BACKGROUND: Transport systems are an essential feature of functional urban settlements. Yet, almost all of South Africa's secondary cities and small towns lack a true public transportation system. Because of this, quasi-public, privately operated mini-bus taxis are the main form of transport for most urban residents. Thohoyandou, Limpopo, a town of over 70 000 people, is a typical South African town in this regard. OBJECTIVES: The purpose of this research was to understand passenger experiences of mini-bus taxis in Thohoyandou, Limpopo province, South Africa. METHOD: This study used semi-structured interviews to explore the mobility challenges faced by the residents of Thohoyandou. RESULTS: This study revealed several negative aspects impacting passenger experiences. Passengers consistently reported concerns regarding driver's behaviour that compromised safety and security. This included overloading of vehicles and disregard for traffic regulations. Passengers also highlighted the challenges posed by poor transport infrastructure and a lack of reliable service. Collectively, these factors contribute to limited mobility options, increased transportation costs and a reduced quality of life. Furthermore, the shortcomings of mini-bus taxi services disproportionately affect people with disability, who already face significant societal barriers, further marginalising them within the transportation system. CONCLUSION: The government should increase investment in transport infrastructure, the enforcement of traffic laws and better driver training. However, a strong government combined with much political will is required if passengers and safety are to be the main priorities of the mini-bus taxi industry. CONTRIBUTION: This study highlights challenges faced by public transport users in Thohoyandou, where mini-bus taxis serve as the main mode of transport. The challenges experienced by transport users not only reduce their mobility but also contribute to marginalisation of vulnerable groups, especially people with disability.

ABSTRACT Introduction/framework/objectives Drivers are subject to numerous occupational hazards; however, the associates at the Chemical level are not particularly developed, nor is bibliography on the subject easily found. The aim of this review was to summarize what is most relevant described, in order to enhance the work developed by the Occupational Health and Safety teams with clientes on this sector. Methodology This is a Bibliographic Review, initiated through a search carried out in February 2022, in the databases “CINALH plus with full text, Medline with full text, Database of Abstracts of Reviews of Effects, Cochrane Central Register of Controlled Trials, Cochrane Database of Systematic Reviews, Cochrane Methodology Register, Nursing and Allied Health Collection: comprehensive, MedicLatina and RCAAP”. Contents Individuals with jobs in this sector are exposed to chemical agents resulting from incomplete combustion, engine emissions and elements secondary to the evaporation of fuels. Although some exist in low concentrations, they have carcinogenic potential. After the decrease in lead in gasoline, other substances began to be used more, such as benzene, toluene and xylene; as well as ethanol and metanol, in order to increase efficiency. The International Agency for Research on Cancer has classified benzene as a human carcinogen. In practice, a decrease in the number of blood cells is observed (anemia, thrombocytopenia, leukopenia or even leukemia); although the mechanism is not fully understood. Taxi drivers are considered to be sufficiently exposed professionally to present these changes. The concentration of benzene for these is two to three times lower than that found in the vicinity of structures in the oil industry (for example), but still three times higher than the limit recommended by the American Conference of Government Industrial Hygienists. There is also exposure to other hydrocarbons, particulate matter, heavy metals such as lead and volatile organic compounds. Discussion and Conclusions The Chemical Risk associated with passenger and/or goods transport vehicles is relevant and reasonably little studied, although some medical consequences are very relevant. In terms of collective protection measures, only the use of HEPA filters are mentioned in some contexts, as well as having or not having the window open and the air circulation system on; in the context of individual protection measures, none of the consulted articles developed them. It would be relevant for a Health and Safety team with several clients in these sector, to better assess the situation and disseminate their data and conclusions through the publication of article(s), to have more knowledge to work in this area and be able to provide a healthier and safer work environment.

