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OBJECTIVE: Excessive speed is a major risk factor for serious injuries and death. However, speeding remains a pervasive problem around the world. This study aimed to investigate the factors associated with speeding behavior in the city of Buenos Aires, Argentina. METHODS: A sample of vehicles (n = 34,967) from ten locations in the city was observed in two waves during 2021. Measurements were made at different times and days of the week. Observation sites were free of intersections, traffic lights, speed bumps and cameras, allowing drivers to speed freely. Data on speed, drivers and vehicle types were collected. Factors associated with speeding were identified through logistic regression analyses. RESULTS: 15.3% of vehicles were observed to be speeding. Roads with posted speed limits of 40 km/h showed higher speeding compared to 60 km/h roads. 77% of vehicles traveled above 30 km/h on local roads, and 30% above 50 km/h on avenues. Motorcycles, both commercial and private, showed a higher percentage of speeding compared to all other vehicles. Speeding was lower among women, among adults over 60 years of age, and among those using cell phones. CONCLUSION: It is crucial to strengthen strategies for increased compliance with speed limits. Actions targeting motorcyclists must be a priority.

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The media plays a key role in shaping the public's perception of road safety. This study analyzes the newspaper coverage and framing of motor vehicle crashes (MVCs) and road safety in Argentina, South America. The content of 304 articles published by 15 newspapers in November 2020 was reviewed. The results show that episodically framed news stories (focused on a single event or incident) prevail over thematically framed articles. MVCs are presented primarily as 'police' events and tend to receive more coverage when fatalities are involved. There is limited information provided on contextual and risk factors, and road safety advice is rarely included. Speeding, infrastructure, alcohol and other human-related variables are the most cited risk factors. Very few articles mention the use of protective devices (seat-belt, helmet and child restraint system). Although motorcyclists represent 40% of RTC deaths in Argentina, only 20% of the news coverage was about them. News coverage was quite similar in national and regional newspapers. There is an opportunity for the media to help build a better road safety culture, but significant changes in news framing are required. Practical recommendations for editors, journalists and road safety practitioners are provided.

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INTRODUCCIÓN: Las conductas preventivas, como el uso de casco o los sistemas de retención infantil, son un factor clave para la seguridad vial. En Argentina, la adopción de estas medidas es particularmente baja en población infantil. Los objetivos fueron: a) conocer el porcentaje de conductas preventivas en niños y adultos acompañantes que viajan a jardines de infantes en tres modos de transporte (vehículos motorizados de cuatro ruedas, motovehículos y bicicletas); b) identificar factores asociados al uso de tales medidas; y c) analizar la relación entre las conductas preventivas, las condiciones viales del entorno inmediato a los jardines y el nivel de vulnerabilidad socioambiental en la zona de emplazamiento. MÉTODOS: Se realizó un estudio observacional de corte transversal. Se observó a 462 conductores y 508 niños en 13 jardines de infantes municipales de la ciudad de Mar del Plata. RESULTADOS: En moto, 18,3% de los niños usaba casco. En vehículos de cuatro ruedas, 12,5% utilizaba algún sistema de sujeción. En bicicleta, solo un niño empleaba casco. En casos de conductores sin dispositivos de seguridad y en zonas de alta vulnerabilidad, era más común que los niños viajaran desprotegidos. Los entornos viales con más falencias se ubicaron en sitios de alta vulnerabilidad y se asociaron a una menor proporción de conductas preventivas. DISCUSIÓN: Los resultados constituyen un aporte relevante para el desarrollo de políticas en seguridad vial infantil.

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Although taxi drivers are more exposed to traffic crashes, they usually exhibit riskier behaviors and more negative attitudes toward road safety. For example, previous research suggests that they are particularly reluctant to wear seat belts. The research aimed (a) to estimate the prevalence of seat belt use among taxi drivers com-pared to other professional and non-professional drivers (Study 1, n = 3.810) and (b) to explore attitudes toward seat belt use in taxi drivers using the Theory of Planned Behavior (tpb) (Study 2, n = 100). Study 1 showed lower seat belt use among taxi drivers (vs. other professional and non-professional drivers). Study 2 showed that self-reported use tends to be higher than the estimated observed use and that negative experiential attitudes appear to be essential for understanding the reluctance of taxi drivers to use seat belts. Practical implications and future lines of research are discussed.

