 3.1 --- Study area --- p.39
Chapter 3.2 --- Geography --- p.40
Chapter 3.2.1 --- Geographical position --- p.40
Chapter 3.2.2 --- Climate --- p.41
Chapter 3.3 --- Geology --- p.42
Chapter 3.3.1 --- Geology structure --- p.42
Chapter 3.3.2 --- The stratigraphy of coal --- p.43
Chapter 3.4 --- Hydrology --- p.46
Chapter 3.4.1 --- Hydrogeological characteristics --- p.46
Chapter 3.4.2 --- Surface hydrological characteristics --- p.46
Chapter 3.5 --- Three major coal mine overviews of the assessment area --- p.48
Chapter 3.5.1 --- Suhaitu coal mine --- p.48
Chapter 3.5.2 --- Huangbaici coal --- p.51
Chapter 3.5.3 --- Wuhushan coal --- p.53
Chapter 3.6 --- Data available --- p.55
Chapter 3.6.1 --- Data available for this research --- p.55
Chapter 3.6.2 --- Collection materials and data for reference --- p.55
Chapter 4. --- Investigation and Analysis of Risk Factors --- p.57
Chapter 4.1 --- Currentstatus of Wuda Coalfield --- p.57
Chapter 4.2 --- Water source --- p.58
Chapter 4.2.1 --- Rain fall --- p.58
Chapter 4.3 --- Surface Condition --- p.59
Chapter 4.3.1 --- Flood ditches and surfacerunoff --- p.59
Chapter 4.3.2 --- Stripping digging pits --- p.61
Chapter 4.3.3 --- Slag heap --- p.67
Chapter 4.3.4 --- Water yield of three main coal mine --- p.71
Chapter 4.4 --- Water conductors investigation --- p.72
Chapter 4.4.1 --- Faults --- p.73
Chapter 4.4.2 --- Fissures investigation --- p.75
Chapter 4.4.3 --- Investigation and analysis of fissures --- p.81
Chapter 4.4.4 --- Abandoned tunnel and (illegal) private coal mine --- p.83
Chapter 4.4.5 --- Subsurface Detection- Geological radar --- p.84
Chapter 5. --- Methodology and Information acquisition --- p.87
Chapter 5.1 --- Evaluation Index System --- p.87
Chapter 5.1.1 --- Methodologies in Establishing the Evaluation Index System --- p.87
Chapter 5.1.2 --- Principles for Establishing Evaluation Index System --- p.88
Chapter 5.1.3 --- Method in Establishing Evaluation Index System --- p.89
Chapter 5.1.4 --- Flow chart --- p.90
Chapter 5.2 --- Storm Rainfall Design --- p.91
Chapter 5.3 --- Drainage network and fill sinks extraction --- p.94
Chapter 5.3.1 --- Surfacerunoff model --- p.94
Chapter 5.3.2 --- Fill Sinks (peaks) --- p.96
Chapter 5.3.3 --- Flow Direction --- p.97
Chapter 5.3.4 --- Flow accumulation --- p.98
Chapter 5.4 --- Traditional methods of derived Fissures area and depth --- p.101
Chapter 5.5 --- The method of obtaining coal fire information --- p.103
Chapter 5.5.1 --- Remote sensing data --- p.105
Chapter 5.5.2 --- Land use classification --- p.105
Chapter 5.5.3 --- Temperatureretrieval based on TM/ETM+ --- p.107
Chapter 5.5.4 --- Results of coal fire retrieval --- p.110
Chapter 5.6 --- The method of obtaining coal mine subsidence area --- p.113
Chapter 5.7 --- Illegal private coal mine detecting --- p.115
Chapter 5.8 --- The Analytic Hierarchy Process (AHP) --- p.118
Chapter 5.8.1 --- Introduction of AHP --- p.118
Chapter 5.8.2 --- The procedure of AHP --- p.120
Chapter 6. --- Evaluation and validation --- p.122
Chapter 6.1 --- Workflow --- p.122
Chapter 6.2 --- Develop a decision hierarchy structure --- p.122
Chapter 6.2.1 --- Choosing evaluation indicator --- p.123
Chapter 6.3 --- Weights distribution --- p.124
Chapter 6.3.1 --- Establishment of comparison matrix --- p.125
Chapter 6.3.2 --- Weight Calculation and Consistency Check --- p.127
Chapter 6.3.3 --- Global weight calculation and global consistency check --- p.131
Chapter 6.4 --- Data Preparation and Classification --- p.133
Chapter 6.4.1 --- Rainfall classification --- p.134
Chapter 6.4.2 --- Classification of surface condition --- p.135
Chapter 6.4.3 --- Classification of conductor --- p.138
Chapter 6.5 --- Result of Factor weight overlay --- p.140
Chapter 6.4.1. --- Results --- p.140
Chapter 6.4.2 --- Compare with Risk Map from Shenhua Group --- p.143
Chapter 6.4.3 --- Fieldwork Validation --- p.145
Chapter 7. --- Conclusions and suggestions --- p.150
Chapter 7.1 --- Results and conclusions --- p.150
Chapter 7.2 --- Eliminate potentialdangerous source --- p.152
Chapter 7.3 --- Flood prevention measures recommended --- p.153
Chapter 7.3.1 --- Mainly measures for flood prevention --- p.154
Chapter 7.3.2 --- General prevention and control of surface water --- p.155
Chapter 7.3.3 --- Establish mechanisms and systems to prevent coal mine flood --- p.156
Chapter 7.3.4 --- Strengthen the basic work to prevent coal mine accidents --- p.158
Chapter 7.3.5 --- Investigation and remediation work to prevent coal mine accidents --- p.159
Chapter 7.4 --- Future work --- p.160
References --- p.162

In the study, I explored how to achieve sustained road-traffic accidents reduction in Zimbabwe. Road traffic accidents are indiscriminant and each year hundreds of people lose their lives in road traffic accidents in Zimbabwe. A mixed methods research approach was used to conduct the study. The study was therefore done in two phases. Phase 1 was a quantitative survey using questionnaires, and phase 2 was a qualitative case study using semi-structured interviews. A sample of 500 road-users drawn at random from internet databases formed the respondents for the quantitative phase of the inquiry. A further 20 snowball selected participants, formed the qualitative inquiry group. The key findings from the study were that effective intervention planning, timely measurement, adequate resourcing, and inclusive organization development interventions were the key drivers of successful road safety programmes. Additionally, critical interventions for sustainable road traffic safety in Zimbabwe included; community consultation and involvement in road traffic safety strategy formulation and implementation, mainstreaming road traffic safety education in the schools’ curricula, behavioral changes, financial, and engineering interventions.
