Dissertations / Theses on the topic 'Traffic accident victims Victoria'
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1
Gibler, Michelle. "The relationship of traumatic brain injury to posted speed limits in Missouri in 1999 /." free to MU campus, to others for purchase, 2004. http://wwwlib.umi.com/cr/mo/fullcit?p3137702.
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Breen, Lauren Jennifer. "Silenced voices experiences of grief following road traffic crashes in Western Australia /." Connect to thesis, 2006. http://portal.ecu.edu.au/adt-public/adt-ECU2007.0026.html.
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Chu, Lai-yee. "Coping, appraisal and post-traumatic stress disorder (PTSD) in motor vehicle accidents (MVA)." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hdl.handle.net/10722/210328.
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Edwards, Ethel Ann. "A guide to implementing and evaluating a vocational rehabilitation counselling program for individuals injured in motor vehicle accidents in Newfoundland and Labrador." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp01/MQ36115.pdf.
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James, Kimberly Mullen. "Measuring behavioral disruption in children who have been in motor vehicle accidents." Morgantown, W. Va. : [West Virginia University Libraries], 1999. http://etd.wvu.edu/templates/showETD.cfm?recnum=1118.
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Thesis (Ph. D.)--West Virginia University, 1999.Title from document title page. Document formatted into pages; contains x, 112 p. : ill. (some col.). Vita. Includes abstract. Includes bibliographical references (p. 62-73).
6
Barnes, Jo. "An exploratory study of road crash survivors : injury outcomes and quality of life." Thesis, Loughborough University, 2006. https://dspace.lboro.ac.uk/2134/2369.
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The overall aims of this PhD were to examine what the real effects of injury are on survivors of road crashes and to explore the methods used to assess these effects. Three studies were conducted for this thesis to explore the effects of injury using quality of life outcomes for survivors of road crashes. Study 1 was a prospective follow-up study of 70 road crash survivors with relatively 'minor' injuries. The aim of study 1 was to determine the effects of the crash or injury on quality of life for a 'minor' injury sample over a 1 year follow-up period. Study 2 was a prospective follow-up study of 50 'seriously' injured road crash survivors admitted to hospital as a result of their injuries. Study 3 incorporated the results of study 1 and study 2 to examine the societal burden of injury.
7
Biggs, Quinn M. Kelly Kimberly. "Transportation trauma and psychological morbidity anxiety, depression, PTSD, and perceived control in a hospitalized sample /." [Denton, Tex.] : University of North Texas, 2007. http://digital.library.unt.edu/permalink/meta-dc-4000.
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O'Bryant, Adam L. "Factors associated with traffic crashes in Pasto, Colombia, 2005-2006." unrestricted, 2008. http://etd.gsu.edu/theses/available/etd-07252008-155628/.
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Thesis (M.P.H.)--Georgia State University, 2008.Title from file title page. Karen Gieseker, committee chair; Ike S. Okosun, Victoria Espitia-Hardeman, committee members. Electronic text (69 p. : col. ill., col. map) : digital, PDF file. Description based on contents viewed Sept. 29, 2008. Includes bibliographical references (p. 61-66).
9
Irish, Leah. "Gender Differences in PTSD: An Exploration of Peritraumatic Factors." [Kent, Ohio] : Kent State University, 2007. http://rave.ohiolink.edu/etdc/view?acc%5Fnum=kent1186424404.
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Shrensky, Ruth, and n/a. "The ontology of communication: a reconcepualisation of the nature of communication through a critique of mass media public communication campaigns." University of Canberra. Communication, 1997. http://erl.canberra.edu.au./public/adt-AUC20050601.163735.
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Conclusion. It is probably now appropriate to close a chapter in the history of
public communication campaigning. Weaknesses which have
usually been seen as instrumental can now be seen for what they
are: conceptual failures grounded in compromised ontologies and
false epistemologies. As I showed in the last chapter, even when
viewed within their own narrow empiricist frame, public
communication campaigns fail to satisfy a test of empirical efficacy.
