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This study examines the crisis management of COVID-19 in the municipality of Stock-holm by applying HRO-principles. HRO-principles are, according to earlier research, used by organizations with the ability to manage risky situations without mistakes. The HRO-principles were first used to study especially nuclear power plants and airplanes; the or-ganizations seemed to be able to avoid mistakes since they acted in accordance with the principles. Currently, the HRO-principles are increasingly applied to studies of crisis ma-nagement, for example COVID-19. The municipality of Stockholm is a particularly inte-resting case to study because of the high risks they encountered as the municipality that was affected the most in the beginning of a pandemic and also had to manage the exten-sive lack of knowledge. To perform the study, qualitative content analysis of written evaluations of the municipal crisis management was completed. This study draws con-clusions about the fulfillment of the principles and about lessons learned concerning the principles applicability in this crisis. The result shows that the municipality to a varying degree acted in accordance with the principles, however, no one of the five principles were completely fullfilled. The result also shows that lessons are learned from the HRO-prin-ciples applicability in this crisis. This study also highlights the need for further research about the HRO-principles in the study of crisis management.

Early engagement in sexual activities amongst adolescents has become a worldwide concern, with studies finding them to begin as early as 12 or earlier (Booysen & Summerton, 2000; Dowsett & Aggleton, 1999). The behaviour becomes even more concerning when youths engage in sexual relationships which are considered as “risky”, that is, that put their health and wellbeing in danger. According to Trends (2010), such behaviour increases one’s risk of contracting sexually transmitted infections (STIs) and unintended pregnancies. Guided by Bronfenbrenner’s ecological model, this study investigated risky sexual behaviours amongst adolescents living in the rural areas. The motivation was twofold, namely: to change the behaviours and to strengthen school sexuality education programme. The study aligned itself to qualitative paradigm and adopted a case study design. Data was collected using focus interviews with 20 adolescents (10 boys and 10 girls) in the age range of 15-17 years, who were selected following purposive sampling. The findings revealed adolescents’ tendencies of engaging in risky sexual behaviours such as: sexual relationship with older people, involvement with multiple partners, unstable relationship, pornography, sex in exchange of money. Factors contributing to these behaviours include: limited sexuality education, parents not teaching about sexuality education, lack of good role models, poverty, and fear to disclose problems to teachers, ostentatious lifestyles, peer pressure, and myths about sex. Suggestions put forth for preventing involving risky sexual behaviours include: appropriate school programmes, good learner-teacher relationship, effective communication with parents, strengthening of the learning content of Life Orientation, discipline at home, good friends, closing down of illegal taverns, illegalising sex with young boys and girls and restricting access to pornography on the internet. In conclusion, I suggest that the problem be addressed ecosystematically. / Inclusive Education / M. Ed. (Inclusive Education)

Face à une montée en puissance de la conscience sociétale et au renforcement législatif,les questions environnementales représentent un enjeu stratégique pour les établissements polluants.Inscrite dans le champ de la RSE,cette thèse vise à comprendre la décision de gestion des risques environnementaux au sein d'établissements à risques situés dans des agglomérations littorales françaises.Elle analyse les dispositifs d'évaluation, de gestion et de communication des risques environnementaux, appelés «risques industrialo-environnementaux» (RIE),et identifie les motivations et freins de ces actions tels qu'ils sont perçus par les responsables.Les travaux sur la décision individuelle face au risque,la théorie des parties prenantes,et la théorie néo-institutionnelle servent de prisme théorique.La méthodologie s'articule en deux temps:19 entretiens avec analyse textuelle,et 196 questionnaires.Malgré une prise de conscience collective des enjeux environnementaux,les RIE sont gérés significativement depuis une