Este trabalho analisa os impactos do novo Código de Trânsito Brasileiro no trânsito urbano e outros aspectos relacionados com o novo código. Para isso foram realizados estudos nas seguintes cidades: Ribeirão Preto (SP), São Carlos (SP), Araraquara (SP), Curitiba (PR) e Ponta Grossa (PR). São enfocados no estudo os seguintes principais tópicos: segurança viária, obediência dos usuários às leis e regras de trânsito, opinião pública sobre o novo código e sobre o sistema de trânsito e gestão do trânsito. Também é apresentado no trabalho uma análise comparativa dos sistemas de trânsito nas cidades estudadas, utilizando índices apropriados. Essa análise é complementada mediante a comparação com índices relativos a outras cidades. O novo Código de Trânsito Brasileiro tem a aprovação da grande maioria da população e tem apresentado resultados bastante satisfatórios no tocante a redução dos acidentes e das mortes no trânsito urbano. / The impacts of the new Brazillian Traffic Code at the urban traffic and others aspects related to the new code is analysed in this work. The following cities were analysed: Ribeirão Preto (SP), São Carlos (SP), Araraquara (SP), Curitiba (PR) and Ponta Grossa (PR). The main aims focussed are: traffic safety, users obedience to the laws and traffic norms, public opinion about the new code and about traffic system, traffic management, etc. lt also presented in this work a comparative analyses of the Traffic System at the studied cities, for that appropriate index are used. This analyses is complemented using the comparison with relatives indexs from others cities. The New Brazillian Traffic Code has the approval of the greatest number of the population and has presented very satisfactories results about the reduction of accidents and deaths at the urban traffic.