Business Management
M. Com. (Business Management)

A random sample of Oregon motor carriers was selected to determine the effectiveness of the Accident Countermeasures (ACM), a process created to address the factors involved in truck accidents and recommendations a motor carrier may utilize to prevent future similar accidents from occurring. Two groups of fifty motor carriers were selected, one group with a record of no accidents in a 12 month period and a group of 50 carriers who had accidents in a 12 month period. All 100 carriers were interviewed. Half of the accident groups records were reviewed and the recommendations of the ACM were supplied to the carrier, the other half was utilized as the control group. Follow up data was collected for the following year and analysis was completed to measure the effectiveness. A total of 82 Oregon based carriers remained in the study throughout its completion. The method of multiple linear regression was utilized to determine whether any variables in the set of explanatory variables considered in this study are related to the accident rate of a company. Data indicates the effect of the Miles Per Vehicle Driven in 1994, Percent of Miles Driven in Urban and the Total Out of Service are statistically significant for the Accident Rate in 1995 for the control group and the study group. It appears however, the estimated difference is only practically significant for the Miles Per Vehicle Driven in 1994 (F=20.31, p=.0001). There is no evidence of a relationship between a trucking companies accident rate in 1995 and the Accident Counter Measures intervention program. (F=.18, p=.67) The difference between the mean accident rates for a company which received the accident counter measure intervention and a company that did not receive the accident counter measure intervention ranges from -.98 to .75 (95% Confidence Interval for the difference of means).
Graduation date: 1999

Accidents are a complex process involving many contributory factors. The understanding of the accident process has often been sought by the use of accident data. Although accident data provide a direct relationship to estimating accident risk, there are many drawbacks associated with the use of these data. The major drawback with the use of accident data is the very fact that traffic engineers have to wait for accidents to occur before any interventions can be made. This alone is significant as the time span required to collect a sample size is often a three-year period. The many deficiencies with accident data have led to alternative measures such as traffic conflict techniques (TCT's) to estimate accident risk.In this investigation. traffic conflict techniques were used to estimate accident risk. There are four basic traffic conflict concepts and the development of these techniques was based on the accident process. The aim of this investigation was to highlight the differences between these concepts and to assess the applicability of these concepts to vehicle-pedestrian conflicts. The investigation was based on applying the various conflict techniques to data obtained at three intersections in the Durban CBD. In order to record the data an innovative method of using digital imaging was employed. This led to the development of a computer program to analyse conflict events. Analysis of the intersections based on the conflict techniques indicates that the intersections of Pine-Field and Commercial-Grey have a high probability of road users being involved in a "serious event" once there is an interaction between them. However, the probability for Commercial-Albert intersection is low thus indicating a safe intersection for vehicle-pedestrian interactions. The number of "serious events" at these locations was found to be related to the interacting traffic volumes - the conflict rate increases with increasing traffic volume. The use of conflict-volume models and accident models together with the conflict concepts agree that the accident risk is related to the conflicting traffic volumes and speed of the road users.
Thesis (M.Sc.Eng.)-University of Natal, Durban, 2003.

