Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2019-03-15T12:26:20Z No. of bitstreams: 1 Juliel Modesto de Araujo.pdf: 3915553 bytes, checksum: b084c32b6154a8b823fd81a76dae0eca (MD5) / Made available in DSpace on 2019-03-15T12:26:20Z (GMT). No. of bitstreams: 1 Juliel Modesto de Araujo.pdf: 3915553 bytes, checksum: b084c32b6154a8b823fd81a76dae0eca (MD5) Previous issue date: 2019-02-25 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / Traffic education is one of the elements of the triad (ROZESTRATEN, 1988) for the public management of traffic, created by legal norms that govern public transit policy throughout the national territory, with the aim of ensuring road safety. This paper proposes to understand traffic education as an "important social fact" (MOSCOVICI, 1978, p.20) as it was for Moscovici (id., 1978; 2003) the study of psychoanalysis. The proposal is to know the phenomenon of the normalization of education for the transit in its interrelation between subjects of education and the phenomenon object of education: the transit. The understanding of the phenomenon of traffic is made in the perspective of human mobility, and is based on the discussions carried out by CREPOP (2018), Furtado (In CFP, 2010), Moretzsohn (ibd.) And Macedo (ibd.). Jovchelovitch (2000) and Sennet (1999) on the public-private relation and Fair (2012) regarding the relation time and space. Transit from the perspective of human mobility, therefore, comes to be understood as a psychosocial phenomenon constituted by space-time and public-private interrelations, causing the subject to which legal norms intend to educate. The legal norms on traffic education are understood from the "prescriptivity of the legal norm" (CARVALHO, 2010) whose basic parts that structure them are established by law and are treated here as "enunciating subjects" (LIMA, 2008). ) of "social discourses" (MOSCOVICI, 1978, p.62) .The analysis of legal norms is based on lexical analysis with the help of the software ALCESTE and in light of the Theory of Social Representations (MOSCOVICI, 1978, 2003) . It should be noted that there are three fields of "social discourses" (MOSCOVICI, 1978, p. 62) in traffic education, the most structured field in which private enterprise performs public service / A educação para o trânsito constitui um dos elementos da tríade (ROZESTRATEN, 1988) para a gestão pública de trânsito, criada por normas jurídicas que disciplinam a política pública de trânsito em todo o território nacional, com o objetivo de assegurar a segurança viária. O presente trabalho se propõe a compreender a educação para o trânsito como “importante fato social” (MOSCOVICI, 1978, p. 20) tal como o foi para Moscovici (id., 1978; 2003) o estudo da psicanálise. A proposta é conhecer o fenômeno da normatização da educação para o trânsito na sua inter-relação entre sujeitos da educação e o fenômeno objeto da educação: o trânsito. A compreensão do fenômeno trânsito se faz na perspectiva da mobilidade humana, e se dá a partir das discussões realizadas por CREPOP (2018), Furtado (In CFP, 2010), Moretzsohn (ibd.) e Macedo (ibd.), realizando diálogo com Jovchelovitch (2000) e Sennet (1999) sobre a relação público-privado e Justo (2012) quanto a relação tempo e espaço. O trânsito na perspectiva da mobilidade humana, portanto, passa a ser compreendido como fenômeno psicossocial constituído pelas inter-relações espaço-tempo e público-privado, fazendo engendrar o sujeito a que as normas jurídicas pretendem educar. As normas jurídicas sobre educação para o trânsito são compreendidas a partir da “prescritividade da norma jurídica” (CARVALHO, 2010) cujas partes básicas que as estruturam são estabelecidas por lei e aqui tratadas como “sujeitos enunciadores” (LIMA, 2008, p. 83) de “discursos sociais” (MOSCOVICI, 1978, p. 62).A análise das normas jurídicas se dá a partir da análise lexical com auxílio da aplicação do software ALCESTE e à luz da Teoria das Representações Sociais (MOSCOVICI, 1978; 2003). Nota-se que existem três campos “discursos sociais” (MOSCOVICI, 1978, p. 62) em educação para o trânsito, sendo o campo mais estruturado aquele em que a iniciativa privada realiza o serviço público

This diploma thesis examines the issue of acceptability of a particular transportation project. It is objective is to capture the expenses which arise from a traffic accident. on this basis the goal is to express all expenses of the human death and to compare them with the specific transportation project. In addition to this, different means of accident prevention are to be figured out within the support of public safety. The whole thesis is split into four parts. The first part describes the accidents on Czech roads. The second part deals with the specific expression methodology of the human death. The third shows the real transportation project and the last section evaluates if the expenditure on the implementation of particular project exceed the expenses caused by the accident.