But empirical failure reveals a deeper moral failure: the failure of
government to properly engage in a conversation with the citizens
to whom they are ultimately responsible. Whether public
communication campaigns are a symptom or a cause of this failure
lies beyond the scope of this thesis. But there can be little doubt that
the practice of these campaigns has encouraged the persistence of an
inappropriate relation between state and citizens.
The originators and managers of mass media public communication
campaigns conceive of and execute their creations as persuasive
devices aimed at the targets who have been selected to receive their
messages. But we do not see ourselves as targets (and there are
profound ethical reasons why we should not be treated as such),
neither do we engage with the mass media as message receivers. On
the contrary, as social beings, we become actively and creatively
involved with the communicative events which we attend to and
participate in; the mass media, like all other communication
opportunities, provide the means for generating new meanings,
new ways of understanding, new social realities. But people are
constrained from participating fully in public discussion about social
issues; the government's construal of individuals as targets and of
communication as transmitted messages does not provide the
discursive space for mutual interaction.
Governments should aim to encourage the active engagement of
citizens in public discussion by conceiving of and executing public
communication as part of a continuing conversation, not as
packaged commodities to be marketed and consumed, or as messages
to be received. It is time to encourage alternative practices-practices
which open up the possibility of productive conversations which
will help transform the relationship between citizens and state.
However, as I have argued in this thesis, changed practices must be
accompanied by profound changes in thinking, otherwise we
continue to reinvent the past. Communication practice is informed
by the ontology of communication which is itself embedded within
other ontologies and epistemologies. The dominant paradigm of
communication is at present in a state of crisis, caught between two
views of communication power. On the one hand it displays an
obsession with instrumental effectiveness on which it cannot
deliver. On the other hand-in an attempt to discard the
accumulated baggage of dualist philosophy and mechanistic models
of effective communication-it indulges in a humourless critique of
language which, as Robert Hughes astutely observes, is little more
than an enclave of abstract complaint (Hughes 1993:72). This thesis
has been an attempt to open up a space for a new ontology, within
which we might create new possibilities.
11
Biggs, Quinn M. "Transportation trauma and psychological morbidity: Anxiety, depression, PTSD and perceived control in a hospitalized sample." Thesis, University of North Texas, 2007. https://digital.library.unt.edu/ark:/67531/metadc4000/.
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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.
12
Poldrack, Andreas. "Psychische Traumatisierung bei Verkehrsunfallopfern." Doctoral thesis, Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2003. http://nbn-resolving.de/urn:nbn:de:swb:14-1047895377687-94965.
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Jeder Vierte erleidet im Laufe seines Lebens einen Verkehrsunfall. Obwohl psychische Folgen verbreitet und vielfältig sind, bleiben sie oft unbeachtet oder ihnen wird erst Aufmerksamkeit zuteil, wenn wenn das Leiden oder die Beeinträchtigung durch sie zu stark werden oder die Symptomatik sich längst chronifiziert hat. Am Lehrstuhl für Klinische Psychologie und Psychotherapie der TU Dresden wurde in Zusammenarbeit mit der Christoph-Dornier-Stiftung für Klinische Psychologie in Dresden ein Forschungsprojekt zu psychischer Traumatisierung nach Verkehrsunfällen durchgeführt. Schwerpunkt dieser Studie war es, herauszufinden, inwieweit psychische Beeinträchtigungen wenige Tage nach einem Verkehrsunfall sowie 3 und 6 Monate danach auftreten und welche auslösenden bzw. aufrechterhaltenden Faktoren für die psychischen Beeinträchtigungen zu finden sind. Zu diesem Zweck wurden in einer Unfallklinik Patienten mit einer Fragebogenbatterie untersucht, die dort nach einem Verkehrsunfall eingeliefert worden waren. Die Auftretenshäufigkeit von posttraumatischer Belastungssymptomatik steigt über den Untersuchungszeitraum hinweg leicht an, dies gilt sowohl für klinische als auch subklinische Symptomatik. Interessant sind hier v.a. die verschiedenen Verlaufstypen. Die Gedanken-kontrollstrategien "Ablenkung" und "Sorgen" scheinen beim Umgang mit auftretenden Intrusionen eine relevante Rolle im Zusammenhang mit der posttraumatischen Belastungssymptomatik spielen. Weiterhin zeigte sich, daß Variablen wie die subjektiv wahrgenommene Kontrollierbarkeit der Unfallsituation oder die Beschäftigung mit der Frage "Warum gerade ich?" Einfluß auf die Entwicklung posttraumatischer Symptomatik ausüben. Die Ergebnisse der Studie haben mehrere Implikationen: Erstens konnte repliziert werden, daß posttraumatische Belastungssymptomatik nach Verkehrsunfällen ein relevantes Problem ist, das nicht einfach ignoriert werden darf. Zweitens konnten Erkenntnisse über den längsschnittlichen Verlauf der Symptomatik bereitgestellt werden, die eine Früherkennung von potentiellen Betroffenen näher rücken läßt. Drittens und letztens konnte die wichtige Rolle der kognitiven Variablen bei der Entstehung einer Posttraumatischen Belastungsstörung nach Verkehrsunfällen untermauert werden.
