Thesis (D.P.H.)--University of Michigan, 1996.

Thesis (M.S.)--Florida State University, 2004. / Advisor: Dr. Lisa K. Spainhour, Florida State University, College of Engineering, Dept. of Industrial and Manufacturing Engineering. Title and description from dissertation home page (Jan. 18, 2005). Includes bibliographical references.

Thesis (D.P.H.)--University of Michigan, 1996.

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

No description available.

Os acidentes de trânsito constituem a 13ª causa mais freqüente de morte no Brasil, ocupando o primeiro lugar na faixa de 10 a 14 anos, e o segundo na faixa dos 15 aos 29 anos. Estudos indicam que do total do custo dos acidentes de trânsito, mais de 20% deve-se diretamente ao uso indevido de álcool. Estudos internacionais que relacionam o consumo de álcool com fatalidades no trânsito são freqüentes, mas carecemos de dados epidemiológicos confiáveis e de abrangência nacional que sinalizem a atual e real situação. Portanto, o objetivo do presente estudo é realizar uma análise retrospectiva de dados de vítimas fatais de acidentes de trânsito ocorridos no Município de São Paulo no ano de 2005, para estabelecer a relação do uso do álcool e a morte no trânsito. Nas 907 vítimas avaliadas, notou-se uma associação com o uso de etanol, com 39,4% de casos positivos. Para condutores de veículos, essa porcentagem atinge 55,8%, todos acima do limite máximo permitido para condução à época, de 0,6 g/l. Acidentes em geral, e aqueles relacionados ao álcool, ocorreram com maior frequência aos sábados e domingos, e nos horários das 18hs às 6hs da manhã Os resultados demonstram uma associação do etanol com a ocorrência de vítimas fatais, e devem servir como alerta para o desenvolvimento de políticas públicas visando diminuir este grave problema. / Traffic accidents, in Brazil, account for the 13th most frequent cause of death, being the 1st most frequent among 10 to 14 year olds, and second for those aged 15 to 29. Studies indicate that form the total cost of traffic accidents, over 20% are directly due to the harmful consumption of alcohol. International studies that relate alcohol consumption to traffic fatalities are frequent, but we lack nationwide epidemiological data that present the current and real situation. Thus, the objective of the present study is to carry out a retrospective analysis of data from fatal traffic accident victims, in the city of Sao Paulo, in the year 2005, to establish the relationship between alcohol consumption and traffic deaths. In the 907 evaluated victims, an association with ethanol use was found, with 39.4% of cases being positive. For automobile drivers, this percentage reached 55.8%, all of them above the maximum level allowed at the time, 0.6 g/l. Accidents in general, and those related to alcohol happened in greater frequency on Saturdays and Sunday, and from 6PM to 6AM. The results show an association of alcohol consumption with fatal victims in traffic accidents, and should be a cause for concern. The data present can help in implementing and developing public policies aiming to diminish this grave issue.

Os acidentes de trânsito constituem a 13ª causa mais freqüente de morte no Brasil, ocupando o primeiro lugar na faixa de 10 a 14 anos, e o segundo na faixa dos 15 aos 29 anos. Estudos indicam que do total do custo dos acidentes de trânsito, mais de 20% deve-se diretamente ao uso indevido de álcool. Estudos internacionais que relacionam o consumo de álcool com fatalidades no trânsito são freqüentes, mas carecemos de dados epidemiológicos confiáveis e de abrangência nacional que sinalizem a atual e real situação. Portanto, o objetivo do presente estudo é realizar uma análise retrospectiva de dados de vítimas fatais de acidentes de trânsito ocorridos no Município de São Paulo no ano de 2005, para estabelecer a relação do uso do álcool e a morte no trânsito. Nas 907 vítimas avaliadas, notou-se uma associação com o uso de etanol, com 39,4% de casos positivos. Para condutores de veículos, essa porcentagem atinge 55,8%, todos acima do limite máximo permitido para condução à época, de 0,6 g/l. Acidentes em geral, e aqueles relacionados ao álcool, ocorreram com maior frequência aos sábados e domingos, e nos horários das 18hs às 6hs da manhã Os resultados demonstram uma associação do etanol com a ocorrência de vítimas fatais, e devem servir como alerta para o desenvolvimento de políticas públicas visando diminuir este grave problema. / Traffic accidents, in Brazil, account for the 13th most frequent cause of death, being the 1st most frequent among 10 to 14 year olds, and second for those aged 15 to 29. Studies indicate that form the total cost of traffic accidents, over 20% are directly due to the harmful consumption of alcohol. International studies that relate alcohol consumption to traffic fatalities are frequent, but we lack nationwide epidemiological data that present the current and real situation. Thus, the objective of the present study is to carry out a retrospective analysis of data from fatal traffic accident victims, in the city of Sao Paulo, in the year 2005, to establish the relationship between alcohol consumption and traffic deaths. In the 907 evaluated victims, an association with ethanol use was found, with 39.4% of cases being positive. For automobile drivers, this percentage reached 55.8%, all of them above the maximum level allowed at the time, 0.6 g/l. Accidents in general, and those related to alcohol happened in greater frequency on Saturdays and Sunday, and from 6PM to 6AM. The results show an association of alcohol consumption with fatal victims in traffic accidents, and should be a cause for concern. The data present can help in implementing and developing public policies aiming to diminish this grave issue.