While roads can present weak to complete barriers to wildlife, depending on the animal and traffic volume, mitigations such as under-crossings and green bridges on highways at least partially increase the permeability of the landscape to some of these species. The few studies evaluating the effectiveness of these structures for at least three years typically focused on a single species. Here, we monitored the crossing structure under Boeckman Road, in Wilsonville Oregon, for wildlife activity across summer seasons for ten years, since construction of the road and subsequent opening to traffic. This long-term multi-species dataset, which includes monitoring when the road was closed to traffic has provided a unique opportunity. Wildlife activity was collected using sand track pads monitored during summer seasons from 2009 to 2018. Wildlife activity showed a significant community level response from year to year and species-specific responses to year, vegetation change, disturbance, detection area, and previous experimental additions of artificial light. Roads create barriers to animal movement through collisions and habitat fragmentation. Investigators have attempted to use traffic volume, the number of vehicles passing a point on a road segment, to predict effects to wildlife populations approximately linearly and along taxonomic lines; however, taxonomic groupings cannot provide sound predictions because closely related species often respond differently. We assess the role of wildlife behavioral responses to traffic volume as a tool to predict barrier effects from vehicle-caused mortality and avoidance, to provide an early warning system that recognizes traffic volume as a trigger for mitigation, and to better interpret roadkill data. We propose four categories of behavioral response based on the perceived danger to traffic: Nonresponders, Pausers, Speeders, and Avoiders. By considering a species' risk-avoidance response to traffic, managers can make more appropriate and timely decisions to mitigate effects before populations decline or become locally extinct. Barriers to animal movement can isolate populations, impacting their genetic diversity, susceptibility to disease, and access to resources. Barriers to movement may be caused by artificial light, but few studies have experimentally investigated the effects of artificial light on movement for a suite of terrestrial vertebrates. Therefore, we studied the effect of ecological light pollution on animal usage of a bridge under-road passage structure. On a weekly basis, sections of the structure were subjected to different light treatments including no light added, followed by a Reference period when lights were off in all the structure sections. Findings suggest that artificial light may be reducing habitat connectivity for some species though not providing a strong barrier for others. Through the work conducted herein we provide contributions to the understanding of how elements of the built environment impact wildlife communities ability to move across the landscape. Additionally, we provide new tools to support resource managers in barrier mitigation and connectivity planning. Habitat fragmentation effects are a complex set of issues that require resources and collaboration to reach meaningful solutions. The work presented here can also support decision-making, communication, and collaborative efforts that will ultimately result in on-the-ground impacts to reduce fragmentation effects and mitigate existing barriers effectively to promote the long-term viability of wildlife and the systems they depend on.

From the safety point of view, the bus stop is perhaps the most important part of the Bus Public Transport System, as it represents the point where bus passengers may interact directly with other road users and create conflicting situations leading to traffic accidents. For example, travellers could be struck walking to/from or boarding/alighting a bus. At these locations, passengers become pedestrians and at some stage crossing busy arterial roads at the bus stop in areas or at objects of main attraction usually outside of pedestrian designated facilities such as signal controlled intersections, zebra and pelican crossings. Pedestrian exposure to risk or risk-taking occurs when people want to cross the road in front of the stopped bus, at the rear of the bus or between the buses, particularly where bus stops are located on two-way roads (i.e. within the mid-block of the road with side streets, at non-signalised cross-section). However, it is necessary to have a better understanding of the pedestrian road-crossing risk exposure (pedestrian crossing distraction, obscurity and behaviour) within bus stop zones so that it can be incorporated into new design, bus stop placement, and evaluation of traffic management schemes where bus stop locations will play an increasingly important role. A full range of possible incidental interactions are presented in a tabular model that looks at the most common interacting traffic movements within bus stop zones. The thesis focused on pedestrian safety, discusses theoretical foundations of bus stops, and determines the types of accident risks between bus travellers as pedestrians and motor vehicles within the zones of the bus stop. Thus, the objectives of this thesis can be summarized as follows: (I) - Classification of bus stops, particularly according to objects of main attraction (pedestrian-generating activities); (II) - Analysis of traffic movement and interactions as an accident/risk exposure in the zone of bus stops with respect to that structure; (III) - Categorizing traffic accident in the vicinity of bus stops, and to analyse the interactions (interacting movements) that occur within bus stop zones in order to discover the nature of problems; (IV) - Formulation of tabular (pedestrian traffic accident prediction) models/forms (based on traffic interactions that creating and causing possibilities of accident conflict) for practical statistical methods of those accidents related to bus stop, and; (V) - Safety aspects related to the micro-location of bus stops to assist in the micro-location design, operations of bus stop safety facilities and safer pedestrian crossing for access between the bus stop and nearby objects of attraction. The scope of this thesis focuses on the theoretical foundation of bus stop microâ??location in areas of main attractions or at objects of main attraction, and traffic accident risk types as they occur between travellers as pedestrians and vehicle flow in the zone of the bus stop. The knowledge of possible interactions leads to the identification of potential conflict situations between motor vehicles and pedestrians. The problems discussed for each given conflict situation, has a great potential in increasing the knowledge needed to prevent accidents and minimise any pedestrian-vehicle conflict in this area and to aid in the development and planning of safer bus stops.