RESUMO Introdução/ enquadramento/ objetivos Os Motoristas estão sujeitos a inúmeros Riscos laborais; contudo, os associados ao nível Químico não estão particularmente evidenciados na literatura, nem se encontra com facilidade bibliografia sobre o tema. Pretendeu-se com esta revisão resumir o que de mais pertinente se encontra descrito, de forma a potenciar o trabalho desenvolvido pelas equipas de Saúde e Segurança Ocupacionais que tenham este tipo de clientes. Metodologia Trata-se de uma Revisão Bibliográfica, iniciada através de uma pesquisa realizada em fevereiro de 2022 nas bases de dados “CINALH plus with full text, Medline with full text, Database of Abstracts of Reviews of Effects, Cochrane Central Register of Controlled Trials, Cochrane Database of Systematic Reviews, Cochrane Methodology Register, Nursing and Allied Health Collection: comprehensive, MedicLatina e RCAAP”. Conteúdo Os indivíduos com postos de trabalho neste setor estão expostos a agentes químicos resultantes da combustão incompleta, emissões de motores e aos elementos secundários à evaporação dos combustíveis. Ainda que alguns existam em concentrações baixas, parte apresenta potencial cancerígeno. Após a diminuição do chumbo na gasolina, outras substâncias passaram a ser mais utilizadas, como o benzeno, tolueno e xileno; bem como o etanol e o metanol, de modo a aumentar a eficiência. A International Agency for Research on Cancer classificou o benzeno como sendo um carcinogéneo humano. Na prática observa-se uma diminuição do número das células sanguíneas (anemia, trombocitopenia, leucopenia ou até leucemia); ainda que o mecanismo não seja compreendido na totalidade. Considera-se que os taxistas estão profissionalmente suficientemente expostos para apresentarem estas alterações. A concentração de benzeno para estes é duas a três vezes inferior à existente na proximidade de estruturas da indústria petrolífera (por exemplo) mas, ainda assim, três vezes superior ao limite recomendado pela American Conference of Government Industrial Hygienists. Existe ainda exposição a outros hidrocarbonetos, matéria particulada, metais pesados como chumbo e compostos orgânicos voláteis. Discussão e Conclusões O Risco Químico associado aos veículos de transporte de passageiros e/ou mercadorias é relevante e razoavelmente pouco estudado/divulgado, apesar de algumas consequências médicas serem muito importantes. A nível de medidas de proteção coletiva mencionam-se apenas o uso de filtros HEPA em alguns contextos, bem como ter ou não a janela aberta e sistema de circulação de ar ligados; em contexto de medidas de proteção individuais, nenhum dos artigos consultados as desenvolveu. Seria relevante que alguma equipa de Saúde e Segurança, com vários clientes nestes setores, avaliasse melhor a situação e divulgasse os seus dados e conclusões através da publicação de artigo(s), para que se tenha mais conhecimento para trabalhar nesta área e se consiga proporcionar um ambiente laboral mais saudável e seguro.

Abstract The statistical technique of categorical principal components analysis (CAPTCA) shows that self-employment as a driver in informal transport encompasses a range of forms of social exclusion in addition to informal employment. The data are obtained from a survey applied to 73 motorcycle taxi drivers. Theoretically, it is argued that the informal sector does not operate under the principles of the market, but rather has characteristics and is part of a multidimensional and growing social problem, social exclusion. Three main components were obtained that explain 80.5% of the observed variation. To conclude that the types of social exclusion that affect this group of workers are made up of at least: geographical exclusion, income exclusion, economic exclusion, exclusion from facilities and exclusion by time.

Resumen Mediante la técnica estadística análisis de componentes principales categóricos (CAPTCA) se demuestra que el autoempleo como conductor en el transporte informal engloba un abanico de formas de exclusión social adicionales a la informalidad del empleo. Los datos se obtienen de una encuesta aplicada a 73 conductores de mototaxis. Se plantea teóricamente que el sector informal no funciona bajos los principios del mercado, sino que presenta características particulares y forma parte de un problema social multidimensional y creciente, la exclusión social. Se obtuvieron tres componentes principales que explican el 80.5% de la variación observada. Para concluir que los tipos de exclusión social que afectan a este grupo de trabajadores se compone cuando menos por: exclusión geográfica, exclusión por ingresos, exclusión económica, exclusión de las facilidades y exclusión por tiempo.