Aunque los taxistas están más expuestos a los siniestros viales, suelen mostrar comportamientos más arriesgados y actitudes más negativas hacia la seguridad vial. Por ejemplo, investigaciones previas sugieren que son especialmente reacios a usar el cinturón de seguridad. En tal sentido, los objetivos de la presente investigación fueron (a) estimar la prevalencia del uso del cinturón de seguridad entre los taxistas en comparación con otros conductores profesionales y no profesionales (Estudio 1, n = 3.810) y (b) explorar las actitudes hacia el uso del cinturón de seguridad en los taxistas utilizando la Teoría del Comportamiento Planificado (tpb) (Estudio 2, n = 100). El estudio 1 mostró un menor uso del cinturón de seguridad entre los taxistas (frente a otros conductores profesionales y no profesionales). El estudio 2 demostró que el uso auto informado tiende a ser mayor que el uso observado estimado, y que las actitudes negativas por la experiencia parecen ser esenciales para entender la reticencia de los taxistas a utilizar el cinturón de seguridad. Se discuten las implicaciones prácticas y las futuras líneas de investigación.

Embora os taxistas estejam mais expostos a acidentes rodoviários, tendem a exibir comportamentos mais arriscados e atitudes mais negativas em relação à segu-rança rodoviária. Por exemplo, investigações anteriores sugerem que estão particularmente relutantes em usar o cinto de segurança. Os objectivos do presente estu-do foram: (a) estimar a prevalência do uso do cinto de segurança entre taxistas em comparação com outros taxistas profissionais e não profissionais (Estudo 1, n = 3.810), e (b) explorar atitudes em relação ao uso do cinto de segurança entre taxistas utilizando a Teoria do Comportamento Planeado (tpb) (Estudo 2, n = 100). O estudo 1 mostrou um menor uso do cinto de segurança entre os taxistas (em comparação com outros motoristas profissionais e não profissionais). O estudo 2 mostrou que o uso auto-relatado tende a ser superior ao uso observado estimado, e que as atitudesexperimentais negativas parecem ser centrais para compreender a relutância dos taxistas em usar cintos de segurança. São discutidas implicações práticas e linhas futuras de investigação.

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Resumen Las lesiones físicas y los trastornos psicológicos que se producen como consecuencia de un siniestro de tránsito (ST) constituyen un grave problema de salud pública. En este trabajo se realiza una revisión sistemática y actualización de estudios sobre prevalencia y variables predictoras de estrés postraumático (TEPT) luego de un ST. Se realizó una búsqueda en bases de datos incluyendo Medline, PsycINFO, Scopus, y Elsevier de artículos entre 2015 y 2019, siguiendo las directrices PRISMA. La búsqueda inicial mostró un total de 1062 artículos, de los cuales 28 cumplieron criterios de inclusión. La literatura disponible es heterogénea en cuanto a objetivos y metodología. La prevalencia oscila entre 2,39 y 62%. Entre los predictores más robustos de TEPT se incluyen: sexo femenino, percepción de riesgo de vida en el ST, falta de apoyo social, secuelas físicas, y problemas emocionales previos. Se destaca la importancia de la detección temprana para prevenir secuelas psicológicas.

Abstract Physical injuries and psychological disorders following a road traffic accident (RTAs) are a serious public health problem. The objective of this work was to conduct a systematic review and update of studies on the prevalence and predictive variables of post-traumatic stress disorder (PTSD) after RTAs. A systematic search was performed in databases including Medline, PsycINFO, Scopus and Elsevier, of articles published between January 2015 and August 2019, following PRISMA guidelines. Initial search showed a total of 1062 articles, and 28 met inclusion criteria. The available literature is heterogeneous in regards to aims and methodology. Prevalence rates ranged from 2,39 % to 62%. The most robust predictors of PTSD include: female gender, perceived threat to life, lack of social support, persistent physical problems and previous emotional problems. The importance of early detection to prevent psychological sequelae is highlighted.

