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Abstract The aim of this investigation is to show the relationships between the use of Mobile Driving Applications and Devices (MDAD) with self-reported road accidents, anger, physical health, and subjective wellbeing, in three types of Colombian drivers. The sample is non-randomized (n = 1149) and 93.2% are male drivers. Results showed that (a) for professional drivers, there is an inverse correlation between the use of MDAD with lower driving frequency during weekdays and a higher educational level, (b) for occasional drivers, GPS use was directly associated with fatal road accidents and low driving frequency during weekdays, (C) for private drivers, correlations were found between MDAD broader usage, higher levels of both aggression and perceived driving difficulty as well as physical health problems mainly hypertension and diabetes. It is necessary to conduct in-depth research on MDAD uses, health, and driving styles, by controlling social desirability.

Resumen El objetivo de esta investigación es mostrar las relaciones entre el uso de Dispositivos y Aplicaciones Móviles para la Conducción (DAMC) con la accidentalidad vial auto reportada, la ira, la salud física y el bienestar subjetivo, en tres tipos de conductores colombianos. La muestra es no aleatoria (n = 1149) y el 93.2% son conductores varones. Los resultados muestran que (a) en conductores profesionales, hay una correlación inversa entre el uso de DAMC con una menor fre-cuencia de conducción entre semana y con un mayor nivel educativo, (b) en conductores ocasionales, mayor uso de GPS asociado con accidentes fatales y con menor frecuencia de conducción entre semana, (C) en conductores particulares, mayor uso de DAMC relacionado con niveles más altos de agresividad y de dificultad percibida para conducir, y con más problemas de salud -principalmente hipertensión y diabetes. Es necesario realizar investigaciones en profundidad acerca de los usos de DAMC, salud y estilos de conducción, mediante el control de la deseabilidad social.

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Resumen La inseguridad vial es un tema de interés para la sociedad, por sus implicaciones y consecuencias en cuanto al costo social, económico y en la salud pública. El objetivo del presente estudio fue conocer el nivel de actitudes protectoras hacia la seguridad vial en conductores de la ciudad colombiana de Villavicencio. Para esto se empleó un instrumento de 18 ítems sobre conductas de riesgo, conductas de prevención y emociones en la conducción. La muestra conformada por 1018 conductores fue de disponibilidad. Los resultados muestran una fiabilidad interna alta del instrumento y una estructura factorial de cuatro dimensiones. Además, los hombres, los conductores de taxis y de camionetas, las personas con menor nivel educativo o con estado civil de unión libre, mostraron los niveles más altos de conductas de riesgo y de velocidad excesiva. El nivel de ira al manejar fue mayor en las personas separadas. Si bien condiciones como la edad, el sexo, el estado civil, el nivel de escolaridad y factores como el tipo de vehículo, las fallas técnicas del vehículo, el ambiente y el diseño de las vías públicas influyen, de algún modo, en el comportamiento de los conductores, es, en últimas, el elemento subjetivo en la conducción la variable clave en la explicación de la accidentalidad vial. No obstante, los comportamientos desfavorables hacia la seguridad vial pueden modificarse mediante un programa formativo que se fundamente en un modelo de cambio de actitudes.

Abstract Road insecurity is a topic of interest for society, due to its implications and consequences in terms of social, economic, and public health costs. This paper aimed to determine the level of protective attitudes towards road safety in drivers from Villavicencio, Colombia. For this purpose, an 18-item instrument was used, measuring risk behaviors, preventive behaviors, and emotions while driving. The sample was non-randomized, with 1018 car, bus, motorcycle, taxi, van, or truck drivers. Results showed high internal reliability of the instrument and a factorial structure with four dimensions. Also, male, taxi, and van/truck drivers, people with low educational levels, or with a marital status of free union showed the highest levels of risk behaviors and excessive speed. The anger level while driving was higher for divorced people. Although conditions such as age, sex, marital status, level of education, and factors such as vehicle type, vehicle technical issues, and environment and road design have some influence on drivers' behaviors, it is ultimately the subjective element in driving the key variable explaining road accidents. However, unfavorable road safety behaviors can be modified through a training program based on an attitude change model.