No Brasil, em 2014, os acidentes de trânsito contabilizaram mais de 44 mil óbitos. Já foi relatado na literatura científica a relação entre o uso de drogas por motoristas de caminhão a fim de manterem a exaustiva jornada de trabalho a que são submetidos. O presente estudo teve como objetivo avaliar a frequência do uso de drogas ilícitas por motoristas de caminhão através de análises toxicológicas em amostras de fluido oral. Motoristas de caminhão foram abordados de forma aleatória por policiais rodoviários federais e convidados a participar dos Comandos de Saúde nas Rodovias, evento de promoção à saúde dos caminhoneiros. Os motoristas que aceitaram participar do estudo doaram uma amostra de fluido oral, coletado com o dispositivo Quantisal(TM), e responderam a um questionário estruturado para coleta de dados sociodemográficos. As amostras de fluido oral foram submetidas à análise de triagem para cocaína, anfetamina e delta9-tetrahidrocanabinol (delta9-THC) por ELISA, sendo esse estudo pioneiro na utilização dessa técnica para triagem de amostras de fluido oral no trânsito. As amostras que apresentaram resultados positivos foram confirmadas por cromatografia gasosa acoplada à espectrometria de massas (GC-MS). No período de desenvolvimento desse estudo foi possível o envio das amostras positivas na etapa de triagem para o Instituto Norueguês de Saúde Pública para confirmação por cromatografia líquida de ultra eficiência acoplada à espectrometria de massas em tandem (UPLC-MS/MS). Além das três substâncias já pesquisadas no estudo foram analisadas a presença de outras 29, dentre drogas ilícitas e medicamentos psicoativos. Foram incluídos 762 motoristas. Das amostras analisadas, 5,2% (n=40) apresentaram resultado positivo para algum tipo das drogas estudadas. A cocaína foi a droga mais encontrada (n=16), seguida pela anfetamina (n=11) e delta9-THC (n=4). Ainda, três amostras apresentaram resultados positivos para cocaína e ?9-THC e uma amostra para cocaína e anfetamina. Além da cocaína, anfetamina e ?9-THC, com a confirmação por UPLC-MS/MS foram detectados outros fármacos psicoativos, o meprobamato e o alprazolam, (duas amostras testaram positivo para anfetamina e meprobamato uma para anfetamina e alprazolam e outra amostra para cocaína e meprobamato). Os motoristas com amostras positivas eram mais jovens, com menos escolaridade, mais inexperientes, possuíam uma jornada de trabalho mais extensa e percorriam percursos mais longos. Esse fato alerta, sem dúvida, a necessidade da ampliação de estudos nacionais sobre o uso de substâncias psicoativas, incluindo as ilícitas e medicamentos, para melhor entendimento na comunidade científica e permitindo a implementação de políticas públicas voltadas à prevenção e fiscalização do uso dessas substâncias, com o objetivo de reduzir a morbimortalidade resultante dos acidentes de trânsito nacionais / In Brazil, in 2014 it caused more than 44 thousand deaths. In Brazil is already described in the literature the use of psychoactive substances by truck drivers to maintain their extensive work schedule and stay awake for several hours. Important highways cross through Sao Paulo to other regions from Brazil and to countries from Latin America. This study aims to demonstrate the prevalence of illicit drug use by truck drivers on the State of Sao Paulo through toxicological analyses on oral fluid. Truck drivers were randomly stopped by police officers on federal roads during morning hours. Oral fluid samples were collected using the Quantisal(TM) device. In addition, a questionnaire concerning sociodemographic characteristics and health information was administered. Oral fluid samples were screened for amphetamine, cocaine, and tetrahydrocannabinol (?9-THC) by ELISA. The samples were confirmed by GC-MS, using validated methods for the substances of interest. During the development of this study we had the opportunity to send the positive samples to the Norwegian Institute of Public Health for confirmation using UPLC-MS/MS. Besides cocaine, amphetamine and delta9-THC the samples were tested for others 29 samples, including illicit drugs and psychoactive medicines. 762 drivers agreed to participate. Of the total samples 5.2% (n = 40) tested positive for drugs. Cocaine was the most found drug (n = 16), followed by amphetamine (n = 11) and delta9-THC (n = 4). Furthermore, three samples tested positive for cocaine and delta9-THC and one sample for cocaine and amphetamine. The confirmation using UPLC-MS/MS pointed another two substances that were not tested previously, meprobamate and alprazolam (two samples tested positive for amphetamine and meprobamate, one for amphetamine and alprazolam and another one for cocaine and meprobamate). Drivers presenting positive samples were younger, with less education, less experienced, had a longer work schedule and drove longer distances. This fact shows that, undoubtedly, there is need for more national studies regarding the use of psychoactive substances, illicit and medicines, for a better understand by the scientific community and those responsible for implementation of public policies aiming the control of the use of these substances, in order to, one day, we were able to indeed reduce traffic accidents mortality in our country

