My master´s thesis is concerned with the problems of traffic accidents involving public transport in Brno. The first part of my master´s thesis is concentrated on an analysis of the structure of the vehicle fleet of the Dopravní podnik města Brna, a.s. (DPMB). There is an evaluation of traffic accidents of the vehicles of Brno´s public transport in the second part, according to the kind of traction. An analysis of the causes of the most common accidents was carried out on the basis of the ascertained results. In the last part, my master´s thesis is concerned with a proposal of measures to reduce the accident rate.

This thesis deals with the evaluation of the causes of traffic accidents of the Fire and Rescue Service vehicles of the South Moravian Region in 2001-2012. Based on the data and information traffic accidents are comprehensively evaluated and measures are proposed to reduce accidents. The processed material can serve to provide expert services in solving the analysis of traffic accidents.

This diploma thesis deals with creating a database of intentional damages of motor vehicles by selected tools and their documentation. Used tools can by often found in any household or workshop. First part describes how insurance and settlement of claim works. Next part deals with insurance frauds and in the third part damages are sorted into categories. Following part describes damages that incurred in actual traffic accidents and closures whether their were insurance frauds or not, and the susequent part is the creating of intentional damages and their processing into a database. In the end i tis described how such a database is an asset for forensic engineering.

Thesis deals with problems of forensic technical analysis of traffic accidents, concretely with creation of complex methodology for analysis of traffic accidents of vehicles on the crossroad. There are defined terms of "complex system and complex analysis of traffic accident", technically acceptable range of important input values, systematization of accidents on the crossroad with methodologies in the thesis. Thesis shows problematical expert procedures, suggests scheme of expert evidence and includes methodology of measurement of common movement of vehicles on the crossroad and recommendation for expert procedures.

<div>Petri net (PN) is a useful tool for the modeling and analysis of complex systems and has been widely used in a variety of practical systems. This dissertation aims at studying highway transportation systems using Petri nets and investigating several fundamental problems related to the modeling, state/structure estimation, and control of highway traffic.</div><div>This dissertation starts with two kinds of modeling schemes. The first one uses the Probabilistic Petri net to model a highway segment. The traffic movement probabilities have also been shown. The second scheme uses the traditional Petri net structure to model the traffic network around a city’s metropolitan area, where places represent the destinations of interests and tokens represent time units.</div><div>After that, two estimation algorithms and one control algorithm have been proposed, respectively, based on external observations. The first algorithm deals with labeled Petri nets and the objective is to estimate the minimum initial marking that has (have) the smallest token sum. The second algorithm estimates the Petri net structures from the observations of finite token change sequences in terms of the minimum number of transitions and connections. At last, the traffic volume control algorithm is to keep the traffic volume within capacity. The controller will be applied in each evolution step depending on observation.</div><div>Since we have been focusing on the optimization problems of the structure and markings of the Petri net, it is directly related to the optimal route planning problems in highway traffic scenarios. Thus, we can obtain optimized traveling routes by applying proposed algorithms to the traffic systems.</div>

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.

Neste trabalho é apresentado o resultado de estudo sobre a acidentalidade no transporte coletivo da cidade de São Carlos - Brasil, utilizando como fontes de informações os registros contidos em boletins de ocorrência de acidentes da polícia militar e em relatórios de ocorrências, elaborados pela empresa operadora do transporte coletivo, ambos relativos aos anos de 2005 e 2006. O método utilizado compreende as seguintes etapas: i) Coleta dos dados; ii) Processamento e sistematização dos dados; iii) Caracterização dos acidentes; iv) Análise das informações e preparação de diagnóstico; e, v) Elaboração de ações mitigadoras. O processamento e a sistematização dos dados foram realizados utilizando o Banco de Dados de Acidentes de Trânsito (BDAT) da cidade de São Carlos, ao passo que a caracterização foi realizada com foco na gravidade, tipologia, distribuição temporal e espacial dos acidentes. De forma a identificar os pontos, interseções, trechos e regiões críticas de ocorrência de acidentes de trânsito, utilizou-se um sistema de informação geográfica - SIG, aplicado à área de transportes. Como principais resultados obtiveram-se: i) maior ocorrência de acidentes que resultaram em danos materiais e de acidente do tipo colisão transversal; ii) acidentes que resultaram em vítimas não fatais ocorreram em maior número às sextas-feiras e os que resultaram em vítimas fatais aos finais de semana; iii) os acidentes encontraram-se espalhados por toda a cidade, com maior concentração no eixo norte-sul e próximo a pólos de serviços de saúde, dentre outros. As ações mitigadoras propostas foram de caráter geral, como por exemplo, melhoria da sinalização, realização de campanhas educativas, dentre outros; e de caráter específico, direcionada para o cruzamento que apresentou o maior número de acidente no período em estudo. / This work presents the results of a study on accident occurrence in public transportation (buses) in the city of São Carlos - Brazil, using as information sources the records from police accident reports from the local police and accident reports performed by the company responsible for the public transportation (buses), both for calendar years 2005 and 2006. The method applied comprises the following steps: i) Data collection; ii) Processing and data systematization; iii) Accident characterization; iv) Information analysis and diagnosis preparation; and v) Development of mitigation actions. Processing and data systematization were carried out using Traffic Accident Database (BDAT) from the city of São Carlos, whereas characterization was done focusing on severity, typology, temporal and spatial distribution of accidents. Geographic information system (GIS) applied to transportation field was used to identify intersections, road stretches and critical areas of traffic accident occurrence. The main results obtained were: i) most accidents resulted in property damage and side impacts ii) most nonfatal accidents occurred in greater number on fridays and fatal ones on weekends ii) accidents took place throughout the city, with greater concentration on north-south routes and around heath care centers, among others. Proposed mitigation actions were of general nature, such as improvements to signals, educational campaigns, among others; and specific ones towards the intersection that presented the highest number of accidents during this study.