The objective of this study is to analyse the formation of older and ageing drivers in Swedish transportation policy. Documents from the Swedish Government, the Riksdag and, in a few cases, public authorities and newspapers are analysed. The discourse-analytical framework is inspired by Foucault’s archaeology, which is used as a tool box. The study identifies/constructs three periods in the formation of older and ageing drivers. In the first period (1934–1967) there is a discursive gap between statements about driver selection and traffic safety. Driving in ‘old age’ is a problem for medical expertise and mandatory tests are proposed. The proposals are rejected, as older people’s driving is not a problem in the discourse of traffic safety. In the second period (1967–1991) ‘older drivers’ is made up as a category of interest. ‘Older drivers’ become an accident population in the discourse of traffic safety due to changes in statistical practices. In the third period (1991–2006) a discourse of older peo-ple’s mobility is appearing alongside the discourses of traffic safety and driver selection. Moreover, the study traces how the statements of older and ageing drivers are ordered by more general ideas of the aged and ageing. Double discourses of ageing are followed by a dichotomisation in ‘healthy’ and ‘sick older drivers’ in the 1990s. The idea of an abrupt exit in old age alters to a more gradual exit, in its turn followed by challenging the very idea of exit.

The aim of this thesis is to give a perspective on the development of the Swedish automobility between 1950 and 2007. New knowledge on automobility’s role for economic historical development will be achieved by studying the interaction between the diffusion of the private car on the national and the regional level, and the households’ preferences and the government’s regulations of car ownership. The first paper, Two Sides of the Same Coin?, compares car diffusion in Norway and Sweden to find explanations for the national and regional patterns. We ask whether the slower diffusion in Norway can be explained with national differences in income, institutions, infrastructure and population settlements; or if regional differences in income and population density have affected the outcome? Our conclusion is that car diffusion in Norway and Sweden displays two sides of the same coin; the national levels converged, but the process did not follow the same regional pattern. Regional differences in income and population density have in general been a significant explanation for car density in Sweden, but not in Norway.   The second paper, Driving from the Centre to the Periphery?, examines whether the diffusion of private cars followed the over-all socio-economic and geographical changes in Sweden from 1960 to 1975. In particular, it studies if ownership per capita followed changes in income or changes in population density (urbanisation). The analysis is based on unique Swedish parish-scale census material that includes all private car owners for the years 1960, 1970 and 1975. Our conclusion is that income levels were more important than other explanations for the diffusion of private cars in Sweden between 1960 and 1975. The third paper, ‘En ledande och samordnande funktion’, contributes with new knowledge on how the Swedish government has organised traffic safety in certain ways since the 1950s. The emphasis is on the establishment and closing down of the National Road Safety Office (TSV) and how the changing forms of organisations before, during and after TSV have been reflected in the road plans from 1958, 1970 and 1990. Our conclusion is that the motives for both establishment and closing down of the TSV were the same; to create a more efficient organisation regarding traffic safety. These changes have been reflected in the road plans where an increased control over the infrastructure can be recognised, especially during the last two decades. The fourth paper, A Dark Side of Car Ownership, examines whether improved technical performance with respect to fuel consumption have been counterbalanced through increasing engine power and weight, how such properties are valued by the consumers, and in what way political instruments have affected this development. The analysis is based on historical data covering all car models within the 50 percentiles of new registrations. Our conclusion is that a vehicle purchase rebound effect can be identified since the fuel consumption has decreased over time, while the engine effect has increased. Also, the Swedish car fleet has developed in a setting of political instruments and regulations working in favour of larger and more fuel consuming cars.