Thesis (Ph.D.)--University of Adelaide, Dept. of Psychology, and, Centre for Automotive safety Research , 2004? / Includes bibliographical references (p. 396-420). Also available online.

?rea de concentra??o: Promo??o da sa?de, preven??o e controle de doen?as. / Submitted by Jos? Henrique Henrique (jose.neves@ufvjm.edu.br) on 2017-02-17T16:45:32Z No. of bitstreams: 2 license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) fabio_jesus_santos.pdf: 2424769 bytes, checksum: 269d705172be6f1ae7d5fa65bc1bd100 (MD5) / Approved for entry into archive by Rodrigo Martins Cruz (rodrigo.cruz@ufvjm.edu.br) on 2017-03-06T11:42:59Z (GMT) No. of bitstreams: 2 license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) fabio_jesus_santos.pdf: 2424769 bytes, checksum: 269d705172be6f1ae7d5fa65bc1bd100 (MD5) / Made available in DSpace on 2017-03-06T11:42:59Z (GMT). No. of bitstreams: 2 license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) fabio_jesus_santos.pdf: 2424769 bytes, checksum: 269d705172be6f1ae7d5fa65bc1bd100 (MD5) Previous issue date: 2016 / Aproximadamente 1,24 milh?es de pessoas morrem por ano em acidentes de tr?nsito em todo o mundo, sendo que 23% destas mortes ocorrem com os motociclistas e entre 20 e 50 milh?es sofrem traumatismos n?o fatais. O Brasil ? o quinto pa?s no mundo em n?mero de mortes por acidentes de tr?nsito, sendo que entre os anos de 1996 a 2009 a taxa de mortalidade por acidente de motocicletas aumentou em 800%. Este estudo objetivou identificar e compreender os fatores que motivam os motociclistas a escolherem a motocicleta como um meio de transporte, verificar se eles percebem o risco ao conduzir uma motocicleta, identificar poss?veis comportamentos inseguros e conhecer atitudes de preven??o de acidentes praticadas por eles. Optou por um estudo qualitativo do tipo estudo de caso, desenvolvido com os motociclistas v?timas de acidentes de tr?nsito que deram entrada no centro cir?rgico do Hospital Jo?o XXIII, localizado na cidade de Belo Horizonte/MG, no m?s de mar?o de 2016. O m?todo de coleta de dados foi a entrevista semiestruturada, gravada na forma de ?udio, com posterior transcri??o. Os documentos foram analisados na perspectiva da an?lise de conte?do por categoria tem?tica. Dos 15 motociclistas, todos eram homens, sendo a m?dia de idade igual a 26,9 anos. Os fatores motivacionais revelados foram: o ganho no tempo, a economia proporcionada pelo ve?culo, o gosto pela motocicleta, o fato de ser um ve?culo mais r?pido, a praticidade, a agilidade, o fato de ser mais barato, a situa??o de que a condi??o financeira ? de ter uma moto e a situa??o de ser o ?nico ve?culo dispon?vel no momento para uso do sujeito. Os motociclistas perceberam o risco a que est?o expostos, por?m apresentaram esta percep??o com enfoques diferentes, como a percep??o clara do risco, o risco relacionado a terceiros, relacionado ao condutor, associado ? exposi??o corporal, o risco cont?nuo e tamb?m o risco direto n?o percebido pelo motociclista. Os comportamentos inseguros foram: falta de aten??o, alta velocidade, andar no corredor, pressa demais, ultrapassagem perigosa, costurar no tr?nsito, agir por impulso, uso de bebida alco?lica, conduzir sem condi??es alimentares e exibicionismo. As atitudes de preven??o de acidentes reveladas foram: prestar aten??o, andar devagar, respeito ?s sinaliza??es, n?o realizar manobras perigosas no tr?nsito, realizar manuten??o cont?nua da motocicleta, manter dist?ncia entre ve?culos, utilizar seta adequadamente e sair de casa mais cedo. Entende-se que a motiva??o pode ser criada ao longo da viv?ncia dos motociclistas que s?o estimulados por quest?es sociais e culturais. No contexto atual observa-se