13
Poldrack, Andreas. "Psychische Traumatisierung bei Verkehrsunfallopfern: eine Längsschnittstudie." Doctoral thesis, Technische Universität Dresden, 2002. https://tud.qucosa.de/id/qucosa%3A24205.
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Jeder Vierte erleidet im Laufe seines Lebens einen Verkehrsunfall. Obwohl psychische Folgen verbreitet und vielfältig sind, bleiben sie oft unbeachtet oder ihnen wird erst Aufmerksamkeit zuteil, wenn wenn das Leiden oder die Beeinträchtigung durch sie zu stark werden oder die Symptomatik sich längst chronifiziert hat. Am Lehrstuhl für Klinische Psychologie und Psychotherapie der TU Dresden wurde in Zusammenarbeit mit der Christoph-Dornier-Stiftung für Klinische Psychologie in Dresden ein Forschungsprojekt zu psychischer Traumatisierung nach Verkehrsunfällen durchgeführt. Schwerpunkt dieser Studie war es, herauszufinden, inwieweit psychische Beeinträchtigungen wenige Tage nach einem Verkehrsunfall sowie 3 und 6 Monate danach auftreten und welche auslösenden bzw. aufrechterhaltenden Faktoren für die psychischen Beeinträchtigungen zu finden sind. Zu diesem Zweck wurden in einer Unfallklinik Patienten mit einer Fragebogenbatterie untersucht, die dort nach einem Verkehrsunfall eingeliefert worden waren. Die Auftretenshäufigkeit von posttraumatischer Belastungssymptomatik steigt über den Untersuchungszeitraum hinweg leicht an, dies gilt sowohl für klinische als auch subklinische Symptomatik. Interessant sind hier v.a. die verschiedenen Verlaufstypen. Die Gedanken-kontrollstrategien "Ablenkung" und "Sorgen" scheinen beim Umgang mit auftretenden Intrusionen eine relevante Rolle im Zusammenhang mit der posttraumatischen Belastungssymptomatik spielen. Weiterhin zeigte sich, daß Variablen wie die subjektiv wahrgenommene Kontrollierbarkeit der Unfallsituation oder die Beschäftigung mit der Frage "Warum gerade ich?" Einfluß auf die Entwicklung posttraumatischer Symptomatik ausüben. Die Ergebnisse der Studie haben mehrere Implikationen: Erstens konnte repliziert werden, daß posttraumatische Belastungssymptomatik nach Verkehrsunfällen ein relevantes Problem ist, das nicht einfach ignoriert werden darf. Zweitens konnten Erkenntnisse über den längsschnittlichen Verlauf der Symptomatik bereitgestellt werden, die eine Früherkennung von potentiellen Betroffenen näher rücken läßt. Drittens und letztens konnte die wichtige Rolle der kognitiven Variablen bei der Entstehung einer Posttraumatischen Belastungsstörung nach Verkehrsunfällen untermauert werden.