dizaine d'années.Si la réglementation et les valeurs des dirigeants guident principalement les établissements vers une gestion plus responsable,la complexité des textes réglementaires et le manque d'informations expliquent la perte de vitesse des initiatives environnementales (SME, EMAS, partenariats). Les établissements sondés adoptent des démarches réactives de conformité réglementaire.Les coûts,le manque de moyens,la faible perception des avantages immédiats sont des freins à la poursuite d'actions environnementales plus ambitieuses.La gestion des RIE apparaît davantage comme un moyen onéreux de légitimer et de pérenniser les activités que comme une opportunité économique. / The increasing societal awareness and the intensification of the regulation make henceforth strategic environmental issues for pollutant sites. Included within the scope of the CSR, this thesis aims to understand the management decision of environmental risks within risky sites located in French densely populated coastal areas. It analyses the ways of evaluating, managing and communicating about environmental risks, also called “industrialo-environmental risks” (IER), and identifies motivations and difficulties of these actions as described by managers. The research is based on a multidisciplinary theoretical framework: the work on the individual decision under risk, the stakeholder theory, and the neo-institutionalism. The research methodology is divided into two times: a qualitative study of 19 interviews with textual analysis, and a survey of 196 sites by questionnaire. Results emphasize that, despite a collective awareness of environmental issues, IER have been significantly managed since only a decade. If regulatory stakeholders and leaders' values primarily guide risky sites towards a more "responsible" management, the complexity of regulation and the lack of information explain the slowing of environmental initiatives (EMS, EMAS eco-audit, partnerships). The surveyed sites adopt reactive approaches of regulatory compliance. Costs, lack of human and financial resources, and the low perception of the immediate benefits are considered as barriers to the pursuit of more ambitious environmental activities. Thus, the IER management appears more as a way to legitimize and sustain activities as an economic advantage.

Introdução: As doenças cardiovasculares constituem a principal causa demorbimortalidade nacional. Nesse sentido realizou-se estudo com o objetivo de caracterizar o perfil para riscos cardiovasculares em motoristas profissionais de transporte de cargas que trafegam pela Br-116. Casuística e Método: Estudo transversal, descritivo e exploratório com 258 motoristas profissionais de transporte de cargas com obtenção de informações socioeconômicas; avaliações antropométricas: índice de massa corporal (IMC), circunferência abdominal e medida da pressão arterial; realização de exames laboratoriais: triglicérides, colesterol total e frações, proteína C reativa e creatinina. Analisou-se o risco para doenças cardiovasculares pelo Escore de Risco de Framingham, consumo de bebidas alcoólicas pelo Alcohol Use Disorders Identification-AUDIT, distúrbios psiquiátricos comuns pelo Self Report Questionnaire-SRQ-20, Síndrome Metabólica e angina pectoris pelo Teste de Rose. Os dados foram processados no sistema SPSS v.7.5. O nível de significância adotado foi p<0,05, utilizou-se análise univariada e multivariada. Resultados: A caracterização os motoristas estudados mostrou idade 37,5±10,1 anos, 91% de etnia branca, renda mensal 1.431,3±644,4 reais, 19% tabagistas, 55% referiram ingestão de bebidas alcoólicas, 74% não realizavam atividade físicas, 14% relataram uso de medicamentos inibidores do sono, tempo profissão de 14±10 anos e percorriam 782,9±229,6 km/dia, dirigiam 10 horas por dia e repousavam 06 horas diárias. Verificou-se pelos dados antropométricos que 46% tinham sobrepeso, 36% obesidade e 58% circunferência abdominal alterada (_94 cm). Os exames laboratoriais mostraram 33% com nível de colesterol total _ 200mg/dL, 10% LDL-c _ 160 mg/dL; HDL-c < 40 mg/dL 23%, triglicérides acima de 150 mg/dL 38%, glicemia _ 110mg/dL 7% e proteína C reativa > 0,5 mg/dL 19%, creatinina >1,5 mg/dL 1%. A prevalência da hipertensão arterial foi de 37% e da Síndrome metabólica 24%. O Questionnaire Rose foi positivo em 8,0% dos motoristas, Escore de Risco de Framingham médio/alto em 9%, presença de distúrbios psiquiátricos comuns em 33% e AUDIT 16% no escore que sugere intervenção e aconselhamento. A análise de regressão logística indicou associação independente para as seguintes variáveis (OD Odds ratio, IC intervalo de confiança a 95%): 1-Síndrome Metabólica: IMC (OR=1,40 IC 1,192-1,661); hábito de verificar o colesterol total (OR= 0,102 IC 0,017-0,589); e escore de risco de Framingham médio/alto (OR= 26,389 IC 2,520-276,374). 