跌倒和肌肉減少症是威脅老年人身體健康和生命安全的兩個重要問題。肌肉減少症所致的肌肉力量減弱和平衡能力下降是導致老年人跌倒的最主要原因。老年人跌倒最普遍和最嚴重的後果是脆性骨折。跌倒所致的脆性骨折是常見老年病，同時也是導致老年人生活品質下降和死亡的最主要原因之一。高頻低幅振動(LMHFV)是一種非侵入性生物物理干預手段，通過給予全身物理震動刺激，可有效提高肌肉功能和改善骨質。由此推測高頻低幅振動治療有望應用於預防跌倒/骨折及延緩肌肉減少。
本研究的目的在於，採用臨床隨機對照研究方法，通過對社區老年人進行高頻低幅振動治療，探索高頻低幅振動治療在預防跌倒/骨折、降低骨折發生率以及延緩肌肉量下降的作用。本研究假設高頻低幅振動治療可有效提高肌肉力量和改善骨質，從而降低骨折風險、跌倒率以及骨折發生率。本研究將分成兩部分進行以驗證此假說。
第一部分研究中，710名60歲或以上的社區老年人按社區中心為單位隨機分成振動治療組和對照組。振動治療組給予35Hz，0.3g的振動治療，並以每天20分鐘，每週5 天，持續18 個月；對照組則如常生活而不予振動治療。18個月治療過程中，振動治療組的跌倒率低於對照組46% (p=0.001)。同時，治療組的在平衡力測試中的反應時間、移動速度，和最遠移動距離也都有明顯改善 (所有指標 p<0.001）。在高頻低幅振動治療停止一年後，振動治療組的主導腿和非主導腿肌肉力量仍高於接受振動治療前 (p=0.029, p=0.002)。在平衡力測試中，治療組的反應時間、移動速度以及最遠移動距離也明顯優於對照組 (p=0.001，p=0.014，p=0.007)。在停止治療的一年期間，兩組受試者的肌肉力量，平衡能力以及生活品質均有下降的趨勢，但兩組的下降率並無明顯的差異。
第二部分的設計是基於第一部分的研究成果，目的在於更深入研究高頻低幅振動治療對肌肉功能、肌肉量以及肌肉質素的影響。60名社區老人隨機分成對照組和振動治療組。振動治療組給予35Hz，0.3g的高頻低幅振動治療，並以每天20分鐘，每週5天，持續9個月; 對照組則如常生活而不予振動治療。9個月後，治療組的主導腿和非主導腿的肌肉力量明顯高於對照組 (p<0.001，p=0.003)。在用以評估肌肉力量以及平衡力的計時起立坐下測試中，振動治療組用以完成連串起立及坐下動作的時間明顯低於對照組 (p=0.009)。振動治療組的下肢功能尺度問卷評估結果也明顯優於對照組 (p=0.002)。雖然兩組間的身體成份及肌電圖測試結果並無明顯差異，但治療組的肌肉量和肌電圖平均頻率均有上升的趨勢。而且，在兩部分實驗中，受試者對高頻低幅振動治療均有良好的耐受性，目前並沒有發現對受試者身體產生不利影響。因此，高頻低幅振動治療可安全地應用於社區老年人。
總括而言研究結果證明高頻低幅振動治療可明顯降低老年人跌倒發生率。9至18個月的振動治療可明顯改善老年人下肢功能和平衡力。在完成為期18個月高頻低幅振動治療後的1年，肌肉功能仍高於對照組，表明高頻低幅振動治療具有長期療效。因此，高頻低幅振動治療應在社區推廣作為老年人跌倒的預防方案之一。
Fall and sarcopenia are two major problems among elderly. Poor muscle strength and balancing ability resulted from sarcopenia are the major causes of fall incidences. Fragility fracture is one of the most common and serious consequences of falls, which accounts for most of the deaths, as well as morbidity and poor quality of life. Low magnitude high frequency vibration (LMHFV) treatment is a non-invasive biophysical modality to provide a whole-body mechanical stimulation, which was previously shown to improve muscle performance and bone quality implying the potential application for fall/fracture prevention and reducing muscle loss.
The objectives of this study were to conduct prospective randomized controlled clinical trials to investigate the effect of LMHFV treatment on fall/fracture prevention, fracture risks and muscle loss among community elderly. It was hypothesized that LMHFV treatment could enhance muscle performance and bone quality, thus reducing the fracture risks, fall incidence and fracture rate. Two parts of studies were designed to testify the hypotheses.
In the Part I study, a total of 710 community elderly who were aged 60 years or above were recruited and randomized into vibration or control group on center-basis. The subjects in vibration group received LMHFV treatment (35Hz, 0.3g) 20min/day and 5days/week for 18 months, while control group remained sedentary. During the 18-month study period, the vibration group had reported 46% lower fall incidence rate when compared with control group (p=0.001). Significant improvements were found in reaction time, movement velocity and maximum excursion of balancing ability assessment, and also the quadriceps muscle strength (p<0.001 to all). After ceasing the LMHFV for 1 year, the muscle strength of dominant and non-dominant legs in vibration group were still significantly better than the baseline assessed before intervention (p=0.029 and 0.002 respectively), as compared with the control. In balancing ability test, the reaction time, movement velocity and maximum excursion of vibration group also remained significantly improved, as compared with the control group (p=0.001, 0.014 and 0.007 respectively). During the 1 year post-intervention period, both groups had shown a decreasing trend of muscle strength, balancing ability and quality of life but the rate of changes were not significantly different between two groups.