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Resumen Cada año cientos de motociclistas mueren en accidentes de tránsito. Una de las causas es la baja percepción del riesgo al conducir, que influye en la aparición de comportamientos riesgosos. El objetivo de este estudio fue adaptar y validar la escala Aversion to Risk Taking Scale (ARTS) en una muestra de motociclistas colombianos, para evaluar el riesgo percibido frente a distintos comportamientos considerados peligrosos en la vía. Participaron 436 motociclistas del Departamento de Nariño (Colombia), con edades entre 18 y 71 años (M= 28.27; DT= 8.68). Se actualizó la escala con dos nuevos ítems (consumo de sustancias psicoactivas y uso del casco); se realizó un ajuste lingüístico, se valoró la consistencia interna, las evidencias de validez de contenido, validez de constructo (análisis factorial exploratorio y confirmatorio) y validez comparada con la Escala de autoeficacia para la conducción. La ARTS presentó óptimas propiedades psicométricas para una estructura unifactorial. Se reconocen óptimos valores de consistencia interna (α= 0.94; ɷ= 0.95). Se evidenció una correlación inversa con la Escala de Autoeficacia para la Conducción, corroborando el constructo. Los resultados sugieren que la ARTS, adaptada y actualizada para Colombia, es una con calidad psicométrica probada; por tanto, es válida y confiable para evaluar la percepción del riesgo en motociclistas colombianos.

Abstract Every year hundreds of motorcyclists die in traffic accidents. One of the causes is the low perception of risk when driving, which influences the appearance of risky behaviors. The objective of this study was to adapt and validate the Aversion to Risk-Taking Scale (ARTS) in a sample of Colombian motorcyclists, to evaluate the perceived risk of different behaviors considered dangerous on the road. A total of 436 motorcyclists from Nariño (Colombia), aged between 18 and 71 years (M = 28.27; SD = 8.68), participated. The scale was updated with two new items (consumption of psychoactive substances and helmet use). A linguistic adjustment was performed; internal consistency and evidence of content validity, construct validity (exploratory and confirmatory factor analysis), and validity compared with the Driving Self‑Efficacy Scale were assessed. The ARTS presented optimal psychometric properties for a unifactorial structure. Optimal internal consistency values are recognized (α = 0.94; ɷ = 0.95). An inverse correlation with the Driving Self-Efficacy Scale was evidenced, corroborating the construct. The results suggest that the ARTS, adapted and updated for Colombia, is a scale with proven psychometric quality; therefore, it is valid and reliable to assess risk perception in Colombian motorcyclists.

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Research has shown the relevance of three axes in the study of violent behaviour: the emotional axis (anger), the behavioural axis (aggression), and the cognitive axis (hostility or aggressive thinking). In the field of driving, the first two axes have received a lot of attention, whereas the third one has been less studied. The current research aimed to analyse the psychometric properties of the Driver's Angry Thoughts Questionnaire (DATQ) in a Mexican sample. Besides, the structural invariance of this instruments was analysed with respect to both the Spanish and the Romanian versions. A sample of 294 participants taken from the general Mexican drivers population completed a set of measures including the DATQ and the Driving Survey, as a measure of risky driving, aggressive driving, and crash-related events. The results showed that the Mexican version of the DATQ replied the original five-factor structure, maintaining the 65 items likewise in both the Spanish and Romanian versions. Analyses of the invariance suggested the equivalence among the three versions, especially in the case of Mexican-Spanish. Moreover, the five factors were positive and mostly significantly related to each other, and with both risky driving and aggressive driving. Some significant relationships were attained also with crash-related events, especially in the case of those which happened in the last three months (short-termed). Finally, males showed higher scores than females in the five ways of aggressive thinking. Limitations of the study, practical implications and future research are discussed.

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Roads play an important role in the economic development of cities and regions, but the transport of cargo along highways may represent a serious environmental problem because a large portion of transported goods is composed of dangerous products. In this context, the development and validation of risk management tools becomes extremely important to support the decision-making of people and agencies responsible for the management of road enterprises. In the present study, a method for determination of environmental vulnerability to road spills of hazardous substances is coupled with accident occurrence data in a highway, with the purpose to achieve a diagnosis on soil and water contamination risk and propose prevention measures and emergency alerts. The data on accident occurrences involving hazardous and potentially harmful products refer to the highway BR 050, namely the segment between the Brazilian municipalities of Uberaba and Uberlândia. The results show that many accidents occurred where vulnerability is high, especially in the southern sector of the segment, justifying the implementation of prevention and alert systems. The coupling of vulnerability and road accident data in a geographic information system proved efficient in the preparation of quick risk management maps, which are essential for alert systems and immediate environmental protection. Overall, the present study contributes with an example on how the management of risk can be conducted in practice when the transport of dangerous substances along roads is the focus problem.