2-Hipertensão arterial: IMC (OR=1,183 IC 1,065-1,314); glicemia (OR=1,039 IC 1,004-1,076); e hábito de ingerir medicamento para inibir o sono (OR= 0,322 IC 0,129-0,801). 3- Colesterol Total (_ 200 mg/dL): LDL-c (OR=1,157 IC 1,100-1,216);triglicérides (OR=1,012 IC 1,004-1,021) 4- Glicemia (_ 110 mg/dL): IMC (OR=1,153 IC 1,024-1,298); maior tempo de profissão (OR=1,154 IC 1,057-1,259) 5-Proteína C reativa (>0,5 mg/dL): escore de risco de Framingham médio/alto (OR=4,692 IC 1,912-11,515). Conclusão: Verificou-se presença expressiva de fatores de risco cardiovasculares, nesse sentido os profissionais de saúde devem implementar estratégias para estimular mudanças de estilos de vida nos motoristas de transporte de cargas, visando a prevenção primária e secundária / Introduction: Cardiovascular diseases are the main cause of morbidity and mortality in Brazil. Therefore, a study aiming at characterizing the cardiovascular risk profile observed in professional truck drivers who work on Highway Br-116 was carried out. Population and Method: An exploring, descriptive and transversal study with 258 professional truck drivers, social economical information, both body mass index (BMI) and waist circumference evaluations, blood pressure measurement, as well as laboratory test performance: triglycerides, total and fraction cholesterol, and C reactive protein. The risk for cardiovascular diseases was assessed by Framingham scores; alcohol intake by Alcohol Use Disorders Identification-AUDIT; common psychiatric disorders by Self Report Questionnaire-SRQ-20; and angine pectoris by Rose´s test Data were processed in the SPSS system v.7.5, considering that the significance level adopted was 0,05, and univaried and multivaried analyses were used. Results: The characterization of the drivers studied revealed age of 37.5±10.1 years, 91% of them were white, monthly income 1.431,3 ± 644,4 reais (Brazilian currency), 19% were smokers, 55% referred alcohol intake, 74% did not make physical exercises, 14% referred using sleeping inhibitor drugs, professional time 14±10 years and used to drive 782,9±229,6 Km/day. It was observed that 46% of them were overweight and 36% were obese and 58% had altered waist circumference (_ 94 cm) by the anthropometric data. The lab tests showed 33% with total cholesterol level _200 mg/dL, 10% LDLc _160 mg/dL, HDL-c <40 mg/dL 23%, triglycerides over 150 mg/dL 38%, glycemy _110mg/dL 7%, and C reactive protein >0.5 mg/dL 19%. The prevalence of hypertension was 37% and of Metabolic Syndrome, 24%. Rose’s test was positive for 8% of the drivers, Medium/High Framingham scores for 9%, presence of common psychiatric disturbs in 33% and 16% with AUDIT score suggesting intervention and advisory. The logistical regression analysis indicated independent association for the following variables: (OR Odds ratio, CI confidence interval at 95%): 1- Metabolic Syndrome: BMI (OR=1,40 CI 1,192-1,661); the habit of checking the total cholesterol (0,102 IC 0,017-0,589); Medium/high Framingham score (OR=26,389 IC 2,520-276,374); 2-Hypertension: BMI (OR=1,183 IC 1,065-1,314); glycemy (OR=1,039 IC 1,004-1,076); the habit of taking sleeping pills (OR=0,322 IC 0,129-0,801). 3- Total Cholesterol (_ 200 mg/dL): LDL-c (OR=1,157 IC 1,100-1,216); triglycerides (OR=1,012 IC 1,004-1,021). 4- Glycemy (_ 110 mg/dL): BMI (OR=1,153 IC 1,024-1,298); professional time (OR=1,154 IC 1,057-1,259). 5- C reactive protein (>0,5 mg/dL): Medium/high Framingham score (OR=4,692 IC 1,912-11,515). Conclusion: It was observed an expressive presence of cardiovascular risk factors. Therefore health professionals should implement strategies to stimulate changes in truck drivers’ lifestyle, aiming at primary and secondary prevention

