<p>Nowadays, NRTS (Nighttime Road Traffic Safety) and energy saving are very hot topics in transportation field. This thesis investigates a general optimal model for minimizing NRTAs (nighttime road traffic accidents) and power consumption of the road lighting. To establish this model, the relationship between N/D RTAs (Night to Day Road Traffic Accidents) ratio and road lighting condition and the relationship between power consumption and road lighting condition have been studied and explained. A media variable “economic cost” has been chosen which is used for making a connection between these two relationships. The evaluations of NRTAs and power consumption from cost point of view are introduced as well. The impacts of each internal factor defined by author are explained carefully. The result of the model based on these relationships and internal influencing factors is presented in the paper. Finally, the recommendations for reducing NRTAs and/or power consumption, as well as other interesting areas for further study are presented.</p>

Nowadays, NRTS (Nighttime Road Traffic Safety) and energy saving are very hot topics in transportation field. This thesis investigates a general optimal model for minimizing NRTAs (nighttime road traffic accidents) and power consumption of the road lighting. To establish this model, the relationship between N/D RTAs (Night to Day Road Traffic Accidents) ratio and road lighting condition and the relationship between power consumption and road lighting condition have been studied and explained. A media variable “economic cost” has been chosen which is used for making a connection between these two relationships. The evaluations of NRTAs and power consumption from cost point of view are introduced as well. The impacts of each internal factor defined by author are explained carefully. The result of the model based on these relationships and internal influencing factors is presented in the paper. Finally, the recommendations for reducing NRTAs and/or power consumption, as well as other interesting areas for further study are presented.

My thesis is focused on the issues of the punishment for traffic offences. This topic is actually in the spotlight of the social discourse since the relatively high number of tragic traffic accidents leads to the call for the solution of the anomy on the Czech roads. One of possible solutions is also a proportional use of the state repression using the legal tools of the criminal law. The goal of this thesis is an analysis of all the punishments applicable to the traffic offences and their de lege lata and de lege ferenda evaluation. In the first part of this thesis, I will define all kinds of transportation and their legal basis. This is necessary to put the road traffic offences into their proper place in the system of traffic related offences. Furthermore, I define the traffic offence and I also elaborate on which offences are traffic offences per se. My conclusion is that we should use more restrictive approach when it comes to listing the traffic offence. Later on, I modify this restrictive approach by adding the offences of reckless endangerment and obstruction of an official decision. As a part of this chapter, I also examine each offence in the context of their practical use and judicial decisions. The second part of this thesis is focused on the traffic offender. A very specific aspect of...

Road transport intervene in life perhaps each of us. Road transport play to journey to work, spending, medical care, no matter what already like drivers or co - driver or embarkment agents collective transport persons. At present is already quite common that the family personal two car, sometimes and more. S crescendo number vehicles in our households thereby fall and in - service on way, shoot up number enmity on roads, that often end in accident. Accident are also most frequent case offences or punishable act in road transport. Most accidents hasn't calamitous consequences, every day we're news media, especially television and internet, confronted with tragic aftermath serious accidents, that happen in all limits Czech republic. Unfortunately like general prevention these jerked - in - fillings and news malfunction so always speed ill general drift on the up grade of the number of accident stop. In his work first delimitate conception transport and road transport, try to explicandum punishable act in transport and will describe individual punishable act, that come into question like punishable act in transport. Most extensive volume of work will devoted punishments attempt life behind punishable act in road transport, when first carry out common expose punishments and purpose punishment and after it take...