Muito embora a micro e a macrotextura dos pavimentos sejam importantes para o tráfego seguro, principalmente em condição de pista molhada e com velocidades superiores a 50 km/h, nos locais de acidentes de trânsito no Brasil esses parâmetros não são avaliados quando das perícias técnicas. Assim, o objetivo principal desta tese é estabelecer critérios de avaliação de pavimentos asfálticos que possam integrar um protocolo para a perícia técnica em locais de acidentes de trânsito. Foi baseada em coleta de dados de micro e de macrotextura dos revestimentos asfálticos em três rodovias no Estado do Paraná, num total de 106 locais, e em quatro vias urbanas na cidade de Londrina-PR, num total de 148 locais, todas com velocidades permitidas iguais ou superiores a 50 km/h, especificamente em trechos onde ocorreram acidentes de trânsito, o que permitiu a determinação da aderência na interface pneu/pavimento, se os valores encontram-se dentro das faixas de aceitabilidade do DNIT, da ANTT e da ARTESP e se houve efetiva contribuição do pavimento para a ocorrência e para a severidade dos acidentes. Dos 106 acidentes rodoviários analisados, em 19 deles as alturas médias de mancha de areia, parâmetro empregado para avaliar a macrotextura, apresentaram-se com valor inferior ao mínimo recomendado (0,60 mm), enquanto que dos 148 acidentes ocorridos em vias urbanas, 22 ocorreram em trechos com alturas médias de mancha de areia também inferiores ao valor mínimo recomendado. Nesses casos também foram realizados ensaios de microtextura, com uso do pêndulo britânico, e posteriormente foram calculados os valores do Índice de Atrito Pneu-Pavimento Internacional (International Friction Index, IFI). Os resultados e as análises deste trabalho indicam que uma melhor condição de macrotextura pode reduzir entre 6% e 19% as energias cinéticas envolvidas nos acidentes em rodovias e de 3% a 11% em vias urbanas, com real possibilidade de redução tanto das avarias produzidas nos veículos quanto, principalmente, das lesões nas vítimas. Dada a importância da micro e da macrotextura, recomenda-se que o protocolo de avaliação de pavimentos para perícias técnicas em locais de acidentes de trânsito em rodovias e em vias urbanas estabeleça a realização dos ensaios de Pêndulo Britânico e de Mancha de Areia em até 24 horas após o evento e que a área a ser levantada contemple toda a extensão das marcas de frenagem dos veículos envolvidos ou, no caso de inexistência de marcas, que compreenda uma extensão de 10 a 70 metros, respectivamente para vias com velocidade máxima permitida de 40 km/h e de 120 km/h. Espera-se, complementarmente, que um protocolo com critérios simples e objetivos, como o desenvolvido neste trabalho, permita a adoção de políticas públicas preventivas, de maior alcance e periodicidade, com as avaliações não somente nos trechos onde ocorrem acidentes, mas ao longo das vias. / Although the micro and macro textures of pavements are important factors for safe driving, especially on wet tracks and with speeds above 50 km/h, such parameters are not even evaluated during technical inspections in traffic accident sites in Brazil. Thus, the main purpose of this thesis is to establish criteria for the evaluation of asphalt pavements that may become integral part of a protocol for technical inspection in traffic accident sites. This work is based on the collection of data concerning the micro and macro texture of asphalt pavements on three roads in the State of Paraná, totaling 106 locations, and on four urban streets in the city of Londrina, State of Paraná, totaling 148 locations. All such locations have a speed limit of equal to or higher than 50 km/h, especially on the sites where traffic accidents occurred, which allowed for the determination of the tire/pavement adherence, and whether the values found were in accordance with the acceptable levels established by DNIT, ANTT and ARTESP, and whether there was effective contribution on the part of the pavement for the occurrence as well as the severity of the accidents. Out of the 106 road accidents that were analyzed, it was observed that in 19 of them the average heights of the sand spot, a parameter used to evaluate the macro-texture, were lower than the minimum value recommended (0,60 mm), while out of the 148 accidents taken place in urban streets, 22 took place in areas where the average heights of the sand spot were also lower than the recommended minimum value. In the case of the accidents that occurred in places where the heights of the sand spots were lower than the minimum recommended, micro texture essays were also carried out by use of the British Pendulum Tester, and later the values of the International Friction Index (IFI) were calculated. The results and the analyzes of this work indicated that a better condition in the macro texture would reduce the kinetic energies involved in road accidents between 6% and 19%, and from 3% to 11% on urban streets, with the real possibility of minimizing both damages caused to the vehicles and especially the lesions on the victims. Given the importance of micro and macro textures, it is recommended that the protocol for the evaluation of pavements for the purpose of technical inspection in traffic accident sites both on roads and urban streets require the carrying out of the British Pendulum Tester and the Sand Spot within 24 hours of the time of the accident and that the area to be tested should include the entire extension of the braking skid marks of the vehicles involved in the accident, or, in the case of inexistence of such marks, covering 10 to 70 meters, respectively, for locations where the permitted maximum speed is 40 km/h, and for locations where the permitted maximum speed is 120 km/h. It is additionally expected that a protocol having simple yet objective criteria, such as the ones developed in this work, will allow for the adoption of preventive public policies, having greater scope and periodical applications, not only on sites where accidents take place, but also on the entirety of roads and streets.