Resumen Este documento tiene por objetivo indagar los determinantes del número de accidentes relacionados con el mototaxismo, en la ciudad de Popayán, Colombia. La falta de información oficial sobre esta actividad económica ilegal, llevó a realizar un muestreo incidental conformado por 306 individuos, encuestados en el segundo semestre de 2019. Inicialmente, se realiza un perfil socioeconómico de los conductores y luego se implementa un modelo estocástico Poisson inflado por ceros, debido al encubrimiento del número de accidentes reales por parte de los encuestados. El perfil del mototaxista en Popayán, coincide con el de otras ciudades colombianas, a saber: es un hombre de alrededor de 33 años, jefe de hogar, con bajos niveles de escolaridad y con empleos previos o actuales inestables. Se concluye que el número de accidentes se reduce con la edad, el número de hijos o el nivel de educación, mientras que características como el tipo de moto o las afecciones de salud, los eleva.

Abstract The objective of this document is to investigate the determinants of the number of accidents related to motorcycle taxation in the city of Popayán, Colombia. The lack of official information on this illegal economic activity led to an incidental sampling made up of 306 individuals, surveyed in the second half of 2019. Initially, a socioeconomic profile of the drivers is made and then a stochastic Poisson model inflated by zeros, due to the cover-up of the number of actual accidents by respondents. The profile of the motorcycle taxi driver in Popayán coincides with that of other Colombian cities, namely: he is a man of around 33 years old, head of the household, with low levels of education and with unstable previous or current jobs. It is concluded that the number of accidents decreases with age, the number of children or the level of education, while characteristics such as the type of motorcycle or health conditions increase them.

Résumé Cet ouvrage constitue une invitation à entrer et à observer certaines des principales représentations qui existaient sur les femmes conductrices de véhicules automobiles dans la ville de Morelia au cours de la seconde moitié du XXe siècle. Plus précisément, il se déroulera autour de différents communiqués et images de l’époque, pour nous aider à comprendre quelles étaient les perceptions qui circulaient sur la pratique et ses acteurs, et en même temps il y aura des réflexions sur le cas de la première chauffeuse de taxi de la ville.

Abstract The present work is an invitation to go deep into seeing some of the main representations there were on women driving motor vehicles in the city of Morelia in the second half of the 20th century. It will specifically talk about several press releases and pictures from this period to help us understand what perceptions there were on this practice and its actors, and at the same time, there will be reflections on the case of the first female taxi driver in the city.

Resumen Este trabajo constituye una invitación para adentrarse a observar algunas de las principales representaciones que existían sobre las mujeres conductoras de vehículos de motor en la ciudad de Morelia durante la segunda mitad del siglo XX. Específicamente, se realizará en torno a diversas notas de prensa e imágenes del periodo, para ayudarnos a comprender cuáles eran las percepciones que circulaban sobre la práctica y sus actores, y al mismo tiempo, se realizarán reflexiones alrededor del caso de la primera mujer taxista de la ciudad.1

Abstract From a critical reading methodology, this article focus on the fiction film as an audio-visual document. The starting hypothesis considers how the audio-visual narrative is able to represent, through its reflective reading, the spirit of an era. Some social phenomena such as loneliness can be understood in a deeper way from the subjective gaze of an author and his fictional work. Since recent decades, living alone has ceased to be statistically marginally or socially bizarre. On the one hand, it has become a vital opportunity to achieve personal goals; on the other, it has come to be a social problem involving an increasing number of individuals. Through a reading essay on the audio-visual narrative, this article examines how loneliness is made sensitive to viewers through the case study of the film Taxi Driver, with the script of Paul Schrader and the direction of Martin Scorsese. The film examines how this loneliness is embodied through the staging of a script in which writing a personal diary is key to rationalizing the documentary images of an historical period.

