South Africa is among those countries that have the highest rate of road accidents in the world. Road accidents have a negative impact on a country's development; therefore reduction of road accidents is a priority for the South African government in general, and road transporters in particular. Unitrans Fuel and Chemical (UFC) is one of the major road transporters of dangerous goods in South Africa; this study was undertaken to explore the impact of negative attitudes on safety compliance at UFC by its truck drivers. The focus of the study was informed by the element of human failures, and the role played by such failures in road accidents. In light of driver behaviour being a product of non-tangible elements such as attitudes, feelings and beliefs, the quantitative study undertaken, sets out to explore the impact of negative attitudes on safety compliance. A sample was taken from the UFC's Clairwood depot, and data collected was analysed using descriptive statistics. Other non­ parametric tools were also used to analyse data. The findings are presented in Chapter Four. The researcher used a Likert Scale instrument to measure elements of attitude amongst UFC drivers. The results clearly indicate attitude plays a major role in the lack of safety compliance by drivers. The study also provides recommendations to address issues of driver attitude that are clearly illustrated by the figures in Chapter Four. Recommendations will allow UFC to address areas of negative driver attitude displayed by respondents to the questionnaire. The study recognizes that changing driver behaviour is not an easy task, and commends UFC for the effort applied in addressing this problem. / MBA. University of KwaZulu-Natal, Durban 2012.

Cette these pose l'hypothese de la particularite du groupe des camionneurs de longue-distance (truckeurs) tant sur le plan des realites sous-culturelles que sur celui des discours ideologiques. / Le travail de terrain s'est effectue dans le nord-ouest quebecois, c'est-a-dire en Abitibi et a la Baie James. / Appliquant le concept de culture la ou l'on aurait tendance a avoir recours au concept du groupe de travail (occupationnel), s'appuyant sur la notion d'ideologie des truckeurs la ou l'on parlerait normalement d'ideologie de classe, l'argumentation demontre que le groupe d'identite en question est un groupe sous-culturel de plein droit, existant dans un territoire abstrait: l'univers routier. / A partir de la description detaillee du proces de travail dans la perspective de la vie quotidienne, la these tente de faire l'analyse du "plaisir d'etre truckeur" en developpant une problematique specifique autour de la notion de force ainsi que de celles du controle, du rythme, de la meditation, du tournoi et de la creation de mondes. / En ce sens, c'est une contribution a la comprehension des modes d'existence contemporains de la pensee et de la pratique symbolique.

Long distance truck drivers are considered a special interest group in terms of drug----- driving research and policy due to high rates of use, involvement of drugs in truck accidents and the link between drug use and work related fatigue. Qualitative interview data was collected from 35 long haul truck drivers in South East Queensland and analysed using NVivo 2.0. High rates of licit and illicit drug use (particularly amphetamines) were reported. However, unlike previous studies which focus on fatigue, this research found overlapping and changing motivations for drug use during individual lifetimes. Using Becker's model of a drug use 'career' it was revealed that some drivers begin illicit drug use before they begin truck driving. As well as fatigue, powerful motives such as peer pressure, wanting to fit the trucking 'image', socialisation, relaxation and addiction were reported. These may need to be considered along side fatigue in the development of effective drug prevention or cessation policies for truck drivers.

Thesis (Ph. D.)--University of Sydney, 2003. / Includes tables and questionnaires. Title from title screen (viewed Apr. 29, 2008). Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the Faculty of Medicine. Degree awarded 2003; thesis submitted 2002. Includes bibliography. Also available in print form.

Comment peut-on expliquer que le « stress » devienne une réalité pour les routiers alors qu’ils sont traditionnellement contraints à l’effort physique, et dans quelle mesure est-il sociologiquement organisé ? La gestion de flux en temps réel et la transformation en métier de service amène de nouvelles contraintes dont le stress en est son émanation sociale. Mon enquête se découpe en trois parties. La première vise à présenter le secteur et à montrer les points de tension qui se manifestent à l’échelle économique et macrosociologique. En seconde partie, j’aborde l’histoire du transport routier de marchandises dans son développement pendant les lois de coordination des transports jusqu’à aujourd’hui. Enfin, en troisième je rends compte des observations directes issues des voyages en cabine de conduite et des lieux de socialisation des routiers et je présente enfin une construction idéale-typique du stress en m’appuyant sur le rapport qu’ont les routiers envers les prescriptions et des marges de manoeuvre qu’ils mobilisent. / How can we explain that stress becomes a fact for long-distance truck drivers while they are tradionally forced to physical efforts ? Moreover, to what extend stress is it socialy organized ? Long-distance truck drivers’ work is the object of some complex prescriptions in an open world, in which its transformation from worker to a service job brings new contraints. Among them, stress is gradually imperative. I hope to see how this process enfolds. My investigation stands (out) in three parts. The first one presents the sector of french road freight. My goal is to show some points of tensions in the economic and macrosociological scales. In the second part, I’ll focus on the history of road transport through its development during the French coordination laws until today by following the institutional transformations of regulations and competition in European Union. Then, we shall analyse how stress spreads through our ideal-typical construction.