Neste trabalho é apresentado o resultado de estudo sobre a acidentalidade no transporte coletivo da cidade de São Carlos - Brasil, utilizando como fontes de informações os registros contidos em boletins de ocorrência de acidentes da polícia militar e em relatórios de ocorrências, elaborados pela empresa operadora do transporte coletivo, ambos relativos aos anos de 2005 e 2006. O método utilizado compreende as seguintes etapas: i) Coleta dos dados; ii) Processamento e sistematização dos dados; iii) Caracterização dos acidentes; iv) Análise das informações e preparação de diagnóstico; e, v) Elaboração de ações mitigadoras. O processamento e a sistematização dos dados foram realizados utilizando o Banco de Dados de Acidentes de Trânsito (BDAT) da cidade de São Carlos, ao passo que a caracterização foi realizada com foco na gravidade, tipologia, distribuição temporal e espacial dos acidentes. De forma a identificar os pontos, interseções, trechos e regiões críticas de ocorrência de acidentes de trânsito, utilizou-se um sistema de informação geográfica - SIG, aplicado à área de transportes. Como principais resultados obtiveram-se: i) maior ocorrência de acidentes que resultaram em danos materiais e de acidente do tipo colisão transversal; ii) acidentes que resultaram em vítimas não fatais ocorreram em maior número às sextas-feiras e os que resultaram em vítimas fatais aos finais de semana; iii) os acidentes encontraram-se espalhados por toda a cidade, com maior concentração no eixo norte-sul e próximo a pólos de serviços de saúde, dentre outros. As ações mitigadoras propostas foram de caráter geral, como por exemplo, melhoria da sinalização, realização de campanhas educativas, dentre outros; e de caráter específico, direcionada para o cruzamento que apresentou o maior número de acidente no período em estudo. / This work presents the results of a study on accident occurrence in public transportation (buses) in the city of São Carlos - Brazil, using as information sources the records from police accident reports from the local police and accident reports performed by the company responsible for the public transportation (buses), both for calendar years 2005 and 2006. The method applied comprises the following steps: i) Data collection; ii) Processing and data systematization; iii) Accident characterization; iv) Information analysis and diagnosis preparation; and v) Development of mitigation actions. Processing and data systematization were carried out using Traffic Accident Database (BDAT) from the city of São Carlos, whereas characterization was done focusing on severity, typology, temporal and spatial distribution of accidents. Geographic information system (GIS) applied to transportation field was used to identify intersections, road stretches and critical areas of traffic accident occurrence. The main results obtained were: i) most accidents resulted in property damage and side impacts ii) most nonfatal accidents occurred in greater number on fridays and fatal ones on weekends ii) accidents took place throughout the city, with greater concentration on north-south routes and around heath care centers, among others. Proposed mitigation actions were of general nature, such as improvements to signals, educational campaigns, among others; and specific ones towards the intersection that presented the highest number of accidents during this study.

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 &amp;quot;Ablenkung&amp;quot; und &amp;quot;Sorgen&amp;quot; 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 &amp;quot;Warum gerade ich?&amp;quot; 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.