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Introducción. La accidentalidad de motociclistas es una problemática de salud pública de Medellín, que afecta inequitativamente a la población. Objetivo. Describir los años potenciales de vida perdidos (APVP) por accidentes de motociclistas en Medellín entre 2009 y 2012. Métodos. Se realizó un estudio descriptivo con fuente de información secundaria ajustada con el método de Preston y Coale, y OPS de distribución proporcional; en el cálculo de los APVP se empleó como valor de referencia la proyección anual de la esperanza de vida al nacer de Colombia 2009-2014 y para el análisis geográfico se empleó el método cuantil de clasificación, la densidad de Kernel y la simbología por cantidades y atributos múltiples. Resultados. El 79,4% de los muertos en incidentes viales fueron hombres, el 50% tenía 40 años o menos (RQ= 35 años); los peatones (45,6%) y los motociclistas (31,7%) fueron los usuarios más vulnerables de la vía. Los motociclistas hombres entre los 15 y 29 años tuvieron la mayor pérdida de años potenciales de vida, al igual que los accidentados en los barrios Caribe, San Cristóbal, Guayabal y Castilla; la mayor frecuencia de motociclistas muertos se observó en tramos de la autopista norte, la autopista sur, la carrera 65, la avenida regional y la avenida guayabal. Conclusión. En Medellín los motociclistas jóvenes de sexo masculino presentan las tasas de APVP más altas del periodo, lo que implica mayores costos sociales y económicos para la ciudad. La accidentalidad fatal más alta de este grupo de interés se presenta en las vías principales de la ciudad aledañas al río Medellín

Introduction. Motorcycle accidents is a public health problem of Medellin, which affects unfairly the population. Objective. To describe the potential years of life lost (YPLL) motorcycle accident in Medellin between 2009 and 2012. Methods: A descriptive study was conducted with secondary information source adjusted with the Preston and Coale method; in the calculation of YPLL, the annual projection of life expectancy at birth of Colombia 2009-2014 was used as reference value, and for the geographic analysis the “Quantile” classification method, Kernel density and symbology amounts and multiple attributes were used. Results: 79.4% of those killed in road accidents were men, 50% were 40 years old or less; pedestrians (45.6%) and motorcyclists (31.7%) were the most vulnerable road users. Motorcyclists men between 15 and 29 years of age had the highest amount of potential years of life lost, in the same way, the road accidents in Caribe, San Cristóbal, Guayabal and Castilla neighborhoods; the increased frequency of motorcyclists killed was observed in sections of the highway north, the south highway, running 65 regional and Guayabal Avenue. Conclusion: In Medellin young male motorcyclists have YPLL rates highest in the period, which implies greater social and economic costs for the city. The highest fatal accident rate of this interest group is presented on the main roads of the city along the Medellin River

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Los accidentes del tránsito representan una de las principales causas de mortalidad, lesiones y discapacidad en personas a nivel mundial. Este fenómeno no es ajeno al contexto colombiano, con la particularidad del aumento del parque automotor durante las últimas dos décadas con mayor número de motocicletas, que representan más del 50 por ciento de las lesiones y muertes en los accidentes de tránsito. El trabajo fue autorizado por el comité de ética e investigación, su propósito es identificar las estrategias más efectivas que contribuyan a la prevención y control de las lesiones causadas por el tránsito de motocicletas. Se realizó una revisión sistemática de la literatura que incluyó estudios observacionales, investigación cualitativa y estudios econométricos. Se recopilaron 30 artículos publicados entre el 2002 y el 2013. Estos estudios muestran la implementación del uso del casco, de medidas de visibilidad, control de comportamientos de riesgo y la aplicación de leyes donde se restringe la ingesta de alcohol, como las principales prácticas orientadas a la prevención de accidentes en los motociclistas. El presente estudio resalta la robustez del uso del casco como la principal medida para la prevención y control de estos accidentes, reconoce la complejidad del fenómeno y la necesidad en consecuencia de la sinergia entre métodos cualitativos y cuantitativos para darleuna mayor explicación; supone una base conceptual sólida para la generación de políticas públicas pertinentes que busquen la disminución de la morbilidad, mortalidad y discapacidad asociada a este tipo de siniestros viales(AU).