Cette thèse a pour objectif d’incorporer des éléments de théories de psychologie et d’économie comportementale dans des modèles de choix discret afin d’améliorer la compréhension du choix modal réalisé à l’échelle régionale. Les estimations se basent sur une enquête de type choice experiment présentée en première partie. Une deuxième partie s’intéresse à l’incorporation de variables latentes pour expliquer le choix modal. Après une revue de littérature sur les modèles de choix hybrides, c’est-à-dire des modèles combinant modèle d’équations structurelles et modèle de choix discret, un tel modèle est estimé pour montrer comment l’hétérogénéité d’outputs économiques (ici, la valeur du temps) peut être expliquée à l’aide de variables latentes (ici, le confort perçu dans les transports en commun) et de variables observables (ici, la garantie d’une place assise). La simulation de scénarios montre cependant que le gain économique (diminution de la valeur du temps) est plus élevé lorsque les politiques agissent sur des dimensions palpables que sur des dimensions latentes. S’appuyant sur un modèle de médiation, l’estimation d’un modèle d’équations structurelles montre par ailleurs que l’effet de la conscience environnementale sur les habitudes de choix modal est partiellement médié par l’utilité indirecte retirée de l’usage des transports en commun. Une troisième partie s’intéresse à deux formalisations de l’utilité issues de l’économie comportementale : 1) l’utilité dépendante au rang en situation de risque et 2) l’utilité dépendante à la référence. Dans un premier temps, un modèle d’utilité dépendante au rang est inséré dans des modèles de choix discret et, en particulier, un modèle à classes latentes, afin d’analyser l’hétérogénéité intra- et inter-individuelle lorsque le temps de déplacement n’est pas fiable. La probabilité de survenue d’un retard est sur-évaluée pour les déplacements en train et sous-évaluée pour les déplacements en voiture, en particulier pour les automobilistes, les usagers du train prenant d’avantage en compte l’espérance du temps de déplacement. Dans les modèles prenant en compte l’aversion au risque, les fonctions d’utilité sont convexes, ce qui implique une décroissance,de la valeur du temps. Dans un deuxième temps, une nouvelle famille de modèles de choix discret généralisant le modèle logit multinomial, les modèles de référence, est estimée. Sur mes données, ces modèles permettent une meilleure sélection des variables explicatives que le logit multinomial et l’estimation d’outputs économiques plus robustes, notamment en cas de forte hétérogénéité inobservée. La traduction économique des modèles de référence montre que les meilleurs modèles empiriques sont également les plus compatibles avec le modèle de dépendance à la référence de Tversky et Kahneman. / The objective of this thesis is to incorporate aspects of psychology and behavioral economics theories in discrete choice models to promote a better understanding of mode choice at regional level. Part II examines the inclusion of latent variables to explain mode choice. A literature review of integrated choice and latent variable models – that is, models combining a structural equation model and a discrete choice model – is followed by the estimation of an integrated choice and latent variable model to show how the heterogeneity of economic outputs (here, value of time) can be explained with latent variables (here, perceived comfort in public transport) and observable variables (here, the guarantee of a seat). The simulation of scenarios shows, however, that the economic gain (decrease in value of time) is higher when policies address tangible factors than when they address latent factors. On the basis of a mediation model, the estimation of a structural equation model furthermore implies that the influence of environmental concern on mode choice habits is partially mediated by the indirect utility derived frompublic transport use. Part III examines two utility formulations taken from behavioral economics: 1) rankdependent utility to model risky choices, and 2) reference-dependent utility. Firstly, a rank-dependent utility model is included in discrete choice models and, in particular, a latent-class model, in order to analyze intra- and inter-individual heterogeneity when the travel time is subject to variability. The results show that the probability of a delay is over-estimated for train travel and under-estimated for car travel, especially for car users, as train users are more likely to take into account the expected travel time. In the models that account for risk aversion, the utility functions are convex, which implies a decrease in value of time. Secondly, a new family of discrete choice models generalizing the multinomial logit model, the reference models, is estimated. On my data, these models allow for a better selection of explanatory variables than the multinomial logit model and a more robust estimation of economic outputs, particularly in cases of high unobserved heterogeneity. The economic formulation of reference models shows thatthe best empirical models are also more compatible with Tversky et Kahneman’s reference-dependent model.