14
Pringle, Susan Mary. "Automobility and injury inequality : road safety for a diverse society." Thesis, University of St Andrews, 2014. http://hdl.handle.net/10023/6378.
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Most knowledge of road accidents patterns derives from datasets. Heightened risk of involvement in road accidents can be shown to be associated with, inter alia, membership of minority ethnic groups and poverty. In addition, males are involved in a greater number of road accidents than are females. Very little work has been done to explain why these patterns should occur or why some places are linked to a greater risk of road accidents for specific groups of road users. This thesis adopts qualitative methodologies to examine reasons for the apparent over-representation in road accidents of Black teenage male pedestrians living in London, an exercise that not only suggests why Black teenagers should be over-represented in datasets but identifies factors that may explain the dynamics behind many accidents in road space. The thesis focuses on the nature of road space as social space, and a road accident as a unique event that is brought into being through an interaction between users as they meet, each user importing his or her own expectations, feelings and interpretations to the experience. Data are used to argue that no one road user independently ‘causes' a road accident and the thesis concludes that an apparently higher rate of road accidents involving Black teenagers is a function of the constructed social space of the road. Rather than anything intrinsic to the individual, the circumstances of a road accident involving a Black teenage pedestrian can reveal many tensions that underpin society. The final chapter proposes a variety of ways of tackling road accidents, concluding that to be effective, road safety programmes should be developed for diverse societies or communities, rather than discrete groups within communities.
15
Vincent, Kangulumba Mbambi M. "Indemnisation des victimes des accidents de la circulation et assurance de responsabilité civile automobile: étude de droit comparé belge et congolais." Doctoral thesis, Universite Libre de Bruxelles, 1999. http://hdl.handle.net/2013/ULB-DIPOT:oai:dipot.ulb.ac.be:2013/211911.
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L'étude des mécanismes d'indemnisation des victimes des accidents de la circulation suppose préalablement l'examen des principes, des conditions et du fondement de la responsabilité civile en général.Nous l'avons déjà souligné :le droit positif privé congolais à cette particularité d'être dualiste, tout au moins en ce qui est du droit des obligations et du droit de la réparation.
C'est pourquoi,il est indispensable, pour la compréhension du système juridique congolais, de recourir à l'examen des mécanismes de droit coutumier traditionnel qui continuent, très souvent, si pas dans la perception mais en tout cas dans l'application/ de régir les institutions et les rapports de droit privé. Il importe ainsi d'examiner d'abord,la structure de la responsabilité civile en droit positif écrit (Titre 1er),ensuite en droit coutumier traditionnel (Titre II) afin d'en ressortir les apports mutuels qui puissent nous permettre de fonder, dans le système juridique congolais, un meilleur droit de la réparation.
Doctorat en droit
info:eu-repo/semantics/nonPublished
16
Singh, Prashant Spainhour Lisa K. "A study of fatal run off road crashes in the State of Florida a study of fatal traffic crashes in Florida from 1998-2000 /." Diss., 2005. http://etd.lib.fsu.edu/theses/available/etd-04122005-041230.
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Thesis (M.S.) Florida State University, 2005.Advisor: Lisa K. Spainhour, Florida State University, FAMU-FSU College of Engineering, Dept. of Civil Engineering. Title and description from dissertation home page (viewed Jan. 12, 2006). Document formatted into pages; contains xii, 105 pages. Includes bibliographical references.
17
Lewis, Claire. "Injury patterns in motor vehicle accident victims from a sample taken at the Southern Cluster Forensic Pathology Service." Thesis, 2014.