Introdução: Os acidentes de transporte terrestre (ATT) são responsáveis por milhares de óbitos e lesões em todo o mundo. Muitas dessas lesões resultam em sequelas que comprometem a capacidade funcional das vítimas desses agravos. As internações e as sequelas representam importante impacto nos serviços de saúde e na sociedade. Entretanto, não é conhecida a prevalência das sequelas decorrentes de ATT e nem os fatores associados às mesmas. Em 2010, a Organização das Nações Unidas estabeleceu o período de 2011 a 2020 como a Década de Segurança Viária, com a meta de estabilizar ou reduzir as mortes decorrentes de ATT nos países membros. Objetivo: Descrever um panorama sobre os ATT ocorridos no Brasil, caracterizando as internações, as sequelas e os óbitos por esta causa, com vistas a contribuir para a vigilância destes agravos. Métodos: Foram realizados quatro estudos: a) estimativa do tempo de permanência e dos gastos das internações em 2013 e análise da morbidade hospitalar no triênio 2011-2013; b) uma revisão sistemática nas bases de dados eletrônicas sobre prevalência de sequelas; c) ecológico de série temporal sobre as internações por ATT com diagnóstico sugestivo de sequelas físicas de 2000 a 2013; e d) descritivo sobre mortalidade por ATT em 2013 e estimativa dos anos potenciais de vida perdidos. Resultados: Ocorreram, em 2013, 170.805 internações por ATT, maior no sexo masculino, na faixa etária de 20 a 39 anos, entre os motociclistas e nas regiões Centro-Oeste e Nordeste. Os gastos em 2013 foram de R$ 231.469.333,13, com 1.072.557 dias de permanência e média de 6,3 dias. As taxas de internação por ATT foram 77,8 (2011), 79,9 (2012) e 85,0 (2013) internações/100 mil habitantes. Foram incluídos quatro artigos na revisão sistemática. A prevalência de sequelas decorrentes do ATT variou de 19 por cento em Yorkshire/Inglaterra a 49,5 por cento em Teresina/Piauí. As referências analisadas não apresentaram caracterização do perfil epidemiológico das vítimas com sequelas por ATT. De 2000 a 2013, ocorreram 1.747.191 internações por ATT. Destas 410.448 pessoas (23,5 por cento ) apresentaram diagnóstico sugestivo de sequelas físicas, sendo a maioria do sexo masculino, da faixa etária de 20 a 29 anos, residentes na Região Sudeste, pedestres e motociclistas. A tendência foi de aumento nas internações por ATT com diagnóstico sugestivo de sequela certeza no sexo masculino e nas regiões Norte e Centro-Oeste. A taxa de mortalidade em 2013 foi de 21,0 óbitos por 100 mil habitantes para o país. A região Centro-oeste apresentou a taxa mais elevada (29,9 óbitos por 100 mil habitantes). A maioria dos óbitos por ATT foi observada no sexo masculino, na raça/cor da pele negra, nos adultos jovens, em indivíduos com baixa escolaridade e entre motociclistas. A taxa de mortalidade no triênio 2011 a 2013 reduziu 4,1 por cento , mas aumentou entre os motociclistas. Em todo o país, mais de um milhão de anos potenciais de vida foram perdidos em 2013 devido aos ATT, especialmente na faixa etária de 20 a 29 anos. Conclusão: O Brasil ainda precisa avançar na temática que envolve os ATT, desde a sua prevenção à reabilitação de suas vítimas. Ressalta-se que para o alcance da meta da Década de Ação para Segurança Viária é necessário que as iniciativas deixem de ser pontuais e sigam para além do setor saúde, pois requerem atuações intersetoriais priorizadas no plano de governo e na agenda da sociedade. / Introduction: Traffic Accidents are responsible for thousands of deaths and injuries in all world. Many these injuries provoke sequelae that compromise the functional capacity of the traffic accidents victims. Hospitalizations and sequelae represent significant impact on health services and society. However, prevalence of sequelae due to traffic accident and his association factors is not known. Objective: Describe a perspective on traffic accidents in Brazil, characterizing hospitalizations, sequelae and deaths due to this event, in order to contribute to traffic accidents surveillance. In 2010, the United Nations established the period 2011-2020 as the \"Decade of Action for Road Safety\" with a goal to stabilize or reduce deaths from traffic accidents in member countries. Methods: Four studies were carried out: a) an estimation of the time and spending on hospitalization in 2013 and an analysis of hospital morbidity during 2011-2013; b) a systematic review of the electronic databases about sequelae prevalence; c) an ecological time series about hospitalizations due to traffic accidents with suggestive diagnostic of physical sequelae, from 2000 to 2013; and d) an descriptive approach about mortality due to traffic accidents and an estimation of years of potential life lost. Results: In 2013, there were 170,805 hospitalizations for traffic accidents, higher in male, 20 to 39 years old, motorcycles and Central-West and Northeast Regions. Direct costs were R$ 231,469,333.13 in 2013, the duration of hospitalization was 1,072,557 days e average permanence in hospital was 6.3 days. Hospitalization rates for traffic accidents were 77.8 (2011), 79.9 (2012) e 85.0 (2013) hospitalization/ 100,000 inhabitants. Four papers were included in this review. The prevalence of physical sequelae among victms of traffic accidents ranged from 19 per cent , in Yorkshire/England, to 49,5 per cent in Teresina/Piauí. The articles studied did not show epidemiological profile of victims with physical sequelae of traffic accident. From 2000 to 2013, there were 1,747,191 hospitalizations due to traffic accidents, whose 410,448 people (23.5 per cent ) showed suggestive diagnostic of physical sequelae, the majority was male, 20 to 29 years old, residents in Southeast Region, pedestrian and motorcyclists. there were significant rising trends in the rates of hospitalizations for confirmed sequel among men and in North and Central-West regions. Mortality rate was 21.0 deaths per 100.000 habitants for the country as a whole. The Central West Region showed the highest rate (29.9 deaths per 100,000 habitants). Most of deaths for traffic accidents were male, black, young adults, low levels of schooling and motorcyclists. Mortality rate in the periods of 2011 to 2013 showed a decrease (- 4.1 per cent ), however this rate increased among motorcyclists. In Brazil, years of potential life lost amounted to 1 million in 2013, mainly in the 20-29 years age group. Conclusion: Brazil needs to make progress in traffic accidents issues, for their prevention and rehabilitation for victims. It is emphasized that to achieve the Decade of Action for Road Safety\'s goal is necessary that initiatives are no transitories and go beyond the health sector, because these strategies require intersectoral actions that are prioritized in the government plan and society agenda.