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INTRODUCTION: Attitudes toward risky driving behaviors are commonly evaluated through direct self-report measures. Nevertheless, these instruments have limitations, such as socially-desirable responding. This study examines the validity of the Implicit Association Test (IAT) as an indirect measure of attitudes towards risky driving. An IAT with "risky" vs. "safe" driving behaviors categories was evaluated. METHOD: A sample of 100 participants (ranging from 18 to 70 years of age) completed the IAT and measures of attitudes, driving styles, personality traits, risk-taking (IOWA Gambling Task), and social desirability (Driver Social Desirability Scale). RESULTS: A high level of internal consistency was found for IAT scores. The IAT was correlated with driving styles (risky, dissociative, and careful dimensions), risk-related personality traits (impulsive/sensation seeking and aggression/hostility) and risk-taking measures. IAT scores were also associated with self-reported risky driving behaviors (r = 0.33). As expected, a higher level of negative implicit attitudes was found among young drivers. The driver social desirability scale was correlated with most self-report measures, but not with the IAT. CONCLUSION: The present study provides reliability and validity evidence for the IAT as an indirect measure of attitudes towards risky driving. The IAT can serve as an important complement to conventional self-report measures of driving attitudes. Practical Applications: Potential use of global measure of implicit attitudes toward risky driving behaviors in the evaluation, education, and training of drivers are discussed.

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The main objective of this research was to investigate the psychometric properties of a Spanish-language version of the Attitudes toward Traffic Safety Scale (ATTS) for the assessment of risky driving attitudes among Spanish-speaking populations. Five hundred and fifty-eight drivers from Argentina participated in the study. Confirmatory factor analysis supported the ATTS three-factor structure: Attitude towards violations and speeding, attitude towards the careless driving of others and attitude towards drinking and driving, χ2(87) = 205.91, p < .001; χ2/df = 2.36; GFI = .94; CFI = .93; TLI = .91; RMSEA = .05; 90% CI [.04, .06]. A model with one higher-order factor (overall attitude toward risky driving) also fits the data. Reliability estimates were acceptable for the total scale (α = .81) and for all subscales (with α values ranging from .74 to .84), and concurrent validity was supported by theoretically expected correlations with self-reported risky driving behavior (r ranging from .27 to .45, ps < .01). Subsequent comparison between zero-order correlation and partial correlation (controlling for Driver Impression Management) between ATTS subscales and self-reported risky driving behavior revealed minor or no effects of social desirability bias. Implications for road safety intervention are discussed.

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Resumen La atención selectiva es la función cognitiva que orienta la atención hacia los objetos o estímulos que resultan relevantes evitando la distracción frente a aquellos que son irrelevantes. En general, la literatura indica que el desempeño de la atención selectiva mejora notablemente con la edad, sin embargo, las diferencias vinculadas a esta variable no se cumplen para todas las condiciones de cantidad de estímulos distractores ni para todos los grupos de edad. Asimismo, aún no se ha explorado la contribución del control inhibitorio y la velocidad de procesamiento a esta mejora progresiva. Por este motivo, y debido a la escasez de estudios en población infantil, se propuso analizar la contribución relativa de la velocidad de procesamiento y de la inhibición al desempeño en una tarea de atención selectiva y búsqueda visual en esta etapa evolutiva. Para ello, se administró una tarea de búsqueda de conjunciones y una tarea simple de velocidad de respuesta a 295 niños de 6 a 13 años de edad. Los resultados permitieron plantear dos conclusiones principales: por un lado, que la atención selectiva mejora consistentemente durante la niñez y, por otro lado, que no existe un mecanismo general y exclusivo capaz de explicar estas diferencias durante esta etapa vital. Así, tanto la velocidad de procesamiento como el control inhibitorio contribuyen al desarrollo de la atención selectiva y ambos mecanismos cognitivos actúan de manera complementaria más que excluyente.

Abstract Selective attention allows directs attention to relevant objects or stimuli, while avoiding distraction from those that are irrelevant. The literature indicates that performance in CVS tasks improves markedly with age. However, age-related differences are not met neither for every number of distractor conditions nor for all age groups. In addition, the contribution of inhibitory control and processing speed to this progressive improvement has not yet been explored. For this reason, and due to the scarcity of studies using CVS paradigm to evaluate selective attention in children, the present study aimed to analyze the relative contribution of processing speed and inhibition to performance during this evolutionary period in a selective attention and CVS task. To do this, a CVS and a simple response speed task were administered to 295 children aged 6-13 years old. Results offered two conclusions: first, selective attention improves during childhood; second, there is no general and exclusive mechanism capable of explaining these differences during this period. Thus, both processing speed and inhibitory control contribute to development of selective attention, and they seem to be more complementary mechanisms than excluding ones.