Child road trauma poses a preventable public health burden to the community. This PhD research aimed to: 1) quantify the magnitude of child passenger injuries in New South Wales (NSW), Australia; 2) evaluate the effectiveness of different restraint use to prevent fatalities among child passengers; and 3) estimate the benefit in the general child population from different intervention targets relating to restraint use. It comprised two studies to validate methodology and four independent epidemiological studies. The first study to validate methodology assessed the data item availability and categorization across different road traffic injury surveillance data collections in NSW in relation to World Health Organization recommended data item lists and necessary data item lists for road traffic injury research. Exclusion of, or insufficient categorization of, crucial data items such as restraint use and injurious outcome existed for each data collection. The other study to validate methodology assessed the performance (in terms of incidence estimates, sensitivity, and specificity) of several methods for removing multiple counting when conducting analyses on hospital separation data for child passenger injuries under either primary-diagnosis or all-diagnoses based injury definition, using linkage methods as a comparison. The "readmission"-based criterion consistently best approximated the linkage-method-derived incidence rate. Two epidemiological studies used NSW hospital separation datasets and quantified the magnitude of child road trauma in NSW in terms of hospitalisation rates. One study examined the trend in hospitalised injury incidence rates during the period of July 1998 to June 2005 using a non-parametric estimation method, and reported a non-significant decline of hospitalised injuries to child passengers over time. The second study used Poisson regression to demonstrate that rural NSW children were two times more likely to suffer hospitalised injuries compared with their urban counterparts. The third epidemiological study used the Fatality Analysis Reporting Systems (FARS) from the United States (US) and estimated the association between different restraint uses and child passenger fatality using a matched cohort method. Improperly using restraints significantly elevated the risk of death for child passengers involved in a crash compared to any other restraint use. The advantage of child restraints over seat belts in terms of fatality reduction was not statistically significant, although previous studies have shown an advantage for serious injury reduction. The last study was performed to quantify the relative public health benefit in terms of reduction in child passenger deaths and injuries for different interventions relating to restraint use in the general population using a case-based population attributable risk fraction method. Results support the ongoing child restraint legislation change in Australia to require compulsory child restraint uses for children up to their 7th birthday, and an increasing proper use of age-appropriate restraints would provide the greatest reduction in fatalities and injuries among child passengers assuming equal population uptake for all interventions. In conclusion, this thesis demonstrates that child road trauma remains a public health burden to the Australian community; and highlights the importance of properly using age-appropriate restraints in preventing injuries to child passengers.

Psychological discussions of the background of risk behaviour in road traffic mainly point on two different theoretical approaches. First, risk behaviour may be understood as rational behaviour, trading off costs and benefits of alternative options. On the other hand, the motivational background of risk behaviour takes center stage which can not be described sufficiently by rational choice models. Both approaches are outlined and put into the context of traffic psychological behaviour and decision models. Successful intervention to risk behaviour in road traffic in particular has to include non rational background of behaviour. / Die psychologische Diskussion um Hintergründe des Risikoverhaltens im Straßenverkehr wird wesentlich durch zwei unterschiedliche theoretische Ansätze geleitet. Einmal wird Risikoverhalten als rationales Verhalten verstanden, das Kosten und Nutzen alternativer Möglichkeiten abwägt. Zum anderen stehen motivationale Hintergründe des Risikoverhaltens im Mittelpunkt, die nicht mit klassischen Rational-choice-Ansätzen zu beschreiben sind. Die Ansätze werden umrissen und in den Kontext verkehrspsychologischer Handlungs und Entscheidungsmodelle gestellt. Eine erfolgreiche Beeinflussung des Risikoverhaltens im Straßenverkehr muss gerade die nicht-rationalen Verhaltenshintergründe ansprechen.

The aim of this study was to explore how psychosocial lived experiences of taxi drivers explain accident involvement in Uganda. Face to face in-depth semi-structured interviews were conducted with six male taxi drivers who survived accidents while driving and still served as taxi drivers. The sample was identified with purposive and snowball sampling techniques. Ethical considerations were observed during data collection through transcription, analysis to the final compilation. Interpretive phenomenological analysis (IPA) was employed to each participant’s discernment of the specific and general accounts of accident narratives in a bid to make "sense" of their lived worlds as drivers and accident involvement. Three superordinate themes illuminating accidents emerged out of the data: typical routines of taxi drivers; the socio-cultural context; and the taxi drivers’ community. These were discussed based on relevant theories and previous studies as well as pertinent concepts. Considering the study results, typical routines of taxi drivers, driver community factors and social/cultural factors affect each other, these together leave driver-accident involvement inevitable. Categorically such factors include; age, formal education, driving training, driver health status, domestic concerns, significant others, competitive driving / worse-worse, other road users, Impulsive pick and drop-off of passengers, theft, driver stress, state of the road, state of the vehicle among others. Thus behavioural and cognitive remedies are herein suggested towards ameliorative and/or transformative processes of the accident endemic.