With reference to the results of Part I study, the Part II study was designed to investigate further the effects of LMHFV on muscle performance, mass and quality. 60 community elderly were recruited and randomized into either vibration or control group. Vibration group subjects received LMHFV treatment (35Hz, 0.3g) 20min/day, 5days/week for 9 months, while control group remained sedentary. Significant enhancement of dominant and non-dominant leg muscle strength was observed in the vibration group after 9 months LMHFV (p<0.001 and =0.003 respectively). In the chair rising test assessing muscle power and balancing ability, vibration group showed significantly shorter time needed for sit-to-stand cycles than the control (p=0.009). Significant increase of the lower extremity functional scale was also observed in the vibration group (p=0.002). No significant findings were found in the body composition and vibromyography (VMG) assessment, however, a trend of increasing lean mass and VMG mean frequency were observed. Also, minimal adverse effects were documented in both parts of study; all subjects were well-tolerated for LMHFV treatment. LMHFV is therefore safe and applicable to elderly in the community setting.
LMHFV was demonstrated to reduce fall incidences significantly. Significant effects on improving lower limbs function and balancing ability were observed as early as 9 months after treatment. Enhancement of muscle performance still remained significant 1 year after completion of 18-month LMHFV treatment, indicating strong residual effects of LMHFV. Use of LMHFV in the community as an effective fall prevention program is recommended.
Detailed summary in vernacular field only.
Detailed summary in vernacular field only.
Detailed summary in vernacular field only.
Detailed summary in vernacular field only.
Detailed summary in vernacular field only.
Li, Chi Yu.
Thesis (Ph.D.) Chinese University of Hong Kong, 2014.
Includes bibliographical references (leaves 154-167).
Abstracts also in Chinese.

Chan Cheung Shing.
Thesis (M.Phil.)--Chinese University of Hong Kong, 2007.
Includes bibliographical references (leaves 88-90).
Abstracts in English and Chinese.
Abstract --- p.ii
Acknowledgements --- p.iv
Table of Contents --- p.v
List of Figures --- p.viii
List of Tables --- p.xii
Abbreviations and Notations --- p.xiii
Chapter Chapter 1 --- Introduction --- p.1
Chapter 1.1 --- Background and Objective --- p.1
Chapter 1.2 --- Contribution --- p.4
Chapter 1.3 --- Thesis Outline --- p.5
Chapter Chapter 2 --- System Architecture --- p.6
Chapter 2.1 --- Conceptual Design --- p.6
Chapter 2.2 --- Sensing Device and Fall-Detection Algorithm --- p.7
Chapter 2.3 --- Mechanical Part --- p.10
Chapter Chapter 3 --- Mechanical Design --- p.11
Chapter 3.1 --- Similar Products --- p.11
Chapter 3.1.1 --- Airbag Restraining Systems in Automobiles --- p.11
Chapter 3.1.2 --- Airbag Jackets for Motorcycle and House Riders --- p.12
Chapter 3.2 --- Mechanism adopted --- p.12
Chapter 3.2.1 --- Time Requirement of Inflator --- p.12
Chapter 3.2.2 --- Mechanism and Design --- p.13
Chapter 3.2.3 --- Actuator --- p.14
Chapter 3.2.4 --- Punch --- p.15
Chapter 3.2.5 --- Airbags --- p.18
Chapter 3.2.6 --- Other Mechanisms Tried --- p.19
Chapter 3.3 --- Prototype --- p.21
Chapter 3.3.1 --- Implementation --- p.21
Chapter 3.3.2 --- Demonstration --- p.23
Chapter Chapter 4 --- Inflation Estimation --- p.25
Chapter 4.1 --- Theory and Model --- p.25
Chapter 4.2 --- Validation of Model --- p.28
Chapter 4.2.1 --- Testing Equipment --- p.28
Chapter 4.2.2 --- Preprocessing of Pressure Sensor Outputs --- p.28
Chapter 4.2.3 --- Validation for Basic Equations --- p.29
Chapter 4.2.4 --- Adjustment of Discharge Coefficients --- p.36
Chapter 4.2.5 --- Validation for Discharging to a Fixed Volume --- p.40
Chapter 4.2.6 --- Estimation of the Size of Airbag's Leakage Hole --- p.45
Chapter 4.2.7 --- Validation for Discharging to an Airbag --- p.47
Chapter 4.2.8 --- Time Delay due to Addition of a Pipe --- p.52
Chapter 4.3 --- Summary of Experiments --- p.53
Chapter 4.4 --- Limitation of Model --- p.54
Chapter 4.5 --- Prediction of Inflation Time and Airbag Pressure --- p.55
Chapter 4.5.1 --- Effects of Orifice Size and Vent Size on Airbag Pressure and Volume --- p.55
Chapter Chapter 5 --- Force Attenuation Estimation --- p.58
Chapter 5.1 --- Theory and Model --- p.58
Chapter 5.1.1 --- Kelvin-Voigt Model --- p.59
Chapter 5.1.2 --- Standard Linear Solid Support Model --- p.59
Chapter 5.2 --- Simple Testing for Validation --- p.61
Chapter 5.3 --- Summary of Experiment --- p.64
Chapter 5.4 --- Estimation --- p.64
Chapter 5.4.1 --- Force Attenuation Ability of Prototype --- p.64
Chapter 5.4.2 --- Minimum Airbag Volume and Pressure Required to Reduce the Force --- p.65