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Motor vehicle collisions are one of the leading circumstances of death worldwide and are contributory to the second most common circumstance of death in South Africa, “transport-related deaths”. A total of 3248 transport-related deaths were recorded in Gauteng alone in 2009 and for that reason motor vehicle collisions pose a substantial threat to the South African population. This study was undertaken to determine if specific patterns of injuries in victims of fatal motor vehicle collisions existed. For the purposes of this study, “patterns of injury” can be defined as similar injuries of similar severities repeatedly and predictably occurring in similar body regions. The study consisted of all individuals involved in fatal collisions who fit the inclusion criteria during the period between 13 May 2011 and 1 June 2012. The external, visceral, and skeletal injuries sustained by the individuals involved in fatal motor vehicle collisions were observed via x-ray and photographic procedures performed by the investigator, as well as documentation from the Forensic Medical Practitioner/scribe notes. The South African Police Force attending officer’s affidavit and the Johannesburg Metropolitan Police Force Accident Reports were used to determine the make and model of the vehicle, the occupant’s position, type of collision and object with which the vehicle collided. The study’s results indicated that distinct patterns of injuries existed for those individuals involved in fatal motor vehicle collisions. The most frequently observed patterns of injuries included either severe head injuries in isolation, severe thoracic and/or abdominal injuries in isolation, or a combination of the two. Distinct patterns of injuries were noted for individuals occupying different types of vehicles but not for individuals occupying different positions within a single vehicle which is contrary to other international findings.
18
Hobday, Michelle Bridget. "The epidemiology of motor vehicle collisions involving pedestrians in eThekwini Municipality, 2001-2006." Thesis, 2009. http://hdl.handle.net/10413/1107.
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Introduction
Road traffic collisions in developing countries contribute towards the greatest burden of
disabilities and fatalities globally. Concern has arisen about the high proportion of
pedestrians involved in collisions in South Africa.
Aim
This study describes the epidemiology of motor vehicle collisions involving pedestrians
in eThekwini Municipality from 2001 to 2006, aiming to identify opportunities for
prevention and informing policy.
Methods
An analytic cross-sectional study design was used. Data was obtained from the
eThekwini Transport Authority database (police accident reports), and the Nationallnjury
Mortality Surveillance System (mortuary reports). Exposure variables included pedestrian
and drivers' demographics and collision environment. Death and injury were the outcome
variables measured. Population data was obtained from Statistics South Africa.
Results
Pedestrians' injuries decreased from 7 445 to 6 288 (incidence risk: 241 to 193 per 100
000) from 200 I to 2006. Annual case fatality rose from 4.9% (366 deaths in 200 I) to
6.8% (430 deaths in 2006). Child pedestrians aged 5 to 9 years had a 77% increased risk
of injury relative to other children. The fatality risk ratio of male to female pedestrians
was 3.8 (95% Confidence Interval: 1.7 to 9.3). Male drivers aged 30 to 34 years had a
68% increased collision risk relative to all other male drivers and eight times (Incidence
risk ratio: 8.0; 95% Confidence Interval: 6.2 to 10.3) the risk of female drivers. Only
3.4% of collisions occurred on freeways but accounted for 19.6% of pedestrian fatalities.
Few (1.5%) collisions involving pedestrians occurred at night in unlit conditions but
constituted more than four times the number of fatalities as number of collisions in these
conditions.Thesis (MMed.)- University of KwaZulu-Natal, Durban, 2009.
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Littleton, Susannah. "Outcomes in musculoskeletal injuries following road traffic crashes : an evaluation of an early intervention programme." Phd thesis, 2011. http://hdl.handle.net/1885/150200.
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Introduction
This thesis evaluates the effect of an early intervention programme on the physical and psychological health status of people with mild to moderate musculoskeletal injuries following road traffic crashes, and examines the influence of accident fault status and compensation claim status on recovery.
Methods
A sequential cohort of patients presenting to emergency departments in the Australian Capital Territory for treatment of mild to moderate musculoskeletal injuries sustained in road traffic crashes were recruited.
A control group of 95 patients received the usual care provided. An Intervention group of 98 patients were referred to a specialist clinic for assessment, during which an individualised, proactive rehabilitation plan was established.
Both physical and psychological health status were measured at baseline, six months and 12 months post-crash using the Short Form 36 (SF-36; Physical Component Score and Mental Component Score); the Hospital Anxiety and Depression Scale (HADS); and Functional Rating Index (FRI).