Resumen La presente investigación aborda, desde la metodología de la lectura crítica, el filme de ficción como documento audiovisual. Parte de la hipótesis de cómo el relato audiovisual es capaz de representar, mediante su lectura reflexiva, el espíritu de una época. Ciertos fenómenos sociales, como la soledad, pueden entenderse de un modo más profundo a partir de la mirada subjetiva de un autor y su obra ficticia. Desde décadas recientes, vivir solo ha dejado de ser algo estadísticamente marginal o socialmente extraño. Por una parte, se ha convertido en una oportunidad vital para alcanzar objetivos personales; por la otra, en un problema social que implica a un número cada vez mayor de individuos. A través de un ensayo de lectura del relato audiovisual, este artículo examina cómo se hace sensible al espectador la soledad a través del caso de estudio del filme Taxi Driver, con guion de Paul Schrader y dirección de Martin Scorsese. Se examina el modo en que se encarna esa soledad a través de la puesta en escena de un guion en el que la escritura de un diario personal es clave para racionalizar las imágenes documentales de una época.

Abstract In order to carry out a first approach to the dynamics of political mobilization associated with the arrival and consolidation of digital platforms in national contexts, this article seeks to characterize the field of protest against lean platforms, in terms of the repertoires, demands and modalities of collective action, this from the construction of a database for the case of Costa Rica under the methodology of Protest Event Analysis (PEA) and Political Claims Analysis (PCA). The results of the descriptive statistical analysis allow us to observe that the contentious dynamics has gone from being totally dominated by the traditional taxi driver sector, to showing the entry of new actors such as platform workers and some civil society groups that have come to complicate the panorama of action for the Costa Rican government in terms of regulation and, therefore, to incorporate new demands and decision arenas within the political-social field.

Resumen Con el propósito de llevar a cabo un primer acercamiento sobre la dinámica de la movilización política asociada a la llegada y la consolidación de las plataformas digitales en los contextos nacionales, este artículo busca caracterizar el campo de la protesta frente a las plataformas austeras, en términos de los repertorios, demandas y modalidades de la acción colectiva; esto, a partir de la construcción de una base de datos para el caso de Costa Rica, bajo la metodología del análisis de eventos de protesta (AEP) y el análisis de demandas políticas (ADP). En los resultados del análisis estadístico descriptivo se observa que la dinámica contenciosa ha pasado de estar totalmente dominada por el sector tradicional de taxistas a evidenciar la entrada de nuevos actores, como los trabajadores de plataformas y grupos de la sociedad civil, los cuales han complicado el panorama de acción para el gobierno costarricense en términos de regulación y, por tanto, a incorporar nuevas demandas y arenas decisorias dentro del campo político-social.

RESUMEN: El avance de las tecnologías de la información está revolucio nando las relaciones sociales, incluyendo aquellas por parte de los con ductores de taxi, a través del uso de programas de software que permiten a cualquier conductor brindar el servicio de transporte de pasajeros. Este hecho pone a los conductores de taxi en una nueva posición en la sociedad y les otorga nuevas estrategias. El objetivo de este artículo es evaluar el grado de emprendimiento a través del modelo de la Tendencia Empresa rial General (GET, por sus siglas en inglés) de Caird (1991). La metodología utilizada fue cuantitativa y exploratoria, e incluyó la participación de 147 conductores de taxi pertenecientes a una cooperativa. Los resultados in dican que en ninguno de los constructos analizados los conductores de taxi alcanzaron el puntaje promedio para ser clasificados como empren dedores; el constructo "necesidad de logro" fue uno de los que obtuvo un puntaje más alejado del promedio; y el constructo "autonomía" fue el que más se aproximó al promedio. Estos resultados sugieren que los conduc tores de taxi se dedican a esta profesión como alternativa al desempleo. Asimismo, sugieren la necesidad de una política pública de fomento a esta importante profesión.