Chevron pavement markings have seen rising interest in the United States as a means to reduce speeds at high-speed locations and improve safety performance. In Atlanta, there are two freeway-to-freeway ramps where chevron markings are being used. A previous study analyzed before-and-after speed data at these ramps and found only a modest reduction on overall vehicle speeds. However, a cursory crash analysis indicated that the ramps had crash reductions of over 60%, suggesting that safety benefits exist even though vehicle speeds are not significantly affected. This research aims to evaluate the safety performance of chevron markings on the two ramps in Atlanta, GA in order to quantify the potential impact of the treatment on safety and to understand the mechanism by which the treatment influences safety. This thesis begins with a literature review covering topics in human factors in safety, past uses of different types of pavement markings, and methods in using crash databases and police reports in accident studies. Next, the thesis presents an in-depth before and after analysis of crash data from crash databases and police reports provided by the Georgia Department of Transportation. And finally, the thesis concludes with a summary of findings and a discussion of further research needs. The results verified that there were 73% and 61% crash reductions in the two study ramps. Chevron markings appear to have benefitted all types of crashes and that they are possibly serving as a warning to drivers of potential upcoming hazards. Unavailability of a number of police reports and errors in crash databases were limitations to this study, and ultimately, new sites should be selected carefully and further studies need to be performed to better understand the treatment's benefits.

Traffic signs, which are extremely important for traffic safety, aims to regulate traffic by providing information about the characteristics of road and road environment for drivers. The success of traffic signs mainly rely on the easy comprehensibility of its meaning in a short time. Further more, today&rsquo / s global economies and transportation systems emphasize the need for more universial traffic signs which was the main motivation of two main treaties on traffic signs / Vienna Convetion in 1968 and European Aggreement Treaty in 1971, which are signed and followed by Turkey. For an effort to increase traffic safety, a Subcommittee of the Turkish Highway Traffic Safety (THTS) Council requested the determination of comprehensibility of critical signs with higher probability of impact on traffic safety selected by a group of experts from engineers and law enforcement agencies in a survey study. The survey questionnaire included 30 selected traffic signs (including two prohibition signs omitting oblique bar recently changed as a part of the European Union Participation Process) and 9 control group signs, a total of 39 traffic signs, and driver characteristic questions, such as gender, age, educational background, etc. to reveal insights about a) the level of comprehensibility of different groups of traffic signs and and b) driver characteristics that may affect the comprehensibility of these signs. A pilot study in the city of Ankara is conducted over a sample of 1,478 surveys. Answers for the meaning of each sign are coded using a scale of five (opposite, wrong, no comment, partially correct and correct responses). The results showed that the control group signs have very high comprehensibility as expected, while some of the critical signs were not known much, or mistaken for others, even mistaken for opposite meanings. The certain loss of comprehensibility of the traffic signs changed recently is seen in the comparative analysis of the signs before and after the change, as well as significant shift towards an opposite meaning. The significance of driver characteristics (gender, education, occupation etc.) affecting the comprehensibility of the traffic signs varies among traffic signs and characteristics. As the result of this study, (THTS) Council decided to support traffic and driver education more and mass promotion of mis- or un-comprehended signs without searching for more local solutions or versions.

As the modern roundabout continues to grow in popularity within the United States, more states are considering or implementing statewide roundabout programs and policies. To assist states with the implementation of statewide roundabout programs and policies, an analytical review of statewide roundabout programs and policies was conducted through an examination of literature, interviews, and data pertaining to the construction of roundabouts. The roundabout policy type for each state and the District of Columbia was located, and assigned to a roundabout policy type based on the strength of the identified policy type. In addition, a series of per capita analyses of the statewide roundabout policies was performed, as was a qualitative SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis. The results of the analysis show that the strength of a statewide roundabout policy is correlated to the number of roundabouts in a state, and states should consider implementing or strengthening their policies if they seek to expand the use of roundabouts in their jurisdiction. In addition, the perception of roundabouts, both by the general public and internal to the state DOTs, also continues to hinder the further implementation of roundabouts, and education should be utilized to minimize these obstacles. Furthermore, states should utilize identified successful implementation procedures, and should be cognizant of reasons for implementation failure, as they pursue the further use of roundabouts by their agency.

Recognising that road safety is a development priority in South Africa, this research project aims to compare the efficacy of the Social Marketing development communication approach with that of the education approach favoured by the National Department of Transport in road safety development interventions. The research is also driven by the identified need to explore the role of new Information and Communication Technologies (ICTs) in development. To this end, road safety "action kits" were developed using Social Marketing principles and incorporating the use of interactive technology. Educational kits using information supplied by the National Department of Transport were also developed. The efficacy of the two interventions was compared by comparing the results of a road safety inventory across three groups of participants. These participants were learner drivers from Pietermaritzburg aged < 25 years and with access to the required technology. The first experimental group (N=36) received the action kits, the second experimental group (N=42) received the developed educational intervention and a third control group (N=40) received no intervention. The Social Marketing group was found to score higher than the education group across all items in the inventory (educational, attitudinal and behavioural). The research concludes that the Social Marketing approach needs to be considered as an alternative to the current approach in road safety communication interventions. It also provides the basis for further exploration of the uses of ICTs in development interventions. / Thesis (M.Soc.Sc.)-University of KwaZulu-Natal, Pietermaritzburg, 2005.