Child road trauma poses a preventable public health burden to the community. This PhD research aimed to: 1) quantify the magnitude of child passenger injuries in New South Wales (NSW), Australia; 2) evaluate the effectiveness of different restraint use to prevent fatalities among child passengers; and 3) estimate the benefit in the general child population from different intervention targets relating to restraint use. It comprised two studies to validate methodology and four independent epidemiological studies. The first study to validate methodology assessed the data item availability and categorization across different road traffic injury surveillance data collections in NSW in relation to World Health Organization recommended data item lists and necessary data item lists for road traffic injury research. Exclusion of, or insufficient categorization of, crucial data items such as restraint use and injurious outcome existed for each data collection. The other study to validate methodology assessed the performance (in terms of incidence estimates, sensitivity, and specificity) of several methods for removing multiple counting when conducting analyses on hospital separation data for child passenger injuries under either primary-diagnosis or all-diagnoses based injury definition, using linkage methods as a comparison. The "readmission"-based criterion consistently best approximated the linkage-method-derived incidence rate. Two epidemiological studies used NSW hospital separation datasets and quantified the magnitude of child road trauma in NSW in terms of hospitalisation rates. One study examined the trend in hospitalised injury incidence rates during the period of July 1998 to June 2005 using a non-parametric estimation method, and reported a non-significant decline of hospitalised injuries to child passengers over time. The second study used Poisson regression to demonstrate that rural NSW children were two times more likely to suffer hospitalised injuries compared with their urban counterparts. The third epidemiological study used the Fatality Analysis Reporting Systems (FARS) from the United States (US) and estimated the association between different restraint uses and child passenger fatality using a matched cohort method. Improperly using restraints significantly elevated the risk of death for child passengers involved in a crash compared to any other restraint use. The advantage of child restraints over seat belts in terms of fatality reduction was not statistically significant, although previous studies have shown an advantage for serious injury reduction. The last study was performed to quantify the relative public health benefit in terms of reduction in child passenger deaths and injuries for different interventions relating to restraint use in the general population using a case-based population attributable risk fraction method. Results support the ongoing child restraint legislation change in Australia to require compulsory child restraint uses for children up to their 7th birthday, and an increasing proper use of age-appropriate restraints would provide the greatest reduction in fatalities and injuries among child passengers assuming equal population uptake for all interventions. In conclusion, this thesis demonstrates that child road trauma remains a public health burden to the Australian community; and highlights the importance of properly using age-appropriate restraints in preventing injuries to child passengers.