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Este trabajo ofrece una revisión crítica de estudios que utilizan modelos de actitudes implícitas en el área de la Psicología Ambiental. Se analizaron 25 estudios publicados entre 2004 y 2017, los cuales abordan temas relacionados a: (a) conductas pro-ambientales, (b) preferencias por ambientes naturales vs. construidos, (c) conexión con la naturaleza, y (d) cambios en actitudes implícitas. Globalmente, los resultados ilustran las potencialidades de los enfoques de actitudes implícitas en los estudios de Psicología Ambiental. Las actitudes implícitas muestran relaciones de nulas a moderadas con las conductas pro-ambientales. Se observan correlaciones bajas entre actitudes implícitas y explícitas, aunque la relación varía según el dominio. Por otro lado, las medidas de actitudes implícitas tienden a mostrarse incorrelacionadas entre sí. Algunos estudios indican que es posible cambiar las actitudes implícitas. Se identifican limitaciones y posibles líneas futuras de investigación.

Este trabalho oferece uma revisão crítica de estudos que utilizam modelos de atitudes implícitas na área da Psicologia Ambiental. Foram analisados 25 estudos publicados entre 2004 e 2017 que abordam temas relacionados a: (a) comportamentos pró-ambientais, (b) preferências por ambientes naturais versus construídos, (c) conexão com a natureza, e (d) mudanças em atitudes implícitas. De modo geral, os resultados ilustram as potencialidades dos enfoques de atitudes implícitas nos estudos da Psicologia Ambiental. Atitudes implícitas mostram correlações nulas a moderadas com comportamentos pro-ambientais. Baixas correlações são observadas entre atitudes implícitas e explícitas, embora a relação varie por domínio. Por outro lado, não há correlações entre diferentes medidas implícitas. Alguns estudos indicam que é possível produzir mudanças em um nível implícito. Limitações e futuras pesquisas são indicadas.

This paper provides a review of recent research using implicit attitudes models in Environmental Psychology. Twenty-five studies published between 2004 and 2017 were analyzed. They cover the following topics: (a) pro-environmental behaviors, (b) preferences for natural vs built environments, (c) connection with nature, and (d) changes in implicit attitudes. Overall, the results illustrate the potential of implicit attitudes models and methods in the area of Environmental Psychology. Moderate to null correlations between implicit attitudes and pro-environmental behaviors are observed. Low correlations are reported between implicit and explicit attitudes, although the relationship varies as a function of the object. No correlations between different implicit measures are found. Some studies demonstrate that it is possible to change implicit attitudes. Strengths and limitations of current research are discussed.

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Introduction The Theory of Planned Behavior (TPB) is one of the most widely used psychological models when it comes to explaining road safety behaviors. Recently, studies have also been conducted from the perspective of dual-process models. However, the present is the first study on road safety behaviors that integrates both perspectives. The study evaluates the roles of both implicit attitudes and TPB constructs in the prediction of seatbelt use. Method A sample of 100 drivers completed: (1) a self-reporting instrument on seatbelt use, (2) a questionnaire addressing TPB constructs, (3) an indirect measure of attitudes (Implicit Association Test), and (4) a social desirability scale. Results Results suggest that both types of attitudes make a significant and quite similar contribution to the explanation of seatbelt use. Interestingly, implicit attitudes were a better predictor than explicit attitudes among participants reporting inconsistent seatbelt use. In addition, path analysis models suggested that implicit attitudes appear to be relatively independent of TPB constructs and have a direct effect on seatbelt use. Conclusion The findings advance the idea of adding implicit attitudes to variables from the TPB model in order to increase the explanatory power of models used to predict road safety behaviors. Practical applications Potential use of implicit attitude measures in the education and training of drivers are discussed.