FundaÃÃo de Amparo à Pesquisa do Estado do Cearà / Os acidentes de trÃnsito envolvendo motoristas de caminhÃo pÃem em risco tanto a vida desses profissionais como a da sociedade em geral. Entre outras causas de acidentes, podem estar o consumo de estimulantes e de drogas de abuso; os distÃrbios do sono; a idade; a fadiga e o ritmo de trabalho; a imprudÃncia; as condiÃÃes das vias. Hà poucos estudos no Brasil articulando o uso de estimulantes, os problemas de sono e o estado de humor desses profissionais. à importante que estudos sejam feitos para se tentar reduzir os acidentes nas estradas brasileiras. Este estudo tem por objetivo investigar o uso de estimulantes, as queixas relacionadas ao sono e o estado de humor em 300 motoristas profissionais de caminhÃo oriundos de todo o PaÃs. Foram aplicados os seguintes questionÃrios: Ãndice da Qualidade de Sono de Pittsburgh, Escala de SonolÃncia de Epworth, QuestionÃrio sobre o uso de medicamentos e drogas, M.I.N.I (Mini International Neuropsychiatric Interview) e InventÃrio Beck para DepressÃo. A idade mÃdia dos entrevistados foi de 38,2 anos e cerca de 51,5% eram autÃnomos. A maioria dos motoristas trabalhava acima de 60 horas semanais e dirigia mais de 10 horas seguidas, sem intervalo para descanso ou sono. Os motoristas autÃnomos eram mais velhos, possuÃam melhor grau de escolaridade, melhor renda mensal e bebiam menos Ãlcool do que aqueles com vÃnculo empregatÃcio. Os autÃnomos tambÃm trabalhavam mais horas por semana, porÃm dirigiam menos horas seguidas do que os assalariados. Um percentual de 34,9% dos indivÃduos afirmou usar anfetaminas para nÃo cochilar ao volante e 90,7% disseram conhecer colegas que as usavam com essa finalidade, o que pode sugerir uma taxa mais elevada de uso de anfetaminas. Quarenta e seis por cento dos entrevistados tiveram mà qualidade de sono e 55% apresentaram sonolÃncia excessiva. Foi observado estado depressivo em 13,7% dos motoristas, portanto acima da mÃdia da populaÃÃo em geral. Conclui-se que os motoristas profissionais de caminhÃo apresentam freqÃÃncia elevada de mà qualidade de sono, hipersonolÃncia e depressÃo. Esses achados sugerem a alta prevalÃncia do uso de estimulantes e jornadas de trabalho inadequadas, entre outros possÃveis fatores. Sugere-se que sejam tomadas medidas para solucionar esses problemas, tanto para preservar a saÃde, e melhorar a qualidade de vida destes profissionais, quanto para garantir seguranÃa nas estradas brasileiras. / The traffic accidents involving truck drivers put in risk the life of these professionals as well as the society in general. The consumption of stimulants and drugs of abuse, the sleep disturbance, the age, the fatigue and the rhythm of work; the imprudence, the conditions of the rail ways can be the main causes. There are few studies in Brazil articulating the use of stimulants, the problems of sleep and the state of mood of these professionals. Thus, because of the singular rhythm of life and the vices of this population it is important to make studies to try to reduce the accidents in Brazilian roads. Studies had been lead to investigate the use of stimulants, the complaints related to sleep and the state of mood in 300 professional truck drivers by means of the following questionnaires: Pittsburgh Sleep Quality Index, Epworth Sleepiness Scale, Questionnaire on the Use of Medicine and Drugs, M.I.N.I (Mini International Neuropsychiatric Interview) and Beck Depression Inventory. The data indicate that the average age of the professionals interviewed was 38.2 years and that about 51.5% was autonomous. The majority of the drivers used to work above 60 weekly hours and used to drive more than 10 followed hours without rest or sleep. Autonomous workers were older, had a better educational level, a better salary and drink less alcohol than the salaried employee. Autonomous workers also worked more hours per week, however they used to drive less followed hours than the salaried employee. This suggests that autonomous workers are more experienced and more careful than the salaried employee. A percentage of 34.9% of the individuals affirmed to use amphetamines not to doze while on duty and 90.7% said to know colleagues who used them with the same purpose, what suggest that more drivers use amphetamines and they had not wanted to admit. Forty six percent of the interviewed people had bad quality of sleep and 55.0% presented excessive sleepiness. It can be said that in general the drivers do not sleep well, fact that it is not compatible with the profession. Depressive state was observed in 13.7% of the drivers, percentage that is above the average found in some studies with populations in general. Because of long and exhausting hours of working without rest, the truck drivers use amphetamines not to doze, have sleep disturbance, excessive sleepiness and depression. Thus, it is necessary to do something to reduce the risks of accidents, involving the drivers, the companies of loads and the authorities.