Neste trabalho foram estabelecidos os fundamentos metodológicos baseados na identificação dos fatores de risco, fatores de risco identificados, necessários na elaboração de campanhas de segurança viária, orientados pelas diretrizes estabelecidas no projeto CAST (Campaigns and Awareness-raising Strategies in Traffic Safety), o qual define a identificação do comportamento-problema gerador de acidentes como elemento essencial na definição do objetivo de cada campanha. Não havendo dados estatísticos consistentes e confiáveis dos quais seja possível extrair esta informação, foi necessário identificar os fatores comportamentais que estão na origem de atos inseguros e que devem ser prioritários na elaboração de campanhas de segurança viária. Para o efeito, foi necessário estabelecer uma metodologia que envolveu a utilização de diferentes instrumentos de coleta de dados com o objetivo de identificar os comportamentos-problema, assim como outros fatores relacionados à infraestrutura e ao meio ambiente que poderiam induzir esses comportamentos. Esta metodologia envolveu a aplicação de Grupos Focais que orientaram a elaboração de um questionário voltado para a identificação dos fatores de risco do sistema viário, comportamentos de risco e opiniões relacionados com os tipos de mensagens de campanhas. Este questionário foi posteriormente aplicado a uma amostra de condutores, juntamente com o DBQ &#8211; Driver Behaviour Questionnaire, este orientado para a identificação de comportamentos de risco de cada inquirido. A associação desses dois instrumentos permitiu a identificação de fatores de risco no sistema viário, assim como comportamentais de risco habituais e as preferências dos inquiridos sobre tipos e mensagens de campanhas, bem como meios de mídia. A análise estatística dos dados coletados permitiu identificar os seguintes fatores de risco relacionados à via: (1) más condições da infraestrutura da via, (2) más condições de sinalização, (3) más condições dos veículos que trafegam pelas vias, e (4) interação principalmente com pedestres. Foram ainda identificadas as suas opiniões relativamente a comportamentos-problema dos demais usuários do sistema viário, destacando-se os seguintes fatores: (1) sono, (2) bebidas, (3) drogas e (4) mensagens de texto. Quanto à importância das campanhas, os inquiridos consideram que elas devem: (1) ser dirigidas aos fatores de risco identificados, (2) estar associadas a outras ações como fiscalização e (3) seus resultados devem ser divulgados pelos órgãos de governo. Finalmente, acerca das mensagens das campanhas e tipos de mídia utilizados, os inquiridos consideraram que as mensagens devem: (1) utilizar laços afetivos, (2) ser mais impactantes, (3) conter cenas reais, (4) ter finalidade educativa; e as mídias mais adequadas seriam: (1) televisão, (2) internet (com ênfase às redes sociais) e (3) painéis de mensagens variáveis. Quanto ao questionário DBQ, foram identificados sete fatores comportamentais dos próprios inquiridos com maior peso e relação com atos inseguros: (1) Baixo nível de aptidão, (2) Infração, (3) Distração/Inatenção, (4) Condução agressiva, (5) Baixa consciência da situação, (6) Estresse e (7) Adaptação Comportamental. Esses fatores representam os tópicos prioritários que devem ser trabalhados em futuras campanhas. / This research established the methodological principles based on the identification of risk factors necessary for elaboration road safety campaigns, following the guidelines recommended by the CAST (Campaigns and Awareness-raising Strategies in Traffic Safety) project, which defines the identification of main problem behaviors generating accidents as an essential element in the definition of each campaign goal. Since there is no consistent and reliable statistical data proveding this information, it was necessary to identify the behavioral factors that originate unsafe acts and that should be priority in road safety campaigns. In order to achieve this result, it was necessary to establish a methodology involving the use of different data collection tools with the intention of identifying the problem behaviors, as well as other factors related to the infrastructure and environment capable to induce these behaviors. This methodology involved Focus Groups application that directed the elaboration of a questionnaire aiming at a identifing road system risk factors, risky behaviors and opinions regarding the types of campaigns messages. This questionnaire was further