Chapter Chapter 6 --- Future Work --- p.66
Chapter 6.1 --- Impact Test for Airbag System --- p.66
Chapter 6.2 --- The Effective Mass of the Target User --- p.67
Chapter 6.3 --- The Motion Data Collection --- p.68
Chapter 6.4 --- Modification in the Inflator --- p.69
Chapter Chapter 7 --- Conclusion --- p.70
Appendix A Review of Basic Thermodynamics and Fluid Dynamics --- p.72
Chapter A.1 --- Thermodynamics --- p.72
Chapter A.2 --- Fluid Mechanics: Incompressible and Compressible Flow --- p.75
Appendix B Derivation of Equations --- p.77
Chapter B.1 --- Mass Flow Rate Equations --- p.77
Chapter B.2 --- Relationship between Rate of Changes of Airbag Pressure and Volume --- p.80
Chapter B.3 --- Pressure Change of Compressed Gas Cylinder --- p.82
Chapter B.4 --- Dominating Factors in the Mass Flow Rate Equation --- p.83
Appendix C Dimensions of Inflator --- p.85
Appendix D Experimental Data --- p.86

The Federal Democratic Republic of Ethiopia is located in the Horn of Africa and bound on the northeast by Eritrea and Djibouti, on the east and southeast by Somalia, on the south-west by Kenya and on the west and north-west by Sudan. In a 2003 report, the Ethiopia Central Statistical Authority (2003:24) estimated the population of Ethiopia to be 71,066,000. The Ethiopian economy is mainly based on agriculture, which contributes 47% to GNP and more than 80% of exports and employs 85% of the population. Ethiopia nowadays governs under a federal system and due to the governance system there are nine regional states in the country, which are composed of specific ethnic groups. The regional states, which have a significant degree of autonomy, are Tigray, Afar, Amhara, Oromia, Somalia, Benshangul-Gumaz, Gambela, Harar and the Southern Nations, nationalities and peoples, which comprise about 41 ethnic groups. Hence, the structure of the police service in the country follows the characteristics of the federal system. Accordingly, the regional states have their own police service, which is responsible to the regional states and at the federal government level, the Federal Police Service (FPS) is responsible to federal government.
Police Practice
M.Tech. (Policing)

Child pedestrian injury and mortality is an issue of significant public health concern in the city of Johannesburg, Gauteng, in South Africa. Since there is a paucity of studies in the last decade or more on fatal childhood traffic and non-traffic injuries in Johannesburg, this study aspires to address the disproportion in this domain of research, and provide more recent, and comprehensive empirical evidence over a ten-year period. The overarching aim of this study was to describe and examine the magnitude, circumstances, and neighbourhood characteristics of fatal pedestrian injuries among children (0-14 years) in Johannesburg for the period from 2001 to 2010. More specifically, the objectives of the study were: firstly, to provide a comprehensive epidemiological description of the magnitude, trends and occurrence of pedestrian mortality among children; secondly, to describe and examine the epidemiology of child pedestrian mortality in relation to children as motor vehicle passengers; thirdly, to describe and examine child pedestrian mortality in relation to non-traffic injuries, in particular, burns and drowning; and fourthly, to assess the influence of neighbourhood characteristics on child pedestrian mortality. The study conceptualised pedestrian road safety within an ecological systems framework. The study used quantitative descriptive, and multivariate logistic regression methods of analysis to examine child pedestrian mortality data. The study drew on data from the National Injury Mortality Surveillance System (NIMSS) and the Census 2001. The main findings indicated that black, male children aged 5 to 9 years (11.02/100 000) are the most vulnerable, and that mortality occurred predominantly during the afternoons and early evenings (12h00-16h00 and 16h00-21h00), over weekends, during school holidays, and to a lesser extent, during non-holiday months. In addition, neighbourhood characteristics that reflected concentrations of disadvantage, single female-headed households and residentially stable areas were associated with child pedestrian mortality. The study findings highlight the need for critical action in terms of investment in child pedestrian safety research, and appropriate prevention initiatives guided by stringent evidenced-based studies, and the design of safe pedestrian, vehicular and urban environments.
Psychology
D. Phil. (Psychology)

Yeung, Pui Yee.
Thesis (M.Phil.)--Chinese University of Hong Kong, 2009.
Includes bibliographical references (leaves 131-145).
Abstract and some appendixes also in Chinese.