Entre los años 2015 y 2017 se aprecia el incremento de accidentes de tránsito en la red vial no urbana (carreteras), debido probablemente debido al aumento del flujo vehicular, el deficiente diseño geométrico, el deterioro y falta de mantenimiento de la vía. El tramo Variante de Pasamayo de la carretera PE-1N correspondiente a la Red Vial N° 5, no está excluida de este cambio, observándose como los accidentes de tránsito se han incrementado en esta vía. Debido a esta problemática es necesario determinar que herramientas de seguridad vial son necesarias implementar en la carretera Variante de Pasamayo para reducir la frecuencia de accidentes de tránsito. Esta investigación está enfocada en el análisis y propuestas de mejora de la Seguridad Vial en la Variante de Pasamayo aplicando la metodología de Inspección de Seguridad Vial (ISV) y el Método Predictivo del Highway Safety Manual (HSM) de acuerdo al nuevo Manual de Seguridad Vial (2017). La aplicación de la metodología de la Inspección de Seguridad Vial dio como resultado la identificación de tramos de concentración de accidentes los cuales son: Tramo I (Km 67+500 al Km 68+500) y el Tramo II (Km 68+500 al Km 69+500). Una vez identificados los tramos de concentración de accidentes, se procedió a utilizar el método predictivo del HSM para predecir la frecuencia de accidentes primero en las condiciones reales y luego analizando el tramo con las mejoras planteadas. Las propuestas de mejora para el Tramo I analizado son la ampliación de la berma a 3 metros, la implementación de bandas sonoras transversales y la implementación de barreras de contención. Mediante el análisis de efectividad de las mejoras de seguridad vial propuestas con el método predictivo del HSM se obtuvo una reducción del 56% de la frecuencia de accidentes. Se recomienda para futuras investigaciones que la información estadística de los accidentes registrados por la Policía Nacional sea más específica y detallada para poder utilizar correctamente el método predictivo del HSM. / This research is focused on the analysis and improvement proposals in the Pasamayo Variant (Lima), applying the Road Safety Inspection (ISV) methodology and the Highway Safety Manual (HSM) Predictive Method according to the new Safety Manual Road (2017). Where the application of road safety inspection includes the identification of the various areas where road safety is potentially poor due to various conditions and characteristics, according to a format that the manual itself, we provide and then statistical processes to determine the precise stretches of accident. Also the Manual of safety of the predictive method of the road (HSM), which involves the collection and processing of accidents originated and subscribed in the studied section in a period of approximately three years, the content, classification of vehicular traffic is also analyzed ( IMDA) and the lifting of geometric characteristics; with the objective of finding, in the first place: The prediction of the average frequency of expected accidents (Nesperado) with the current conditions of the site; Finally, the HSM is used to carry out a second prediction in which the road conditions have been changed with improvement proposals with the aim of reducing the percentage of expected accidents. The Road Safety Inspection Application and the Road Safety Manual, as it is called the identification of those areas where road safety has deficiencies and intervention is necessary in order to preserve the safety status of people. Finally, it should be mentioned that this research is a methodology that is not known in Peru, which should be implemented before, during and after the process of construction of a road in order to reduce the victims of traffic accidents. / Tesis

<p>This Dissertation includes a statistical analysis of traffic accidents followed by a test to know the effect of new pavement on traffic safety. The accident data is considered for the roads those are in Region South-East Sweden that got new pavement during the year 2001. In Sweden, this is the fourth study concerning the before and after effect of the new pavement. Johansson (1997) studied the change in the number of accidents between the before-years and after-years. Tholén (1999) and Velin et al (2002) have additionally compared the change with the change in the number of accidents in a reference road network (also called control sites) consisting of all public roads in Region West Sweden which were not resurfaced during the study period.</p>

<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>

Thesis (M.A.)--Ohio State University. / Includes bibliographical references (leaves 126-136). Available online via OhioLINK's ETD Center

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.