applied to a drivers\' sample, together with the DBQ Driver Behavior Questionnaire, which was directed to the identification of risky behaviors of each respondent. The association between these two instruments enabled the identification of road system risk factors, as well as common risky behaviors and the respondents\' preferences about the types of campaign messages and media means. The statistical analysis of the collected data enabled the identification of the following risk factors related to the road system: (1) poor road infrastructure conditions, (2) poor signing conditions, (3) poor vehicle conditions, and (4) interaction mainly with pedestrians. Opinions about problem-behaviors were also identified, stressing the following factors: (1) drowsiness, (2) drink and drive, (3) drugs and medication effects (4) texting driving. Concerning the campaigns importance, the respondents considered that they should: (1) be directed to identified risk factors, (2) be associated to other actions such as enforcement and (3) have its results published by the government entities. Finally, regarding the campaign messages and the used media types, the respondents considered that the messages should: (1) use affective anchors, (2) be more impactful, (3) contain real scenes, (4) have educative purpose; and the most adequate media would be: (1) television, (2) internet (with emphasis to the social networks) and (3) variable message panels. With respect to the DBQ questionnaire, seven behavioral factors based on the respondents own experience were identified as more important and related to unsafe attitudes: (1) poor fitness to drive, (2) violations, (3) distraction/inattention, (4) aggressive driving, (5) poor situation awareness, (6) stress and (7) behavioural adaptation. These factors represented the priority topics that should be handled in future campaigns.

Neste trabalho foram estabelecidos os fundamentos metodológicos baseados na identificação dos fatores de risco, fatores de risco identificados, necessários na elaboração de campanhas de segurança viária, orientados pelas diretrizes estabelecidas no projeto CAST (Campaigns and Awareness-raising Strategies in Traffic Safety), o qual define a identificação do comportamento-problema gerador de acidentes como elemento essencial na definição do objetivo de cada campanha. Não havendo dados estatísticos consistentes e confiáveis dos quais seja possível extrair esta informação, foi necessário identificar os fatores comportamentais que estão na origem de atos inseguros e que devem ser prioritários na elaboração de campanhas de segurança viária. Para o efeito, foi necessário estabelecer uma metodologia que envolveu a utilização de diferentes instrumentos de coleta de dados com o objetivo de identificar os comportamentos-problema, assim como outros fatores relacionados à infraestrutura e ao meio ambiente que poderiam induzir esses comportamentos. Esta metodologia envolveu a aplicação de Grupos Focais que orientaram a elaboração de um questionário voltado para a identificação dos fatores de risco do sistema viário, comportamentos de risco e opiniões relacionados com os tipos de mensagens de campanhas. Este questionário foi posteriormente aplicado a uma amostra de condutores, juntamente com o DBQ &#8211; Driver Behaviour Questionnaire, este orientado para a identificação de comportamentos de risco de cada inquirido. A associação desses dois instrumentos permitiu a identificação de fatores de risco no sistema viário, assim como comportamentais de risco habituais e as preferências dos inquiridos sobre tipos e mensagens de campanhas, bem como meios de mídia. A análise estatística dos dados coletados permitiu identificar os seguintes fatores de risco relacionados à via: (1) más condições da infraestrutura da via, (2) más condições de sinalização, (3) más condições dos veículos que trafegam pelas vias, e (4) interação principalmente com pedestres. Foram ainda identificadas as suas opiniões relativamente a comportamentos-problema dos demais usuários do sistema viário, destacando-se os seguintes fatores: (1) sono, (2) bebidas, (3) drogas e (4) mensagens de texto. Quanto à importância das campanhas, os inquiridos consideram que elas devem: (1) ser dirigidas aos fatores de risco identificados, (2) estar associadas a outras ações como fiscalização e (3) seus resultados devem ser divulgados pelos órgãos de governo. Finalmente, acerca das mensagens das campanhas e tipos de mídia utilizados, os