Traffic accidents represent one of the main causes of mortality, injuries and disabilities worldwide. This phenomenon is also present in the Colombian setting where its main feature is related to the significant increase of the car fleet over the past two decades, with greater number of motorcycles, accounting for more than 50 percent of the lesions and deaths from road traffic accidents. The ethics and research committee authorized the presentation of this paper. Its objective was to identify the more effective strategies that will contribute to the prevention and control of injures from motorcycle traffic accidents. A systematic literature review including observational, qualitative and econometric studies was made. Thirty studies published from 2002 to 2013 were gathered. These studies showed the implementation of the use of helmet provisions, visibility measures, control of risky behaviors and application of laws on alcohol consumption as the main practices aimed at the prevention of motorcycle accidents. The present study underlined the soundness of the helmet use as the main measure for the prevention and control of accidents. It also recognized the complexity of this phenomenon and the need of synergy between qualitative and quantitative methods to provide broader explanation. This paper represents a sound conceptual basis for the generation of relevant public policies in search of the reduction of morbidity, mortality and disability associated to this type of road disasters(AU).

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Road cargo transport is responsible for transporting 60% of cargo in Brazil according to 2011 data. In fact, it is fundamental in the production, distribution of industrial and agricultural goods.Current analysis characterizes INSS-insured laborers linked to activities in cargo transport with regard to gender, age, international disease classification. It also compares the number of benefits conceded during the last nine years to discuss the impact of accidents and diseases related to laborers in Brazil. The transversal, qualitative study deals with insurance benefits for activities involving cargo transport in Brazil. During the last nine years most INSS insurance benefits may be pinpointed for 2004, with 16.8%. Most (96.1%) were males, with age bracket between 40 and 44 years (15.3%). According to CID, benefits were distributed according to codes M.54 (dorsalgy) with 6.1%; M54.4 (lumbago with sciatic) with 4.7%, M.54.5 (low lumbar pain) with 7% and S62.6 (breaking of fingers) with 3.4%; 45.9% were classified as other diseases. Research shows that a great number of insurance benefits are provided to cargo drivers, corroborating data in the literature.

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Introducción: las fracturas maxilofaciales constituyen más del 50 porciento del total de fracturas, y en muchas ocasiones están asociadas a otras fracturas del cuerpo humano. Objetivos: estudiar el comportamiento de estas lesiones en el Hospital Universitario de Maabar, de la Universidad de Thamar (Yemen), determinar su relación con la edad, sexo, etiología y localización, y compararlo con los resultados de otros estudios realizados en Cuba y en otros países. Métodos: se realizó un estudio estadístico descriptivo retrospectivo de las fracturas maxilofaciales atendidas por la brigada de profesores cubanos en este hospital entre los años 2006 y 2009. Las variables estudiadas fueron: sexo, edad, causa de la fractura y región afectada, así como el tipo de fractura y los traumatismos asociados. Resultados: el sexo masculino fue mucho más afectado que el femenino. Los accidentes del tránsito fueron la causa más común (más del 50 por ciento de los casos). La fractura nasal fue la más frecuente, y en más de 150 casos se detectaron traumatismos asociados, muchos muy graves, como fracturas de cráneo, de miembros y heridas de partes blandas. Conclusiones: se confirman los resultados que el sexo masculino es el más afectado, y que los accidentes del tránsito son la principal causa de fracturas en la cara. La fractura nasal es la más frecuente de todas las de los huesos faciales (más del 50 por ciento de los casos), pero otros registran la mandíbula o la región zigomática como la zona más frecuente. Impresionaron las fracturas mandibulares en niños, lo cual no es frecuente en Cuba(AU)

Introduction: the maxillofacial fractures account for more than the 50 percent of the total of fractures and often are associated with other fractures of the human body. Objectives: to study the behavior of these lesions in patients from the Maabar's University Hospital of the Thamar's University (Yemen), to determine its relation to age, sex, etiology and location and to compare it with the results of other studies conducted in Cuba and other countries. Methods: a retrospective, descriptive and statistic study was conducted on the maxillofacial fractures seen by the Cuban professor brigade in this hospital between 2006 and 2009. The study variables were: sex, age, cause of the fracture and involved region, as well as the type of fracture and associated traumata. Results: the male sex was more involved that the female one. The road accidents were the commonest cause (more than the 50 percent of cases). The nose fracture was the more frequent and in more than of 150 cases there were associated traumata much of them very severe including skull fracture, of extremities and soft tissue wounds. Conclusions: the results confirm that the male sex is the more involved one and that the road accidents are the leading cause of face fractures. The nose fracture is the more frequent of all that of facial bones (more than 50 percent of cases), but others register the mandible or the zygomatic region as the more frequent involved zone. The mandibular fractures were impressive in children, something not frequent in Cuba(AU)

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