ABSTRACT --- p.i
ABSTRACT (in Chinese) --- p.iii
DECLARATION OF ORIGINALITY --- p.iv
ACKNOWLEDGEMENTS --- p.v
RESEARCH-RELATED PRESENTATIONS AND AWARD --- p.vi
TABLE OF CONTENTS --- p.vii
LIST OF ABBREVIATIONS --- p.xi
LIST OF FIGURES --- p.xii
LIST OF TABLES --- p.xiii
Chapter CHAPTER 1 --- INTRODUCTION --- p.1
Chapter CHAPTER 2 --- LITERATURE REVIEW --- p.3
Chapter 2.1 --- Incidence and prevalence of falls in older people --- p.4
Chapter 2.1.1 --- Incidence and prevalence in western countries --- p.4
Chapter 2.1.2 --- Incidence and prevalence in Hong Kong --- p.4
Chapter 2.2 --- Causes and risk factors for falls --- p.5
Chapter 2.2.1 --- Causes for falls --- p.5
Chapter 2.2.2 --- Risk factors for falls --- p.6
Chapter 2.3 --- Consequences of falls --- p.7
Chapter 2.3.1 --- Individual perspective --- p.7
Chapter 2.3.2 --- Impact on health service and society --- p.9
Chapter 2.4 --- Intervention and prevention strategies --- p.10
Chapter 2.4.1 --- Effective interventions and preventive approaches --- p.10
Chapter 2.4.2 --- Areas of uncertainty for interventions and prevention approaches --- p.19
Chapter 2.5 --- Existing efforts in intervention and prevention --- p.20
Chapter 2.5.1 --- Worldwide levels and collaborations among various countries --- p.20
Chapter 2.5.2 --- Current services for falls prevention in Hong Kong --- p.23
Chapter 2.6 --- Criteria contributing to successful intervention and risks modification --- p.27
Chapter 2.6.1 --- Identification of elderly fallers at Accident & Emergency Department --- p.28
Chapter 2.6.2 --- Selection of the proved effective programme to those likely to benefit --- p.29
Chapter 2.6.3 --- Uptake and adherence of the target fallers to the selected programmes --- p.30
Chapter 2.7 --- Current gaps in study of services for elderly fallers in Hong Kong --- p.31
Chapter CHAPTER 3 --- METHODOLOGY --- p.32
Chapter 3.1 --- Research objectives --- p.33
Chapter 3.2 --- Operational definition of falls --- p.33
Chapter 3.3 --- Study design --- p.34
Chapter 3.3.1 --- Diagrammatic illustration of the study design --- p.35
Chapter 3.3.2 --- "Subjects, assessors and setting" --- p.37
Chapter 3.3.3 --- Sources of data collection --- p.38
Chapter 3.3.4 --- Questionnaire and assessment instruments --- p.39
Chapter 3.3.5 --- Referrals and interventions --- p.49
Chapter 3.4 --- Plan of data analysis --- p.52
Chapter CHAPTER 4 --- RESULT --- p.55
Chapter 4.1 --- Progression of elderly fallers --- p.56
Chapter 4.2 --- Characteristics of all elderly fallers presented to A&E --- p.58
Chapter 4.2.1 --- Demographics --- p.58
Chapter 4.2.2 --- Rate of hip fracture --- p.58
Chapter 4.2.3 --- Seasonal variation for occurrence of falls --- p.58
Chapter 4.2.4 --- Subsequent one-year mortality --- p.59
Chapter 4.2.5 --- Subsequent one-year occurrence of falls with presentation to A&E --- p.59
Chapter 4.2.6 --- Subsequent one-year hospitalization and length of stay --- p.59
Chapter 4.3 --- Profile of elderly fallers who received comprehensive falls assessment --- p.63
Chapter 4.3.1 --- Demographics --- p.63
Chapter 4.3.2 --- "Circumstances, consequences and past history of falls" --- p.67
Chapter 4.3.3 --- Health and functional profile --- p.75
Chapter 4.4 --- Uptake of interventions or referrals by elderly fallers --- p.89
Chapter 4.4.1 --- Uptake rate of various interventions or referrals --- p.89
Chapter 4.4.2 --- Reasons for refusing interventions or referrals --- p.89
Chapter 4.5 --- Comparison between recurrent fallers and non-recurrent fallers --- p.91
Chapter 4.5.1 --- Co-morbidity between recurrent fallers and non-recurrent fallers --- p.91
Chapter 4.5.2 --- Functional profile between recurrent fallers and non-recurrent fallers --- p.91
Chapter 4.6 --- Comparison between injurious falls and non-injurious falls --- p.93
Chapter 4.6.1 --- Co-morbidity between fallers with resultant injury and fallers without injury --- p.93
Chapter 4.6.2 --- Functional profile between fallers with resultant injury and fallers without injury --- p.93
Chapter 4.7 --- Comparison of the profiles between the elderly fallers and the general older population in Hong Kong --- p.95
Chapter 4.7.1 --- Comparison in demographics --- p.95
Chapter 4.7.2 --- Comparison in self-perceived health --- p.95
Chapter 4.7.3 --- Comparison in lifestyle factors --- p.95
Chapter 4.7.4 --- Comparison in BMI --- p.96
Chapter 4.7.5 --- Comparison in morbidity --- p.96
Chapter 4.7.6 --- Comparison in number of disease --- p.97
Chapter 4.7.7 --- Comparison in medication use --- p.97
Chapter 4.8 --- Comparison between fallers attended and those who did not attend the falls assessment clinic in terms of the subsequent one-year results --- p.102
Chapter 4.8.1 --- Comparison in subsequent one-year mortality --- p.102
Chapter 4.8.2 --- Comparison in subsequent one-year recurrent falls with presentation to A&E --- p.102
Chapter 4.8.3 --- Comparison in subsequent one-year hospitalization and LOS --- p.103
Chapter 4.9 --- Validation of a simple screening tool adopted from the Mr. Os (Hong Kong) study by the result of this study --- p.106
Chapter CHAPTER --- 5 DISCUSSION --- p.108
Chapter 5.1 --- Profile of elderly fallers presenting to A&E and its implications to health care planning for the elderly --- p.110
Chapter 5.1.1 --- Profile of fallers in terms of subsequent one-year results --- p.110
Chapter 5.1.2 --- Profile of fallers compared with general older population --- p.111