RÉSUMÉ: L'avancement des technologies de l'information révolutionne les relations sociales, y compris les chauffeurs de taxi, grâce à l'utilisation de logiciels qui permettent à tout conducteur de fournir le service de transport de passagers. Ce fait met les chauffeurs de taxi dans une nouvelle position dans la société et leur donne de nouvelles stratégies. L'objectif de cet article est d'évaluer le degré d'entrepreneuriat à travers le modèle de la tendance générale des affaires (GET, de son acronyme anglais) de Caird (1991). La méthodologie utilisée, quantitative et exploratoire, a compris la participation de 147 chauffeurs de taxi appartenant à une coopérative. Les résultats indiquent que dans aucun des concepts analysés, les chauffeurs de taxi n'atteignent le score moyen pour être classés comme entrepreneurs ; le concept "besoin d'accomplissement" fut l'un de ceux qui ont obtenu un score plus éloigné de la moyenne ; et la construction "autonomie" fut la plus proche de la moyenne. Ces résultats suggèrent que les chauffeurs de taxi se consacrent à cette profession comme une alternative au chômage. De même, ils suggèrent la nécessité d'une politique publique visant à promouvoir cette importante profession.

ABSTRACT: Advances in information technologies are revolutionizing social relations, including taxi drivers, through software programs. These programs are allowing any driver to transport people, putting taxi drivers in a new position in society and giving them new strategies for making a living. The objective of this paper is to evaluate the degree of entrepreneurship by means of the General Enterprising Tendency model (GET) proposed by Caird (1991). The methodology used was quantitative and exploratory, and included the participation of 147 taxi drivers from a taxi cooperative. The results indicate that in none of the constructs analyzed did taxi drivers get the average score to be classified as entrepreneurs; the "need for achievement" construct was the only item that scored farthest from average; and the "autonomy" construct was the closest to the average score. These results suggest that taxi drivers are dedicated to this profession only as an alternative to unemployment. At the same time, it suggests that a public policy for supporting this important actor is required.

RESUMO: O avanço das tecnologias da informação está revolucionando as relações sociais, o que inclui os motoristas de táxi, por meio do uso de aplicativos que permitem a qualquer motorista oferecer serviço de transporte de passageiros. Esse fato coloca os motoristas de táxi em uma nova posição na sociedade e outorga-lhes novas estratégias. O objetivo deste artigo é avaliar o grau de empreendimento por meio do modelo da Tendência Empresarial Geral (GET, em inglês) de Caird (1991). A metodologia utilizada foi quantitativa e exploratória e incluiu a participação de 147 motoristas de táxis que pertencem a uma cooperativa. Os resultados indicam que, em nenhum dos constructos analisados, os motoristas de táxi atingiram a pontuação média para serem classificados como empreendedores; o constructo "necessidade de conquista" foi um dos que obteve pontuação mais distante da média; o constructo "autonomia" foi o que mais se aproximou dela. Esses resultados sugerem que os motoristas de táxi se dediquem a esse trabalho como alternativa para o desemprego. Além disso, sugerem a necessidade de uma política pública que fomente esse importante ofício.

Abstract: Introduction: Cardiovascular risk is one of the main concerns of occupational health services. Material and methods: A retrospective and cross-sectional study was conducted in 2944 professional male drivers (487 taxi drivers, 908 bus drivers and 1549 truck drivers) and different variables related to cardiovascular risk were assessed. Results: 27.4% of the drivers are obese, 25% hypertensive, 48% have high cholesterol and 29.5% high triglycerides, while hyperglycemia appears in 6.5%. 15.8% met the metabolic syndrome criteria, 2.6% presented high values on the REGICOR scale and 7.9% on the SCORE scale. The high risk of type 2 diabetes with the Findrisk scale appears in 13% of drivers. Conclusions: Globally the group of taxi drivers is the one that pres ents worse results in all the variables related to cardiovascular risk.