The purpose of the current study was to assess the efficacy of mental models as a predictor of driving outcomes. In contrast to more traditional measures of knowledge, mental models capture the configural property of knowledge, that is, an individual's understanding of the interrelationships that exist among critical concepts within a particular knowledge domain. Given that research has consistently shown the usefulness of mental models for the prediction of performance in a number of settings, it was hypothesized that the development of accurate driving mental models would also play an important role in the prediction of driving outcomes, especially in comparison to traditional measures of driving knowledge—such as the multiple-choice type tests typically required to obtain a driver license. Mental models of 130 college students (52 percent females) between 17 and 21 years-old (M = 18.68, SD = 0.80) were analyzed and compared to a subject matter expert (SME) referent structure using Pathfinder. A statistically significant correlation was found for mental model accuracy and moving violations (r = –.18, p <.05), but not for at-fault crashes. Evidence of incremental validity of mental models over commonly used predictors of moving violations (but not for at-fault crashes) was also found. Exploratory analyses revealed that driving knowledge, general mental ability (GMA), and emotional stability were the best predictors of mental model accuracy. Issues related to the measurement of mental models were extensively addressed. First, statistically significant correlations between GMA and several mental model properties (i.e., accuracy scores, within participant similarity, and within participant correlation) suggest that challenges inherent to the task for eliciting mental models may influence mental model scores which, in turn, may lower mental model reliability estimates. Also, the selection of model components (i.e., terms) and the identification of the "best" reference structure for deriving mental model accuracy scores are undoubtedly critical aspects of mental model-related research. Along with illustrating the decisions made in the context of this particular study, some suggestions for conducting mental model-related research are provided.

Traffic accidents which damage the safety of human beings are one of the most important problems due to their material losses and effects to human health. Although continuous improvements are made by the governments / losses of traffic accidents are still a significant issue all over the world. The usual studies realized so far are generally related with the accident prevention models. However, there has not been much research done concerning the situation after the traffic accidents happen. After occurrence of traffic accidents, determination of fault rates for each party involved in the accident is urgently important. The aim of this study is to develop an expert system that uses the knowledge of experts for determination of fault rates in traffic accidents. For this purpose, a detailed literature survey was performed to define the determinants influencing the fault rates of each party. In addition, required data, that is, expert-witness reports were taken from academicians. Classification of these data was done and critical factors affecting fault rates were determined. In light of the defined factors, flowcharts were developed for each type of traffic accident. Moreover questionnaire submitted to experts, was prepared to acquire knowledge of experts. The critical factors affecting fault rates were assessed with a quantitative way in questionnaire. The proposed Traffic Accident Expert System (TAES) is on the basis of the knowledge of experts. Quantification of fault rates can change from one expert to another. An expert system such as the one this thesis will propose will prevent these contradictions. In addition, the expert system quantifies fault rates faster and more consistent as well.

The purpose of this thesis is to quantify the economic costs associated with traffic crashes for 83 of the largest metropolitan areas in the United States and compare those costs to that of congestion. This was done by collecting injury and fatality data for each area and multiplying those by economic cost estimates for each developed by the FHWA. The findings of this analysis show that the economic cost of traffic crashes exceeds the economic costs of congestion in every metropolitan area studied. These results indicate that transportation safety deserves similar consideration to that of traffic congestion when allocation transportation funds.