Chapter 5.1.3 --- Implications on health care planning for the elderly --- p.113
Chapter 5.2 --- Acceptability of various interventions and referrals by fallers and its implications to health care planning for the elderly --- p.116
Chapter 5.2.1 --- Uptake rates for various interventions and referrals --- p.116
Chapter 5.2.2 --- Views towards various interventions and referrals by fallers --- p.117
Chapter 5.2.3 --- Implications on health care planning for the elderly --- p.117
Chapter 5.3 --- Discussion of other findings --- p.120
Chapter 5.3.1 --- Seasonal variation in occurrence of falls --- p.120
Chapter 5.3.2 --- "Circumstances, consequences and past history of falls" --- p.122
Chapter 5.3.3 --- Comparison between recurrent fallers and non-recurrent fallers in terms of co-morbidity and functional profile --- p.123
Chapter 5.3.4 --- Comparison between fallers with resultant injury and fallers without injury in terms of co-morbidity and functional profile --- p.123
Chapter 5.3.5 --- Comparison between fallers attended and those who did not attend the falls assessment clinicin terms of subsequent one-year results --- p.124
Chapter 5.3.6 --- Usefulness of the risk profile of recurrent falling adopted from Mr. Os (Hong Kong) Studyin screening the fallers with high risk of falling --- p.125
Chapter 5.4 --- Limitations --- p.126
Chapter 5.5 --- Recommendations for further research --- p.128
Chapter CHAPTER 6 --- CONCLUSION --- p.129
REFERENCES --- p.131
APPENDICES
Appendix 1 Assessment Form used in Falls Assessment Clinic --- p.146
Appendix 2a Scale for Subjective Socioeconomic Status -English version --- p.151
Appendix 2b Scale for Subjective Socioeconomic Status -Chinese version --- p.152
Appendix 3a Simple Physical Activity Questionnaire -English version --- p.153
Appendix 3b Simple Physical Activity Questionnaire -Chinese version --- p.155
Appendix 4 Modified Barthel Index --- p.157
Appendix 5 Rating Form for Impairment in IADL --- p.159
Appendix 6 Mini-Mental State Examination -Cantonese version (CMMSE) --- p.160
Appendix 7 Geriatric Depression Scale - Four-item short form (GDS-4) --- p.162
Appendix 8 Berg Balance Scale - short form (BBS short form) --- p.163

Orientação: Carlos Alberto Poiares
O número elevado de acidentes rodoviários em Portugal, aliado ao consumo precoce de bebidas alcoólicas, motivou a realização do presente estudo, que tem como objectivo promover uma diminuição do consumo de álcool em adolescentes que se encontrem em processo de aquisição de habilitação legal para conduzir, a partir da implementação de um programa de prevenção primária - Conduz-te, que está desenhado para ser aplicado a uma população com idades compreendidas entre os 14 e os 18 anos, no âmbito de uma escola de condução. Pretende-se sensibilizar os jovens para a associação negativa entre o consumo de álcool e a condução e, paralelamente, alertar para perigos e sanções que podem advir da junção destes comportamentos, sendo fundamental trabalhar competências pessoais e sociais que permitam resistir no futuro a apelos transgressionais.
The high number of road accidents in Portugal, together with the early use of alcohol, motivated the present study, which aims to promote a decrease in alcohol consumption in adolescents who are in the process of acquiring legal authorization to conduct, from the implementation of a primary prevention program – Conduz-te, which is designed to be applied to a population aged 14 to 18 years, under a driving school. It is intended to sensitize young people to the negative association between alcohol consumption and driving and at the same time warning of the dangers and penalties that may arise from the junction of these behaviors is essential to work personal and social skills that enable calls to resist future transgression.

The theme of this student thesis is {\clq}qAnalysis of the machinery as a component of the accident system in the area of traffic operations of self-propelled motor vehicles``. It deals with problems of traffic and main causes of deaths and injuries in road accidents, and proposes a possibility of their elimination. The solution is based on the fact that most of the road accidents are caused by drivers themselves who don´t pay enough attention by driving or their behaviour behind the wheel isn´t sufficient. The proposed solution is supposed to monitor the traffic in real time and in co-operation with specially-designed program installed in the electronic control unit of the vehicle it´s able to notify the driver of dangers around him. The system is also able to dynamically control the traffic in order to prevent traffic-jams, accidents on pedestrian crossings, etc. As a result of system implementation the author estimates rapid decrease in fatal road accidents, serious injuries and physical damages.

This student thesis deals with problems of the causes of road accidents and injury in the Czech Republic, and with the possibilities of their elimination. The human is the most dangerous factor of the transportation system. This resulted in the analysis of the causes of road accidents. The safety of the human factor depends on the experience of the driver, appreciating of danger, attention paid to the driving of vehicle, and on the stress of the road-traffic. The basis of the effective accident prevention are traffic safety precautions.