Resumen: Introducción: El riesgo cardiovascular es una de las principales pre ocupaciones de los servicios de salud laboral. Material y métodos: Se realiza un estudio retrospectivo y transversal en 2944 varones conductores profesionales (487 taxistas, 908 con ductores de autobús y 1549 conductores de camión) y se valoran diferentes variables relacionadas con riesgo cardiovascular. Resultados: El 27,4% de los conductores son obesos, el 25% hiper tensos, un 48% presentan valores elevados de colesterol y un 29,5% triglicéridos altos, mientras la hiperglucemia aparece en el 6,5%. Un 15,8% cumplen los criterios de síndrome metabólico, un 2,6% pre sentan valores elevados en la escala REGICOR y un 7,9% en la escala SCORE. El riesgo elevado de padecer diabetes tipo 2 con la escala Findrisk aparece en el 13% de los conductores. Conclusiones: Globalmente, el colectivo de taxistas es el que presen ta peores resultados en todas las variables relacionadas con riesgo cardiovascular.

Resumen Se recopiló y analizó la información obtenida de las 18 empresas transportadoras de servicio público del municipio de Villavicencio. Se realizó un tamizaje inicial con el criterio de representatividad frente al número de vehículos matriculados y las empresas con menos de diez comparendos, de las que se excluyeron diez de ellas; es decir se estudiaron 8 empresas de transporte público. Se clasificaron por el número de infracciones cometidas y el número de vehículos afiliados en función del estilo de comportamiento, clase de vehículo, tipos de infracciones y la frecuencia de las mismas por empresa. El objetivo del estudio fue caracterizar el estilo de comportamiento de los conductores de servicio público a partir de las contravenciones infringidas y poder asociarlos con los problemas de movilidad. Los resultados encontrados determinaron que son 6 las infracciones en las cuales los conductores son recurrentes; permitió identificar que en las empresas observadas el no uso del cinturón de seguridad es la infracción más reiterada, con una participación del 20%, seguido por conducir realizando maniobras altamente peligrosas y usar sistemas móviles de comunicación con un 18% cada una, luego se encontró que bloquear una calzada o intersección, dejar o recoger pasajeros en sitios distintos a los demarcados y no detenerse ante una luz roja o amarilla o señal de pare tienen respectivamente un 16, 15, y 14%, además hay que mencionar, que la empresa con mayor número de infracciones es Taxi estrella con 225, seguido por la cooperativa de transportadores con 79, luego Transcelutaxi y Rápido los centauros con 75 y 71, además la Nueva urbana de los llanos con 60, Transportes Arimena con 57 y finalmente Transasotax y Taxmeta con 43 y 41 respectivamente. Finalmente se determinó que en promedio el 52,7% de los conductores analizados poseen un estilo de comportamiento tipo riesgoso y peligroso (N).

Abstract It was collected and analyzed information from 18 carriers utilities the municipality of Villavicencio. An initial screening was conducted with the criterion of representativeness against the number of registered vehicles and businesses with less than ten infractions, of which ten of them were excluded; public transport 8 companies were studied. They were classified by the number of offenses committed and the number of affiliated vehicles depending on the style of behavior, vehicle class, type of infringements and the frequency of them by now . The aim of the study was to characterize the style of behavior of drivers of public service from the infringed violations and to associate them with mobility problems. The results found that are 6 violations in which drivers are recurring; identified that companies observed the non-use of seat belts is the most repeated infringements, with a share of 20%, followed by drive performing highly dangerous maneuvers and use mobile communication systems with 18% each, then found that blocking a driveway or intersection , leave or pick up passengers at sites other than demarcated and failing to stop at a red light or stop sign yellow or have respectively 16 , 15 and 14 %, we must also mention that the company with the highest number of infringements is Taxi estrella with 225 , followed by the Cooperativa de Transportadores 79 , then the Transcelutaxi and Rápido los centauros with 75 and 71 , plus the Nueva urbana de los llanos 60 , Transportes Arimena 57 and finally Transasotax and Taxmeta with 43 and 41 respectively . Finally it was determined that on average 52.7% of tested drivers have a style like behavior risky and dangerous (N).