inquiridos consideraram que as mensagens devem: (1) utilizar laços afetivos, (2) ser mais impactantes, (3) conter cenas reais, (4) ter finalidade educativa; e as mídias mais adequadas seriam: (1) televisão, (2) internet (com ênfase às redes sociais) e (3) painéis de mensagens variáveis. Quanto ao questionário DBQ, foram identificados sete fatores comportamentais dos próprios inquiridos com maior peso e relação com atos inseguros: (1) Baixo nível de aptidão, (2) Infração, (3) Distração/Inatenção, (4) Condução agressiva, (5) Baixa consciência da situação, (6) Estresse e (7) Adaptação Comportamental. Esses fatores representam os tópicos prioritários que devem ser trabalhados em futuras campanhas. / This research established the methodological principles based on the identification of risk factors necessary for elaboration road safety campaigns, following the guidelines recommended by the CAST (Campaigns and Awareness-raising Strategies in Traffic Safety) project, which defines the identification of main problem behaviors generating accidents as an essential element in the definition of each campaign goal. Since there is no consistent and reliable statistical data proveding this information, it was necessary to identify the behavioral factors that originate unsafe acts and that should be priority in road safety campaigns. In order to achieve this result, it was necessary to establish a methodology involving the use of different data collection tools with the intention of identifying the problem behaviors, as well as other factors related to the infrastructure and environment capable to induce these behaviors. This methodology involved Focus Groups application that directed the elaboration of a questionnaire aiming at a identifing road system risk factors, risky behaviors and opinions regarding the types of campaigns messages. This questionnaire was further applied to a drivers\' sample, together with the DBQ Driver Behavior Questionnaire, which was directed to the identification of risky behaviors of each respondent. The association between these two instruments enabled the identification of road system risk factors, as well as common risky behaviors and the respondents\' preferences about the types of campaign messages and media means. The statistical analysis of the collected data enabled the identification of the following risk factors related to the road system: (1) poor road infrastructure conditions, (2) poor signing conditions, (3) poor vehicle conditions, and (4) interaction mainly with pedestrians. Opinions about problem-behaviors were also identified, stressing the following factors: (1) drowsiness, (2) drink and drive, (3) drugs and medication effects (4) texting driving. Concerning the campaigns importance, the respondents considered that they should: (1) be directed to identified risk factors, (2) be associated to other actions such as enforcement and (3) have its results published by the government entities. Finally, regarding the campaign messages and the used media types, the respondents considered that the messages should: (1) use affective anchors, (2) be more impactful, (3) contain real scenes, (4) have educative purpose; and the most adequate media would be: (1) television, (2) internet (with emphasis to the social networks) and (3) variable message panels. With respect to the DBQ questionnaire, seven behavioral factors based on the respondents own experience were identified as more important and related to unsafe attitudes: (1) poor fitness to drive, (2) violations, (3) distraction/inattention, (4) aggressive driving, (5) poor situation awareness, (6) stress and (7) behavioural adaptation. These factors represented the priority topics that should be handled in future campaigns.

「風險決策」行為非常普遍的存在於吾人之日常生活中，而選項所帶來的風險和獎勵是吾人進行決策時的重要考量因素。風險選擇的適當與否，對於個體的生存扮演著相當重要的角色。在以往的文獻中，對於決策的行為歷程已有所關注及探討，但對於風險選擇行為的神經生理機制迄今未明。本研究藉由大白鼠於T字迷津中，選擇確定之低酬賞或高不確定性之高酬賞的行為表現，進行風險選擇行為的探討。本研究中以兩項主要實驗，探討風險選擇行為之神經行為機制。實驗1a中，確定之低酬賞端固定呈現1顆食物粒，而高不確定性之高酬賞端則同時操弄酬賞物機率(50%、25%及12.5%)以及酬賞物的量(2、4及8顆)，以系統性地檢驗期望值(0.5、1和2)於此風險選擇行為中扮演的角色。行為結果顯示當風險較低時，大白鼠會選擇高不確定性之高酬賞端；而風險較高時，則轉為選擇確定之低酬賞端。實驗1b中，系統性地施打不同劑量之安非他命，探討多巴胺系統在此風險選擇行為中之機制。實驗結果顯示施打安非他命後，大白鼠表現出相對地追求風險之行為，亦即選擇高不確定之高酬賞端之比例顯著高於控制組。實驗2中，藉由毀除大腦特定部位(依核、背外側之紋狀體、眶前額皮質、內側之前額皮質)，檢驗風險選擇行為之神經基礎。毀除後之結果顯示，僅有依核受到毀除之大白鼠表現出相對地趨避風險之選擇行為。綜合以上結果，本研究建立之風險選擇行為與多巴胺有關，而依核在此行為歷程中扮演重要的調節角色。 / Many decisions people make every day involve uncertainty where both risks and rewards associated with each option need to be considered. Behavioral performance associated to risk-based choice appears wildly over the lifespan, and the fitness of risky choice behavior plays an important role in individual survival. Despite a growing body of research has focused to investigate the neurobiology of decision making, little is known about the neurobehavioral mechanisms of risky choice behavior. Based on a pilot work, this study used a T-maze to study decision under a probability-based risk in the rat. The subject was assessed on making choice to obtain either a large reward associated with risk of non-reward “empty” or a small reward ensured for every entry. Two experiments were conducted in this project to investigate neurobehavioral mechanisms of probabilistic risky choice behavior. In Experiment 1a, probabilistic risky choice behavior was systemically assessed under three expected values (0.5, 1.0, and 2.0) by manipulating the probabilities of reward presence (50%, 25%, and 12.5%) and the reward magnitude (2, 4, or 8 pellets) in the probabilistic high reward (PHR) arm. Behavioral data showed that the subject chose the probabilistic high reward in a lower risk condition but would shift to the choice of certain low reward (CLR) as the risk is increased. In Experiment 1b, the dose effects of amphetamine on this probabilistic risky choice task was tested to verify whether the dopaminergic mechanism was involved. Amphetamine, presumably activating brain dopamine systems, produced a relatively risk-seeking effect on the present behavioral task. In Experiment 2, the excitoneurotoxic lesion was conducted in the nucleus accumbens, the dorsolateral striatum, the orbitofrontal cortex, and the medial prefrontal cortex to examine the neural substrates for this probabilistic risky choice behavior. The results showed that the lesion of the nucleus accumbens significantly produced a relatively risk-averse effect on the present behavioral task, as compared to the lesions made on the other three brain areas. In conclusion, the probabilistic risky choice behavior established in the present study is dopamine dependent. And, the nucleus accumbens plays a major role of mediating this behavioral processing.

<p>Kondomanvändning vid sexuella kontakter har en betydande roll för att hindra utbredningen av sexuellt överförbara sjukdomar. I föreliggande studie har fokus legat på att undersöka högskolestudenters attityder till kondomanvändning. För att finna svar på frågeställningarna genomfördes en enkätundersökning på den utvalda högskolan. Totalt deltog 287 studenter som besvarat enkäten vilken bestod av frågor kring kondomanvändning vid sexuellt umgänge med sin partner samt vid tillfälliga sexuella relationer. Resultatet från enkätundersökningen har sammanställts och analyserats statistiskt. Undersökningen visade att studenter hade överlag en positiv attityd till att använda kondom samt ansåg att en diskussion bör föras tillsammans med sin partner om kondomanvändning. Studenterna ansåg att den främsta anledningen till att kondom inte användes var att den var avtändande i den sexuella situationen och resultatet visade även att studenterna använde kondom huvudsakligen för att förhindra sexuellt överförbara sjukdomar. Studenters attityder till kondomanvändning var positiv men för att minska spridning av sexuellt överförbara sjukdomar krävs en beteendeförändring som kan ske genom en förändring av normer och värderingar.</p> / <p>Condom use during sexual contacts has a significant role in preventing expansion of sexual transmitted diseases. The focus in this study has been to examine collegestudents attitudes towards condom use. A survey was performed on 287 students at the chosen college. The survey contained questions regarding condom use during sexual relations with a partner and during casual sexual relations. The results from the survey were statisticly analyzed and showed that students had a positive attitude towards condom use. They also thought it was important to have a discussion between the two partners regarding condom use. The students thought that the main reason that condoms were not used during sexual relations was because it led to a sexual turn off. The study also showed that if a condom was used it was primarily to prevent sexual transmitted diseases. Students attitudes towards condom use were positive, but to reduce sexual transmitted diseases from spreading there has to be a change in behavior and this can only be change through a change in norm and values.</p>