Desde o século XVIII até os nossos dias, o fenômeno industrial de tecnologias e maquinários tem provocado uma combinação de acontecimentos significativos no trabalho, culminando no estabelecimento de leis e normas para outorgar direitos e deveres aos agentes da relação laboral, bem como para a promoção jurídica da Segurança e Saúde no Trabalho (SST). Tais medidas ativaram o equilíbrio da organização do trabalho, inclusive das estruturas para o controle e prevenção de acidentes compatíveis com as transformações do fenômeno. Nesse contexto, a presente pesquisa tem o objetivo de analisar as normas legais da promoção da SST de Portugal e do Brasil, verificando sua disposição e suas implicações para a admissão dos engenheiros interessados na mobilidade profissional no âmbito do Tratado de Amizade entre esses países. Pressupondo que as legislações de SST não são iguais, entre outras questões levantadas em relação ao exercício da profissão nos dois países, sustenta-se a hipótese de que as normas que regulamentam a SST não se alinham e de que esse desalinhamento gera dificuldades profissionais. Metodologicamente, trata-se de uma pesquisa de cunho bibliográfico e documental, de caráter qualitativo-descritivo. A exaustiva revisão da literatura envolveu a Legislação e Normalização da Engenharia de SST, procurando estabelecer uma análise comparativa e crítica da legislação e de outros documentos oficiais de Portugal e do Brasil. Desta forma, legitimou-se a pesquisa através de várias observações e comparações reveladas nos estudos. Dentre as revelações obtidas, destacam-se: os diplomas e normas que promovem juridicamente a SST em Portugal e no Brasil não estão agrupados para pesquisas; os procedimentos de controle e prevenção de acidentes de trabalho resumem-se na classificação da atividade laboral e nas responsabilidades e avaliações de risco; o conteúdo que resume o papel funcional da OIT para a promoção da SST nestes dois países define igualmente a organização do trabalho decente e sustentável; é provável que o enquadramento legal dos riscos ocupacionais em Portugal e no Brasil operem igualmente para os mesmos fins. Assim, pode-se concluir que a Organização das Normas de SST de Portugal e do Brasil, no Âmbito do Tratado de Amizade, pode contribuir para o exercício da profissão de engenheiros de segurança do trabalho.
Since the 18th century, the industrial phenomenon of technologies and machinery has provoked a combination of significant events at work, culminating in the establishment of laws and norms to grant rights and duties to the agents of the employment relationship. These measures activated the balance of work organization, including structures for the control and prevention of accidents compatible with the transformations of the phenomenon. In this context, this research aims to analyze the legal norms of the promotion of SST in Portugal and Brazil, verifying its willingness and implications for the admission of engineers interested in professional mobility under the Treaty of Friendship between these countries. Assuming that the laws are not the same, among other issues raised in relation to the exercise of the profession in the two countries, it is supposed that the rules governing the SST do not align and that this misalignment creates professional difficulties. Methodologically, this is a bibliographic and documentary research, of qualitativedescriptive character. The exhaustive review of the literature involved the Legislation and Standardization of SST Engineering, seeking to establish a comparative and critical analysis of legislation and other official documents from Portugal and Brazil. Thus, the research was legitimized through several observations and comparisons revealed in the studies. Among the revelations obtained, the following stand out: the diplomas and norms that legally promote SST in Portugal and Brazil are not grouped for research; the procedures for the control and prevention of occupational accidents are summarized in the classification of work activity and in the responsibilities and risk assessments; the content summarising the Functional Role of the OIT for promoting SST in these two countries also defines the organisation of decent and sustainable work; it is likely that the legal framework of occupational risks in Portugal and Brazil will also operate for the same purposes. Thus, it can be concluded that the Organization of SSTs Standards of Portugal and Brazil, within the Framework of the Friendship Treaty, can contribute to the exercise of the profession of occupational safety engineers.

Text in English
The study, which considers that the construction industry is a high risk one due to the physical work demand and nature of the working environment, was conducted to develop practical guidelines for workers and employers that promote occupational health and safety (OHS) in the construction industry in Namibia. The study, conducted at 13 study sites in Windhoek, Namibia, used a quantitative descriptive study method to gather data regarding the OHS status of the construction industry. Data was collected from the 13 study sites using a site interviewer-led questionnaire for 549 construction workers. In addition, both a site inspection checklist and document review checklist were used to collect the data from ten construction sites. A review of documents concerning occupational accidents, diseases and injuries encountered at construction sites that were held by the Ministry of Labour, Industrial relations and Employment creation for the five-year period from April 2011 to March 2016 was carried out. Data was analysed using the Statistical Package for Social Sciences (SPSS) software version 23. The study findings show that most of the workers at the study sites were young and male, with most participants lacking awareness of OHS issues, which may hinder accidents and injuries prevention. It also emerged that occupational hazards are prevalent at the study sites and yet there were poor mechanisms for hazard prevention or mitigation measures. The study notes that there was a high rate of occupational accidents and injuries, as well as a few incidences of health hazards, as indicated by few participants, although there was no documented occupational disease. It is also noted that most study sites do not comply with OHS legislations, such as having OHS policies that indicate the employer’s commitment towards OHS, which placed workers at risk of hazard exposure, occupational accidents, injuries and diseases. Practical guidelines to promote OHS in the construction industry of Windhoek, Namibia are developed as the primary output of this project.
Health Studies
D. Litt. et Phil. (Health Studies)