Resumo Ele foi recolhido e informações a partir de 18 transportadores utilitários analisados do município de Villavicencio. Uma triagem inicial foi realizado com o critério de representatividade em relação ao número de veículos registrados e empresas com menos de dez intimações, dos quais dez deles foram excluídos; ou seja, os transportes públicos foram estudados 8 empresas. Eles foram classificados pelo número de infracções cometidas e do número de veículos afiliadas, dependendo do estilo de comportamento, classe de veículo, tipo de infracções, bem como a frequência deles até agora. O objetivo do estudo foi caracterizar o estilo de comportamento dos motoristas de serviço público das violações violado e associá-los com problemas de mobilidade Os resultados encontrados que são 6 infracções para as quais são recorrentes ; Ele identificou que as empresas observaram a não utilização do cinto de segurança são as infracções mais utilizadas , com uma quota de 20% , seguido por unidade realizando manobras altamente perigosas e usar sistemas de comunicações móveis , com 18% cada , em seguida, encontrou que o bloqueio de uma entrada de automóveis ou cruzamento , deixar ou pegar passageiros em outros locais do que demarcada e des respeito de um sinal vermelho ou amarelo ou sinal pare têm , respectivamente, 16 , 15 e 14% , também devemos mencionar que a empresa com o maior número de infracções é Taxi estrella com 225, seguido pelo Cooperativa de Transportadores 79, em seguida, Transcelutaxi e 75 e Rapido los centauros 71, também Nueva urbana de los llanos 60, Transportes Arimena 57 e, finalmente, Transasotax e Taxmeta com 43 e 41 respectivamente. Finalmente, foi determinado que, em média, 52,7 % dos condutores testados têm um estilo como comportamento arriscado e perigoso (N).

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.

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 In this paper, a bi-level model is proposed, which considers the benefits of taxi driver and passenger. The upper-level model is a bi-objective program. The first objective is to minimize the waiting time of passenger in rush hour. And the second objective is to maximize the income of the driver for one day. The lower-level model is a demand function model, calculating the demand of taxi based on given fleet size and fare. The lower-level model can show the influence of fleet size and fare on the potential demand. At last, the taxi current condition of Dalian city in China is chosen to test the proposed method. The results show that the increase of fleet size can attract potential demand. But the degree of attraction mostly depends on the waiting time of passengers and taxi fare. Furthermore, both fleet size and fare of tax in Dalian are on a low level. It is necessary to increase the fleet size and the fare in the meantime.

Average speed enforcement (ASE) is an emergent alternative to instantaneous speed limit enforcement to improve road safety, and is used to enforce an average speed limit over a road segment. This paper presents a study on the response of passenger vehicles and minibus taxis to ASE on the R61 in South Africa. A spatio-temporal quantitative study of speed compliance was conducted, where metrics such as speed variability, average speed and 85th percentile speed measured prior to, and during enforcement, were analysed for two prominent modes of transport - passenger vehicles and minibus taxis. These measurements were taken on the enforcement route and on control routes adjacent to and further away from the enforcement route. A qualitative study was also conducted to evaluate the relationship between speed compliance and driver understanding of the system. The impact of the system on crash risk and injury severity was also examined before and during enforcement. For passenger vehicles, results showed that the introduction of ASE was followed by a reduction in mean speed on the enforcement route and adjacent control route. For minibus taxis, it was found that ASE appears to have little influence on improving speed compliance, which is likely associated with a lack of driver understanding of how the system operates.