Made available in DSpace on 2014-07-29T15:30:36Z (GMT). No. of bitstreams: 1 dissertacao nara rubia de freitas.pdf: 797605 bytes, checksum: 8cb4f0057aeb5da4a4c5a7c9db0264ef (MD5) Previous issue date: 2008-02-22 / Globally, the prevalence of hepatitis C virus (HCV) infection is about 3%, with a significant variation according to geographic areas and population groups. However, studies concerning this infection in truck drivers population are rare. This study aimed to determine the HCV infection prevalence, to analyse associated risk factors and also to identify this virus genotypes in a population of long distance truck drivers in Brazil. In 2005-2006, 641 truck drivers who were circulating on BR-153 Federal road were interviewed and blood samples collected. Blood samples (sera) were tested for anti-HCV antibodies detection by enzyme linked immunosorbent assay. Anti-HCV reactive sera were retested for confirmation by immunoblot and also for HCV RNA detection by polymerase chain reaction. HCV RNA positive samples were genotyped by line probe assay (LiPA). Nine samples were anti-HCV positive, resulting in a prevalence of 1.4% (95% CI: 0.7-2.7). By multivariate analysis, use of illicit drug and hepatitis B virus seropositivity (anti-HBc marker) were risk factors for this infection. Genotyping of HCV RNA positive samples revealed the presence of genotypes 1 (37.5%), 2 (25.0%) and 3 (37.5%). The findings of this study indicate an intermediate endemicity for HCV infection in truck drivers in Brazil, the relevance of drug use in the transmission of this agent and the circulation of genotypes 1, 2 and 3 in the studied population. / Globalmente, a prevalência da infecção pelo vírus da hepatite C (HCV) é de aproximadamente 3%, variando consideravelmente de acordo com as áreas geográficas e grupos populacionais. Contudo, são poucos os estudos sobre essa infecção na população de caminhoneiros. Este estudo teve como objetivos determinar a prevalência da infecção pelo HCV, analisar os fatores de risco e identificar os genótipos virais em uma população de caminhoneiros de rota longa no Brasil. Em 2005-2006, 641 motoristas de caminhão, que circulavam na Rodovia Federal BR-153, foram entrevistados e tiveram amostras sanguíneas coletadas. As amostras de sangue (soros) foram submetidas à detecção de anticorpos anti-HCV pelo ensaio imunoenzimático. Os soros reagentes foram retestados para anti-HCV por immunoblot e para a detecção do RNA viral pela reação em cadeia da polimerase. As amostras RNA-HCV positivas foram genotipadas pelo método line probe assay (LiPA). Nove amostras foram positivas para o marcador anti-HCV, resultando numa prevalência de 1,4% (IC 95%: 0,7-2,7). Pela análise multivariada, configurou-se como fatores de risco associados a esta infecção: uso de drogas ilícitas e soropositividade ao vírus da hepatite B (marcador anti-HBc). A genotipagem realizada nas amostras RNA-HCV positivas identificou os genótipos 1 (37,5%), 2 (25,0%) e 3 (37,5%). Os achados deste estudo indicam uma endemicidade intermediária para a infecção pelo HCV em caminhoneiros no Brasil, assim como a relevância do uso de drogas na transmissão desse agente e a circulação dos genótipos 1, 2 e 3 na população estudada.