Magister Public Health - MPH / Background: Road Traffic Accidents (RTAs) are an important cause of morbidity and mortality worldwide, especially in low and middle-income countries. Traffic police reports indicate that RTAs are amongst the commonest health challenges Swaziland faces. Assessing the magnitude of the challenge, understanding the impact on public health and gaining more insight into the actual risk factors involved in RTAs, and especially RTAs that result in serious injuries and fatalities, is important for the road transport authority, the traffic police and for public health planners, in order to improve road safety, to develop effective countermeasures and to improve preparedness for effective health care, respectively. There is an insufficiency of studies on risk factors associated with RTAs, and particularly those associated with serious and fatal RTAs, in Sub-Saharan countries in general and Swaziland specifically. Manzini, a busy small city in Swaziland with a population of 61000 and an estimate of approximately 12000 vehicles on its roads daily is the setting for this study. RTAs in Manzini, are considered as a major public health problem with many people either seriously injured or killed on the roads annually. Aim: The aim of this study was to determine the human (e.g. age, gender, speeding and drunk driving), vehicle (e.g. vehicle types and vehicle defects), infrastructural (e.g. type of roads, road surface defects and road lighting) and environmental risk factors (e.g. rain and darkness) associated with serious and fatal RTAs in Manzini city and surrounding suburbs in Swaziland. Methodology: A case control study, based on data collected from RTA records at Manzini Traffic Police Station, was conducted. The study population was all RTAs in Manzini, with cases being RTAs that resulted in serious or fatal injuries, while RTAs with no injuries (vehicle and property damage only) and minor injuries were categorised as controls. A sample size of 294 consisting of all 143 RTAs with fatal and serious injury that occurred from July 2013 to June 2015 in Manzini city as cases and a random sample of 151 controls from amongst the minor injury and property damage only RTAs, was selected. A standardised data extraction tool was used to collect data from routine traffic police records on all RTAs. Frequencies were calculated for categorical variables. Numerical variables were summarised mathematically, via their central tendencies and distribution as well as collapsed into meaningful categories. Bivariate analysis to ascertain odds ratios was undertaken and all risk factors that showed a significant association with severe and fatal RTAs were further assessed via multivariate logistic regression analysis. Ethical approval for the study was secured from the Swaziland National Ethics Committee and the University of the Western Cape Research and Ethics committee. Results: Factors that had an unconfounded association on multivariate analysis with serious/fatal RTAs, compared to minor RTAs, were: male drivers (AOR = 5.48; 95% CI = 1.63 – 18.43); drivers not wearing a seatbelt (AOR = 5.07; 95% CI = 2.39 – 10.74); pedestrian error (AOR = 2.66; 95% CI = 1.46 – 4.86); accidents occurring on weekends (AOR 3.62; 95% CI = 2.07- 6.33); and accidents occurring between 18:00 – 23:59 time of the day (AOR = 11.68; 95% CI = 4.49 - 30.39). Other factors such as: age of driver, no driver's license at the accident scene, drunk-driving, seasons of the year, driver error, vehicle type, vehicle defect, road surface type, road surface condition, weather condition, street light condition and urban/rural location were not found to be associated with serious/fatal RTAs in our study. Limitations Limitations of the study were that some data collected at the scene of the accident were incomplete and not collected in a standardised manner (alcohol use, speeding, vehicle defects, road defects and environmental factors) and that there was probable misclassification of some serious/fatal RTAs as minor ones and under-reporting of minor RTAs. Also several variables which may affect the severity of RTAs, such as educational level, socioeconomic status, medical illness, marital status and emotional status of the driver, were not routinely collected by the traffic police department and hence were not assessed. Conclusions and Recommendations: Modifiable risk factors that had an unconfounded positive association with serious/fatal RTAs were not using a seatbelt, night-time driving, weekend driving and pedestrian error, while male gender might be a proxy for reckless driving. Hence, education programmes for drivers and the public on behavioural change encouragement, improving pedestrians' road safety by provision of pedestrian sidewalks and crossing sites, coupled with increased traffic law enforcement at critical days and times, may result in reduction of serious/fatal RTAs.

M.Ing. / The focus of this dissertation is on the evaluation of management in traffic safety, and how it is applied, using the Road Traffic Management Corporation (RTMC) as a case study. Road Traffic Management in South Africa is in a state of crisis. The constitution provides for concurrency with respect to road traffic management, however, no mechanism has been implemented for co-operation and coordination. It has been found that the current institutional arrangements are not conducive to co-ordination and rapid interventions. Due to the scarcity of resources and the desire to streamline the institutional arrangements, an innovative model has been developed which will perform road traffic management collectively, the Road Traffic Management Corporation, RTMC. The implementation of the RTMC will require full co-operation and acceptance by all the various departments concerned, from National Government level, through to Provincial levels, and the Local Authorities. Before the Corporation can be implemented, the funding needs to be secured, and the source of the funding must be stable and committed. The implementing of such a corporation will be delicate, and organizational structure needs to be clear to all parties. At this early stage of the RTMC, the methods of management already used by the RTMC need to be compared to proper management principles, to ensure that the RTMC will have the best structure to ensure its success. Any uncertainties or concerns that may exist among those involved at lower levels can be communicated to top-level management implementing the corporation. By conducting an independent, external investigation, any short falls can be identified which may have been over looked previously. This dissertation aims to ensure that the RTMC adheres to the relevant management principles, focussing on the objective of improving road safety. A questionnaire is devised for the National Department of Transport, so that an independent view of the vision of the RTMC can be acquired. The organizational structure proposed by the RTMC is examined and evaluated to determine the relationship, communication channels, functions and responsibilities, which are intended between the various levels of management and stakeholders. The funding of a corporation such as the RTMC is considered, as the source of such funds needs to be secured before the RTMC can be implemented. A preliminary budget prepared for the RTMC is compared to what funding has been made available. The main objective of the RTMC is to improve road safety. Therefore, the process it intends to use is evaluated to determine whether the goals it intends to achieve through this process are realistic. The engineering function required to improve road safety will also be evaluated in terms of what can be done by engineers to improve the safety on South African roads.