que o meio de produ??o capitalista age influenciando e/ou determinando o modo de vida das pessoas. A pesquisa revelou a rela??o do uso da motocicleta com as necessidades trabalhistas. A hospitaliza??o dos motociclistas n?o demonstrou ser uma condi??o que limitasse as respostas deles em prol dos objetivos investigados. Os resultados encontrados foram semelhantes a alguns estudos realizados no Brasil, por?m destaca-se a rela??o entre o fator tempo e o aspecto financeiro como um conjunto quase que obrigat?rio para o motociclista na escolha do meio de transporte. / Disserta??o (Mestrado Profissional) ? Programa de P?s-Gradua??o em Sa?de, Sociedade e Ambiente, Universidade Federal dos Vales do Jequitinhonha e Mucuri, 2016. / About 1,240,000 people die every year in traffic accidents in the world, with 23% of these deaths occur with motorcyclists and between 20 and 50,000,000 suffer non-fatal injuries. The Brazil is the fifth country in the world in number of deaths from traffic accidents, and between the years of 1996 to 2009 accident mortality rate of motorcycles increased by 800%. This study aimed to identify and understand the factors that motivate the bikers to choose the motorcycle as a means of transport, check if they perceive the risk while driving a motorcycle, identify potential unsafe behavior and meet accident prevention attitudes practiced by them. Opted for a qualitative study of case study type, developed with the biker?s victims of traffic accidents who checked in the operating room of the John XXIII Hospital, located in the city of Belo Horizonte/MG, in the month of March 2016. The method of data collection was the semi-structured interview, recorded in the form of audio, with subsequent transcription. The documents were analyzed from the perspective of content analysis by thematic category. Of the 15 riders, all were men, the median age being equal to 26.9 years. The motivational factors revealed were: the gain in time, the economy provided by the vehicle, the taste for motorcycles, the fact of being a vehicle faster, practicality, agility, being cheaper, the situation of the financial condition is to have a motorcycle and the situation to be the only vehicle available at the time for use of the subject. Motorcyclists realized the risk to which they are exposed, but presented this perception with different approaches, as the clear perception of risk, the risk related to third parties, related the driver associated with the display, continuous risk and also the direct risk is not perceived by the biker. Unsafe behaviors were: lack of attention, high speed, walking in the hallway, in a flash, dangerous overtaking, sew in traffic, acting on impulse, use of alcohol, driving while impaired and exhibitionism. The attitudes of accident prevention revealed were: pay attention, walk slowly, about the signs, not perform dangerous maneuvers in traffic, perform ongoing maintenance of motorcycle, maintaining distance between vehicles, use arrow keys properly and leave home early. It is understood that motivation can be created along the experience of riders that are stimulated by social and cultural issues. In the current context it is observed that the means of capitalist production acts influencing and/or determining the way of life of the people. The survey found the use of the motorcycle with the labor needs. The hospitalization of riders not shown to be a condition that limited their responses for the investigated. The results were similar to some studies conducted in Brazil, but the relationship between the time factor and the financial aspect as a set almost mandatory for the biker in the choice of means of transport.