Os caminhoneiros de estrada constituem um grupo de grande mobilidade geográfica em função do trabalho – o transporte de cargas, que exige vários dias até meses fora de suas casas e longe da família. A solidão a que se vêem condicionados torna alguns destes profissionais vulneráveis a manterem relacionamentos sexuais no transcurso das viagens. Assim, este estudo tem por objetivo investigar os fatores de vulnerabilidade entre os caminhoneiros de estrada para o risco de contaminação com o HIV/aids. A metodologia utilizada foi o método quali-quantitativo que teve como eixo norteador a pesquisa – ação e o método da problematização de Paulo Freire. A coleta de dados foi realizada no período de janeiro a fevereiro de 2003, através de uma entrevista semi-estruturada. Foram entrevistados neste período 50 caminhoneiros de estrada presentes nas cooperativas que serviram de campo para este estudo. A análise dos dados quantitativos foi feita com base na estatística descritiva e os dados qualitativos através do método de Bardin (1979). Os resultados encontrados apontam que os caminhoneiros têm conhecimentos sobre vários aspectos da transmissão da aids, mas muitos se envolvem em relacionamentos sexuais na estrada sem o uso do preservativo. Por outro lado, o uso de álcool e anfetaminas (para reduzir o sono) faz parte do cotidiano de alguns destes profissionais, constituindo fatores de vulnerabilidade, uma vez que sob o efeito da bebida nos pontos de paradas para descanso alguns se envolvem com prostitutas. Finalmente, concluímos que os comportamentos observados entre os caminhoneiros estão fundamentados em princípios socialmente construídos com base na cultura machista, levando muitos a se envolverem no sexo sem proteção ou a aventuras como forma de mostrar sua virilidade a qualquer custo, tornando-os, deste modo, vulneráveis a DST/aids. / The truck drivers constitute a group of great geographical mobility through the cargo transport that requires many days and until months far from their family and home too. The loneliness that they are conditioned, lead some these professionals to vulnerability and to keep sexual relations during their journeys through the highway. Thus, this study aims to investigate the vulnerability factors among truck drivers to the risk of HIV/AIDS’ contamination. The methodology utilized in this study was the quanti-qualitative method that had as the reference the research-action and the Paulo Freire’s problematization method. The data were collected in the months of January to February 2003 through the semi-structured interview. Fifty truck drivers were interviewed in the cooperatives that served as place to this study. The analysis of the quantitative data was based on descriptive statistic and the qualitative data through the Bardin’s method (1979). The results indicate that the truck drivers have knowledge about the several aspects of AIDS’ transmission, but many of them involve to sexual relations in the highway without use of condom. On the other hand, the use of alcohol and amphetamine (to reduce the sleep) is present in the daily life of some them and constitute vulnerability factors in the stop points to rest where the use of alcoholic beverages facilitates the sexual relations together whores. At last, we can conclude that the watched behaviors among the truck drivers are founded in socially built principles based on the culture of masculinity leading many of them to involve in sexual relations or just adventure without use of condom to show their virility all time, becoming them so vulnerable to STD/AIDS.

Made available in DSpace on 2014-08-20T14:23:48Z (GMT). No. of bitstreams: 1 Rafael_Antonio_Kapron_Dissertacao.pdf: 976989 bytes, checksum: 8f28fc293eaed473dfaf1199e07b33c5 (MD5) Previous issue date: 2012-04-17 / In the history of Brazil truck drivers have been marked by excessive working hours and by significant levels of informal work. The history of profe ssional truck drivers should be perceived from the preponderance which has existed since the origins of their work in small businesses and coexistence between the employees and the self-employed drivers. The intense competition of the market in road haulag e is one of the reasons that explains the working poor, either informally before the law and in irregular supply of labor. And these are general conditions that place the highest incidences of diseases arising from work and involvement in accidents. Research in various documentary sources indicate all these statements on the occupational history, and report that the truck had diversified forms of claims, whether through strikes and protests in several that have been identified. Characteristic of professional history is also in its fragmentation, is the performance in different types of unions, in parallel entities, in autonomous differences between drivers, employees with pay for time and employees by commission. In writing this history interpretations of various types of documentary sources provide evidence for these findings / Na história do Brasil os caminhoneiros têm sido marcados por uma excessiva jornada de trabalho e pelos expressivos índices do trabalho informal. A história profissional desses motoristas de caminhão deve ser percebida a partir a preponderância que se mantém desde as suas origens do trabalho em pequenas empresas e da coexistência entre os motoristas empregados e os autônomos. A intensa concorrência de mercado no transporte rodoviário de cargas é um dos fundamentos que explica o trabalho precário, seja na informalidade perante a legislação como na oferta irregular de trabalho. Bem como s ão essas condições gerais que situam as elevadas incidências de doenças advindas do trabalho e o envolvimento em acidentes do trabalho. As pesquisas em diversas fontes documentais apontam todas essas afirmações na história profissional, bem como informam que os caminhoneiros tiveram formas diversificadas de reivindicações, seja através das greves como nos protestos diversos que foram identificados. Característica da história profissional também está em suas fragmentações, seja na atuação nos diferentes tipos de sindicatos, nas entidades paralelas, nas diferenciações entre os motoristas autônomos, os empregados com salário por tempo e os assalariados por comissão. Na escrita dessa história as interpretações dos diversos tipos de fontes documentais dão evidências para essas constatações

The central theme of this study is to explore the growth and causes of a relatively new form of "property crime" - the large scale theft of high technology products while the products are in transit from the point of manufacture to the point of market (retail stores, end users). For the purpose of this study, high technology products may be defined as computers, computer monitors, computer hard drives, microchips and other computer peripherals.