OBJETIVO: Analisar a prevalência e fatores associados dos sintomas osteomusculares em taxistas de Rio Branco, Acre.MÉTODOS: Estudo transversal de base populacional com 321 taxistas. Utilizou-se um questionário fechado sobre sintomas osteomusculares e variáveis associadas.RESULTADOS: A prevalência de sintomas nos últimos 12 meses foi de 72,0%. As partes do corpo com maiores prevalências foram: lombar (49,5%) e cervical (29,9%). A autoavaliação insatisfatória de saúde mostrou-se associada aos sintomas osteomusculares em todas as regiões corporais. A situação de morar com mais de 4 pessoas na casa esteve associado aos sintomas nas regiões do tronco superior, membros superiores e inferiores. Conviver com companheira apresentou associação com sintomas em tronco superior e inferior. Foi evidenciado tendência linear de aumento do IMC com os sintomas no tronco superior e membros inferiores. A condição de ter 5 anos ou menos de estudo e ter 2 ou mais filhos mostraram associação com os sintomas nos tronco inferior e membros superiores, respectivamente.CONCLUSÕES: As alarmantes prevalências de sintomas osteomusculares em taxistas sugerem a necessidade de programas voltados à saúde ocupacional destes trabalhadores.

OBJECTIVE: To analyze the prevalence and factors associated with musculoskeletal symptoms in taxi drivers in Rio Branco, Acre.METHODS: Cross-sectional population-based study with 321 drivers. It was used a questionnaire with closed questions on musculoskeletal symptoms and associated variables. Multiple logistic regression was used to identify factors associated with symptoms in the last 12 months.RESULTS: The prevalence of musculoskeletal symptoms was 72.0%. The body parts with the highest prevalence were: lumbar (49.5%) and neck (29.9%). Poor self-assessed health associated itself with symptoms all body regions. The situation of living with more than 4 people at home was associated with symptoms in the regions of the upper trunk and the upper and lower limbs. Living with a partner was associated with symptoms in the regions of the upper and lower torso. Linear trend of increasing BMI with the symptoms on the upper trunk and lower limbs was found. The condition of having less than 5 years of formal studying and having 2 or more children showed association with symptoms in the lower trunk and upper limbs, respectively. The alarming prevalence of musculoskeletal symptoms in taxi drivers suggests the need for occupational health programs for these workers.

A contribuição de uma universidade ao futuro de seus estudantes é ponto de controvérsia. Os relatórios oficiais normalmente representam à educação superior como o motor para o desenvolvimento econômico e social, mas ao mesmo tempo colocam em dúvida esta asseveração, ao destacar que muitos formados estão desempregados ou trabalhando como motoristas de taxi. Este artigo apresenta a análise dos resultados de um projeto internacional de acompanhamento de recém-formados no qual participaram nove universidades mexicanas. Os dados revelam que efetivamente existem problemas de desemprego, mas também que as razões detrás destes problemas são complexas e nem sempre bem entendidas pelos geradores de políticas.

The contribution of universities to the future of its students is a controversial topic. Official reports usually profile higher education as the driver for economic and social development, but at the same time they cast doubt upon this assertion pointing out that many graduates are unemployed or work as taxi drivers. This article presents the data analysis of an international project to follow-up on university graduates with the participation of nine Mexican universities. The data reveal that unemployment problems indeed exist, but also that the underlying reasons for these issues are complex and not always well understood by the policy makers.

El aporte que hace una universidad al futuro de sus estudiantes es un tema controversial. Informes oficiales acostumbran perfilar a la educación superior como el impulsor para el desarrollo económico y social, pero al mismo tiempo ponen esta aseveración en duda, al señalar que muchos egresados se encuentran desempleados o trabajando como taxistas. Este artículo presenta el análisis de los datos de un proyecto internacional de seguimiento de egresados en el que participaron nueve universidades mexicanas. Los datos revelan que efectivamente existen problemas de desempleo, pero también que las razones detrás de estos problemas son complejas y no siempre bien entendidas por los hacedores de políticas.