Three analyses were performed using the health outcome data obtained. Firstly, the influence of fault status on baseline physical and psychological health was evaluated by comparing the health outcomes scores of patients who caused the crash in which they were involved with scores from patients who were not at fault. Secondly, the effect of claiming compensation was evaluated for the control group by comparing SF-36, HADS and FRI scores between patients of the control group who had claimed compensation and those who did not claim compensation. Finally, the effect of the early intervention programme was evaluated by comparing health outcome scores of the control and intervention groups.
Results
Patients were enrolled a mean of 9.3 days following the crash. In the immediate post-crash period, the cohort was characterised by severe disability (FRI 55.5, SD 21.04), moderate levels of pain (pain intensity sub-scale of the FRI 2.0, SD 0.81) and high levels of anxiety (HADS-a9.1, SD 4.55).
Fault status had no effect on physical health; however, people that were not at fault had significantly worse psychological health at baseline as measured by SF-36 Mental Component Score.
Claiming compensation was associated with a worse SF-36 Physical Component Score, greater HADS-anxiety and worse FRI. Retention of a lawyer was significantly associated with a lower SF-36 Mental Component Score at 12 months.
The early intervention programme resulted in a statistically significant reduction in anxiety at 12 months. However, neither anxiety, nor any of the other measures of physical or psychological health were considered to be improved to a clinically significant level by the intervention.
Conclusion
Compensation status and psychological factors are independent determinants of longer term health following mild to moderate musculoskeletal injuries sustained in road traffic crashes. The early specialist assessment and proactive treatment planning implemented as part of this thesis, failed to improve health outcomes over usual care alone. Overall, recovery is influenced by both physical and psychological factors, and models of care need to address both of these components.
20
Moodie, B. (Benjamin). "Kwantifisering van derdeparty versekeringseise: die rol van die bedryfsielkundige." Diss., 1992. http://hdl.handle.net/10500/27312.
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Summary in Afrikaans and EnglishAgainst the background of the volume of Third Party Claims instituted annually and considering the cost involved therein, it has become increasingly important that Industrial Psychologists be consulted to assist in the quantifying of such claims. From an Industrial Psychologist's view, these claims can be quantified by making use of certain Industrial Psychology techniques. These techniques include psychometrical evaluation, applying the knowledge on:- training, job analysis, interviewing and guidance, career planning and ergonomics. The purpose of this study was to liaise with the Legal Profession to identify the requirements and problem areas experienced in the establishing and quantifying of Third Party Insurance Claims. The needs thus identified served as the basis for this study. In the process of defining and categorising these problems, it became apparent that these requirements could be addressed satisfactorily by Industrial Psychologists. It was therefore possible also to determine whether Industrial Psychology as a Science, could contribute to solving these problems. To determine therefore whether Industrial Psychology could actually address and solve these problems and whether the Courts would recognise the contribution of Industrial Psychologists, an actual case study was made of a matter where two Industrial Psychologists had made evaluations. Researching the methods of evaluations employed, and viewing the finding of the Court thereafter, it became apparent that Industrial Psychology can satisfy the need encountered by the legal profession therein. It is further concluded that the curriculum of Industrial Psychology may be successfully applied as an accepted Science in the quantifying of Third Party Insurance Claims.
Teen die agtergrond van die hoeveelheid derdepartyeise wat jaarliks ingedien word, met inagneming van die koste verbonde, word dit toenemend belangrik dat bedryfsielkunde behulpsaam moet wees met die kwantifisering van sulke eise. Vanuit 'n bedryfsielkundige oogpunt kan hierdie eise gekwantifiseer word deur gebruik te maak van sekere bedryfsielkundige tegnieke. Hierdie tegnieke sluit in, psigometriese evaluering, kennis oor opleiding, posontleding, onderhoudvoering en voorligting, loopbaanbeplanning en ergonomika.
Industrial and Organisational Psychology
M. Com. (Industrial and Organisational Psychology)