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OBJECTIVES: Pedestrian crashes are a critical problem in Latin American countries. However, little research has been published about pedestrians and even less about their behaviors in a naturalistic context. The objective of the present research was to explore risky pedestrian crossing behaviors in traffic intersections in an argentine city (Ushuaia). It is focused in different stages of the crossing process, traffic code violations, and other potentially risky behaviors such as distractions. A high frequency of risky behaviors among pedestrians was expected. Moreover, according to previous findings, it was hypothesized that men and younger pedestrians would show riskier behaviors. METHODS: Participants were 802 pedestrians (53.9% females) observed at several intersections (with and without traffic lights) in the city of Ushuaia. Behaviors were codified following a standardized observation protocol. Observers documented information on behavior previous to, during, and after crossing. Gender and age were also registered. Data were gathered through video recording. Frequency analyses of observed behaviors were conducted for the total sample, as well as by gender and by age group. A general crossing risk index was calculated to facilitate comparisons between the genders and age groups. We conducted an analysis of variance to evaluate gender and age differences for this index. RESULTS: A high proportion of risky behaviors were observed among pedestrians. The majority of pedestrian waited in the street (as opposed to on the sidewalk) before crossing, did not comply with traffic lights, or crossed outside the crosswalk. A large number of pedestrians were distracted while crossing. Men presented higher scores on risky behaviors than women. No differences were observed by age group. CONCLUSIONS: The high level of risk behaviors during the different stages of street crossing is worrisome and reinforces the idea that pedestrians are responsible for many of the conflicts with motorists. Many of the risky behaviors seem to be associated with gender, which is in line with the previous literature showing more risk behaviors among men than among women. No differences were found for age group. Findings are interpreted considering some features of the Argentine road culture.

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RESUMEN La conducción de taxis es una actividad potencialmente insalubre debido a las condiciones laborales que caracterizan la tarea, como la informalidad o la exposición a diferentes fuentes de riesgos para la salud. El objetivo del presente trabajo fue aportar información sobre las condiciones laborales, el estado de salud, los hábitos y las estrategias de afrontamiento de los conductores. En el estudio par ticiparon 421 conductores de taxi. Los datos se obtuvieron por medio de un cuestionario de auto-informe. Se realizaron análisis descriptivos sobre los diferentes aspectos estudiados. Los resultados indicaron que la jornada laboral típica era de 10 o 12 horas, que el riesgo de participar en un siniestro o de ser asaltado durante la jornada laboral era elevado, que los problemas de salud física y emocional más prevalentes eran dolores músculo-esqueléticos, mal humor e irritabilidad, sensación de cansancio y ansiedad, que los hábitos alimenticios eran poco saludables y bajos los niveles de actividad física, y que las estrategias de afrontamiento típicas eran de carácter paliativo e individual. El artículo aporta datos con una población latinoamericana, una región en la que no se ha generado mucha evidencia empírica sobre el problema. Se brindan recomen daciones para posibles intervenciones preventivas.

ABSTRACT Taxi driving is a potentially unhealthy activity due to working conditions such as piecework or the exposure to different sources of health risk. Some of the typical problems in the industry have been widely studied (e.g. car crashes) while others have received less attention (e.g. coping strategies). Moreover, most of the research comes from Anglo-Saxon, European or Eastern coutries. Much less is known about the problem in Latin America. The aim of the present paper was to study working condi tions and health status in taxi drivers from a Latinamerican country. The study include different aspects of the problem that have been previously studied separately. Participants were 42 taxi drivers, mostly male. A self-administered questionnaire was used to collect data. Participants gave information about their working conditions, health status, healthy and unhealthy habits, and coping strategies. Results indicated that the typical working day of a taxi driver ranges from 10 to 12 hours; that drivers have an elevated risk of being involved in a car crash or an assault; that the most prevalent physical or emotional problems are musculoskeletal pain, fatigue, bad mood, irritability, anxiety, and sleep disorders; that unhealthy eating habit and low levels of pshysical activity prevail; and that coping strategies are mainly palliative and individual. Finally, some recommendations for the development of preventive actions are given.

