La majorité des études réalisées sur l'analyse des accidents de la route en milieu urbain empruntant principalement une méthodologie ponctuelle, cette recherche a comme principal objectif d'établir un modèle d'analyse zonale des accidents dans ce même type de milieu en permettant de considérer les éléments de l'environnement humain plus global dans lequel un accident s'est produit. Ce modèle est réalisé par le biais d'une analyse de régression intégrant des données de trois types. Il s'agit tout d'abord des données d'accidents, qui se rapportent aux caractéristiques des accidents, victimes et conducteurs impliqués dans un accident. Des données de recensement, portant sur l'aspect socio-économique et démographique de l'environnement, sont également considérées dans cette analyse. Enfin, certaines données d'ordre physique, se rapportant entre autres au réseau routier et à la circulation, sont incluses dans l'analyse de régression. L'ensemble de ces données étant au départ ponctuelles, elles ont dû subir une transformation zonale via une méthodologie spécifique établie à cet effet. Pour des fins de comparaison, l'analyse de régression est appliquée sur les données de deux années de recensement, soit 1986 et 1991.

No description available.

No description available.

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.

No description available.

M.Com. (Industrial Psychology) / Please refer to full text to view abstract

Digitized by Kansas Correctional Industries

Estudo descritivo, feito por meio de dados oficiais, dos acidentes de motocicleta com vítimas (3 390) ocorridos no Município de São Paulo, em 1982, e que tiveram como conseqüência 4 480 vítimas, das quais, 166 faleceram dentro do período de até 180 dias após o evento. Esses acidentes foram mais frequentes e mais graves do que aqueles relativos aos demais veículos a motor. Suas vítimas se caracterizaram como predominantemente do sexo masculino, das faixas etárias de 15 a 24 anos e de 25 a 34 anos e cerca de dois terços da população estudada foi de motociclistas. Em relação ao momento do acidente, constatou-se um pico nos fins de semana e uma distribuição mais ou menos uniforme em relação aos meses e períodos do dia. O coeficiente de mortalidade foi de aproximadamente 2/100 000 habitantes e a relação coeficiente masculino/feminino foi de 6:1. Na natureza das lesões verificou-se que os diagnósticos mais freqUentes foram as fraturas de crânio, os traumatismos internos de tórax e de abdome e as fraturas dos membros inferiores. A maioria dos óbitos ocorreu no hospital (57,23 por cento ) e aqueles no momento do acidente e nas primeiras vinte e quatro horas perfizeram 62,35 por cento do total. A morte ocorreu mais precocemente entre os motociclistas e passageiros do que entre os pedestres. Espera-se que este estudo possa contribuir para o conhecimento epidemiológico dos acidentes de moto e servir corno subsídio para os programas de prevençao desses acidentes, na área da saúde. / This is a descriptive study of official data of motorcycle accidents with victim (3 390) occurred in 1982 in São Paulo city. There were 4 480 injured victims and 166 of them died until 180 days after the event. These accidents were more frequent and serious than others with all motor vehicle different o f motorcycle. The persons injuried were, in majority, males, of age between 15 to 24 and 25 to 34 years old and two-thirds of the population were motorcyclist. Studying the accident scene, the results demonstrated that the apex was in the weekends and there was no significant difference in relation to months and hours of the day. The death rate was close to 2/100 000 inhabitants and male/female rate was 6:1. In relation to the kind of injury, the findings demonstrated the more frequent diagnosis were skull fracture, thoracic and abdominal injuries and leg´s fracture. The majority of death occurred in hospitals (57,23 per cent ) and at accident scene or until twenty four hours after the accident completed 62,35 per cent of deaths. The motorcyclist and passenger deaths were more precocious than pedestrian\'s death. This study will contribute to know motorcycle accidents epidemiology and give support to preventive programmes of this kind of accidents in health field.

No description available.

Although already known that Maori were over-represented in terms of Work-Related Fatal Injury, because of flawed identification processes, both in numerator and denominator data, little progress has been made in understanding the true extent, nature and distribution of work-related fatal injury among Maori. The present study aimed to more accurately describe the problem, identifying specific circumstances associated with Maori deaths that will assist in developing preventive strategies for Maori. Coronial files with an ICD 9-CM E-Code between E800 and E989 and a decedent aged 15-84, were reviewed as part of the study of all New Zealand work-related fatal injuries occurring between 1985 and 1994. Basic descriptive and causal information concerning each incident were abstracted and coded. Maori were identified within this dataset by either the classification recorded upon death certificates or if they were identified as Maori within Coroners files. In all, 91 Maori deaths were identified within the 817 work-related fatalities. Notably, agreement between the data sources used to identify ethnic status was only around 52%. Crude rates were significantly higher for Maori and did not show the significant linear decline across years, compared with the non-Maori rates. Rates adjusted for employment patterns based on ethnicity did not differ. Specific event sequences leading to death were examined by age industry and occupational group for both Maori and non-Maori workers. This study is the first to specifically investigate work-related injury for Maori. It confirms that overall inequities exist, and that they are largely due to differing employment patterns between Maori and non-Maori.