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El objetivo de este estudio fue traducir y evaluar las propiedades psicométricas de la escala de autoeficacia para la conducción desarrollada por Dorn y Machin (2004). Se analizó la estructura factorial de la escala, la confiabilidad y se recogieron evidencias de validez externa en una muestra de 447 conductores de la ciudad de Córdoba, Argentina. Adicionalmente, se analizó la invarianza factorial en base al sexo. Los resultados obtenidos por medio de análisis factorial confirmatorio ratifican la estructura unidimensional de la escala, y la invarianza de sus parámetros (configural, métrica y escalar) en hombres y mujeres. Se verificó una consistencia interna adecuada mediante el coeficiente alfa y omega (.81 en ambos casos) y se obtuvieron evidencias satisfactorias de validez externa de las puntuaciones de la escala con medidas de percepción de riesgo, conducción riesgosa, e historial de choques y multas de tránsito. Por último, se comprobó que la escala resulta relativamente robusta frente al sesgo de deseabilidad social. En conjunto, los resultados avalan la validez y confiabilidad de la escala para su uso en Argentina, aunque se requieren nuevas investigaciones que analicen propiedades psicométricas adicionales.

The purpose of this study was to translate and examine the psychometric properties of a driving self-efficacy scale developed by Dorn and Machin (2004). The factor structure, reliability and external validity of the scale were examined in a sample of 447 drivers from Cordoba, Argentina. In addition, measurement invariance across sex was also tested. Results from a confirmatory factor analysis support the unidimensional structure of the scale and the invariance of its parameters (configural, metric and scalar) between men and women. Reliability analyses using alpha and omega coefficients revealed high internal consistency (coefficients equal to .81 in both cases) and satisfactory evidence of external validity of the scale scores, with measures of risk perception, risky driving, history of traffic crashes and fines. Finally, results also showed that the scale seems to be relatively robust against response biases due to social desirability. In summary, findings support the validity and reliability of the scale in Argentina. However, further studies analyzing additional psychometric properties are needed.

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Este trabajo analiza algunas propiedades psicométricas de una tarea estimativa de la trayectoria de objetos móviles. Este tipo de tarea suele utilizarse como parte de las baterías de evaluación de conductores en muchos países, pero son escasas las evidencias disponibles sobre validez. Sesenta participantes (treinta conductores profesionales y treinta de población general) completaron la prueba en dos ocasiones. Los resultados fueron positivos en algunos aspectos (e.g., consistencia interna), pero también muestran la necesidad de realizar algunos cambios y mejorías. Se requieren más estudios que ofrezcan evidencias externas de validez para este tipo de tarea. (AU)

Este trabalho analisa algumas propriedades psicométricas de uma tarefa na estimativa da trajetória de objetos móveis. Esse tipo de tarefa costuma ser utilizado como parte das baterias na avaliação de condutores em muitos países, mas são escassas as evidências disponíveis sobre a validade. Sessenta participantes (30 condutores profissionais e 30 da população geral) completaram a prova em duas ocasiões. Os resultados foram positivos em alguns aspectos (e.g., consistência interna), mas também mostram a necessidade de realizar mudanças e melhorias na prova. Requer-se mais estudos que ofereçam evidências externas que dê validade para esse tipo de tarefa. (AU)

This study analyzes some psychometric properties of a Time-to-contact and Collision Estimation Task. This type of measure is often used as part of driver testing in many countries. However, available evidences of validity are scarce. Sixty participants (split evenly between professional drivers and general population) completed the task on two occasions. The results were positive in some respects (e.g., internal consistency), but also show the need for changes and improvements in the task design. Further studies are needed to support the use of this type of measures. (AU)

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RESUMEN Los siniestros viales que involucran a motociclistas conforman un problema creciente en los países de ingresos bajos y medios. La medida de protección por excelencia en estos usuarios viales es el casco. Sin embargo, una proporción considerable de motociclistas no lo usa. El objetivo de este trabajo es informar la evolución del uso de casco durante el periodo 2006-2014 en una ciudad de Argentina, y conocer los factores asociados durante el año 2014. La muestra incluye más de 6.900 observaciones de motociclistas, registradas en los años 2006 (n=962), 2008 (n=977), 2012 (n=2.542) y 2014 (n=2.466). Los datos indican un aumento progresivo del uso de casco a través del tiempo, aunque se sostienen las diferencias por género y función. Los factores asociados al uso de casco en conductores durante el año 2014 fueron el uso en pasajeros, el tipo de moto, la presencia de patente y el género. Aunque los resultados son positivos, conviene alertar sobre las consecuencias negativas del aumento del parque de motos.

ABSTRACT Traffic collisions involving motorcyclists are a growing problem in low and middle income countries. Helmet use is the foremost protective measure for this group of road users, however many riders do not wear them. The objective of the present study is to report the changes in helmet use during the period 2006-2014 in an Argentine city and discover associated factors for the year 2014. The sample includes more than 6,900 observations of motorcyclists carried out during the years 2006 (n=962), 2008 (n=977), 2012 (n=2,542), and 2014 (n=2,466). The data indicates a progressive increase in helmet use over time, but differences due to gender and type of rider remain. Factors associated to helmet use in motorcycle drivers during 2014 were: passenger helmet use, motorcycle type, license plate use and gender. Although the results are positive, it is necessary to be attentive to the negative consequences of the growing fleet of motorcycles.

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El uso de la bicicleta como modo de transporte se asocia con numerosos beneficios ambientales y sociales, no obstante, se desconoce cuáles son los más valorados por los ciclistas. El objetivo de este estudio fue conocer en qué medida el Sistema de Transporte Público de Bicicletas (STPB) de la ciudad de Buenos Aires produjo impactos positivos sobre los aspectos que las personas valoran en el momento de viajar, analizando si estas evaluaciones varían en función de la intensidad de uso del STPB. Para ello, se diseñó un cuestionario basado en un estudio sobre la calidad de vida residencial que fue aplicado a 161 usuarios del STPB. Los resultados indicaron que los aspectos del viajar: rapidez, control del horario de llegada, ahorro de dinero y en menor medida la salud, fueron muy importantes para los usuarios y fueron los que más mejoraron a partir del uso del STPB. Asimismo, las personas que usan el sistema con mayor intensidad son las que perciben más beneficios sobre los aspectos no instrumentales del viajar como el entretenimiento y la comodidad. Estos resultados sugieren que para lograr que las personas realicen un cambio sustentable en sus comportamientos de movilidad es necesario mantener las ventajas instrumentales que ofrece el servicio de bicicletas compartidas sobre los otros medios de transporte.

Cycling as a mode of transport is associated with numerous social and environmental benefits. However, the benefits that are most valued by cyclists are unknown. This study sought to find out to what extent the Public Bike Sharing System (PBSS) of the city of Buenos Aires produced positive impacts on aspects that users value most when traveling, and analysing whether these evaluations vary according to the intensity of use of the PBSS. To achieve this aim, a questionnaire was designed based on a study on residential quality of life, which was administered to 161 PBSS users. Results indicated that travel aspects such as rapidity, control of arrival time, saving money and -to a lesser extent- health were very important to users, and these aspects had the greatest improvement since they started to use the PBSS. Similarly, those who used the system with greater intensity perceived greater non-instrumental benefits, such as entertainment and comfort. These results suggest that, in order to achieve a sustainable change in mobility behaviours, it is necessary to maintain the instrumental advantages of bike sharing over other modes of transport.

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Traffic collisions involving motorcyclists are a growing problem in low and middle income countries. Helmet use is the foremost protective measure for this group of road users, however many riders do not wear them. The objective of the present study is to report the changes in helmet use during the period 2006-2014 in an Argentine city and discover associated factors for the year 2014. The sample includes more than 6,900 observations of motorcyclists carried out during the years 2006 (n=962), 2008 (n=977), 2012 (n=2,542), and 2014 (n=2,466). The data indicates a progressive increase in helmet use over time, but differences due to gender and type of rider remain. Factors associated to helmet use in motorcycle drivers during 2014 were: passenger helmet use, motorcycle type, license plate use and gender. Although the results are positive, it is necessary to be attentive to the negative consequences of the growing fleet of motorcycles.

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La motorización creciente de los desplazamientos ha convertido al ambiente urbano en un lugar cada vez más hostil para los niños y niñas, quienes se encuentran entre los grupos humanos más vulnerables del tránsito. En esta etapa del desarrollo, la educación puede ser una herramienta clave para prevenir comportamientos de riesgo y promocionar hábitos de movilidad más saludables. El presente trabajo discute algunos aspectos relacionados con la educación vial en la infancia. Se destaca la importancia de considerar los patrones de movilidad típicos de cada edad, y de promover el uso de medios de transporte más saludables, equitativos y sustentables. Se señala además la necesidad de complementar las acciones educativas con intervenciones multi-sectoriales a diferente nivel.(AU)

A crescente motorização e os deslocamentos têm transformado o meio ambiente urbano num lugar cada vez mais hostil para as crianças, que se encontram entre os usuários mais vulneráveis do trânsito. Nessa etapa do desenvolvimento, a educação pode ser uma ferramenta chave para prevenir o comportamento de risco e promover hábitos de mobilidade mais saudáveis. O presente trabalho discute alguns aspectos relacionados à educação infantil no trânsito (nas ruas). Destaca-se a importância de considerar os padrões de mobilidade típicos de cada idade e de promover o uso dos meios de transportes mais saudáveis, equitativos e sustentáveis. Além disso, assinala-se a necessidade na complementação das ações educativas com intervenções multi-setoriais em diferentes níveis.(AU)

The increasing motorization of mobility has turned urban environment in a complex and dangerous place for children. As a consequence they are one of the most vulnerable groups of traffic users. In this stage of development, education could be a key tool for preventing risky behaviour and promoting more healthy mobility habits. The present study discusses some aspects related to children traffic education. The necessity of taking into account the patterns of mobility in different developmental stages is highlighted. Also the relevance of promote the use of health, sustainable and equitable means of transport. The complexity of the problem requires that educational interventions are complemented with multisectoral actions at different levels.(AU)

Assuntos

RESUMO

La motorización creciente de los desplazamientos ha convertido al ambiente urbano en un lugar cada vez más hostil para los niños y niñas, quienes se encuentran entre los grupos humanos más vulnerables del tránsito. En esta etapa del desarrollo, la educación puede ser una herramienta clave para prevenir comportamientos de riesgo y promocionar hábitos de movilidad más saludables. El presente trabajo discute algunos aspectos relacionados con la educación vial en la infancia. Se destaca la importancia de considerar los patrones de movilidad típicos de cada edad, y de promover el uso de medios de transporte más saludables, equitativos y sustentables. Se señala además la necesidad de complementar las acciones educativas con intervenciones multi-sectoriales a diferente nivel.

A crescente motorização e os deslocamentos têm transformado o meio ambiente urbano num lugar cada vez mais hostil para as crianças, que se encontram entre os usuários mais vulneráveis do trânsito. Nessa etapa do desenvolvimento, a educação pode ser uma ferramenta chave para prevenir o comportamento de risco e promover hábitos de mobilidade mais saudáveis. O presente trabalho discute alguns aspectos relacionados à educação infantil no trânsito (nas ruas). Destaca-se a importância de considerar os padrões de mobilidade típicos de cada idade e de promover o uso dos meios de transportes mais saudáveis, equitativos e sustentáveis. Além disso, assinala-se a necessidade na complementação das ações educativas com intervenções multi-setoriais em diferentes níveis.

The increasing motorization of mobility has turned urban environment in a complex and dangerous place for children. As a consequence they are one of the most vulnerable groups of traffic users. In this stage of development, education could be a key tool for preventing risky behaviour and promoting more healthy mobility habits. The present study discusses some aspects related to children traffic education. The necessity of taking into account the patterns of mobility in different developmental stages is highlighted. Also the relevance of promote the use of health, sustainable and equitable means of transport. The complexity of the problem requires that educational interventions are complemented with multisectoral actions at different levels.

Assuntos

RESUMO

We studied the role of implicit attitudes on road safety behaviors. We also explored the methodological benefits of using implicit measures to complement conventional self-reporting instruments. The results suggest that: (a) implicit attitudes are capable of predicting observed differences in the use of protective devices (helmet use); (b) implicit attitudes correlate with the emotional component of the explicit attitudes (e.g., perception of comfort-discomfort), but appear to be independent of the more cognitive components (e.g., perceived benefits); (c) the emotional component of the explicit attitudes appears to be the major predictor of behavior; and (d) implicit measures seem to be more robust against social desirability biases, while explicit measure are more sensitive to such bias. We conclude that indirect and automatic measures serve as an important complement to conventional direct measures (self-reports) because they provide information on psychological processes that are qualitatively different (implicit) and can also be more robust when it comes to response bias.

Assuntos