Asas do trabalho: um estudo do sofrimento dos mototaxistas

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Estudo de acidentes com motocicletas no município de Presidente Prudente no ano de 2003

Pós-graduação em Saúde Coletiva - FMB

Acidentes de trabalho atendidos pelo serviço integrado de atendimento ao trauma em emergências, Londrina-PR

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Família e trabalho: análise das relações familiares de trabalhadores rurais de Altinópolis - SP

Pós-graduação em Serviço Social - FCHS

Hacia la inclusión social juvenil: herramientas para el análisis y el diseño de políticas

La integración de la población juvenil en los procesos de desarrollo es crucial para avanzar hacia una sociedad más igualitaria. En los últimos años, la Comisión Económica para América Latina y el Caribe (CEPAL) ha postulado la consideración de la igualdad como el horizonte del desarrollo, el cambio estructural como el camino y la política como el instrumento para alcanzarlo. Se plantea interpretar la igualdad desde una perspectiva que vaya más allá de la distribución de medios, como los ingresos monetarios, y que incluya igualar oportunidades y capacidades. Esto significa entender la igualdad como el pleno ejercicio de la ciudadanía, en dignidad y con el reconocimiento recíproco de los actores. Para avanzar en esa línea, se necesitan políticas que promuevan tanto la autonomía de los sujetos como la atención a sus vulnerabilidades.

A violência dos grupos skinheads e a questão da segurança pública: a instituição policial e o combate aos crimes de intolerância 2001-2011

Pós-graduação em Ciências Sociais - FFC

Políticas públicas e trabalho no transporte alternativo na Amazônia: moto táxi

Analisa a problemática dos transportes urbanos, no contexto da Região Amazônica. O estudo tem o objetivo de descrever e analisar o transporte de moto-táxi nas cidades de Castanhal, no estado do Pará, e Tefé, no estado do Amazonas, como uma amostra de uma realidade dessa Região, frente às necessidades da produção (indústria privada de motocicleta) e da reprodução (grupo de pessoas). O estudo foi: a) exploratório, porque há pouco conhecimento acumulado e sistematizado sobre o tema; b) explanatório, em razão da busca de relações entre as variáveis; e c) descritivo, pelo motivo de que se estimou freqüências de elementos com determinada propriedade ou característica quantitativa. A pesquisa empírica obedece a um plano amostral. A busca por conhecimento sobre o transporte alternativo se deu por meio da pesquisa bibliográfica. A conclusão desta exposição científica é que a ausência de políticas públicas de transporte urbano em um contexto de desestruturação do mercado de trabalho contribui para o surgimento de serviços de transportes inadequados. Esses serviços têm se constituído, muitas vezes, numa única alternativa de transporte urbano, inadequado pela perspectiva da segurança, e também numa única oportunidade de trabalho, porém excludente do rol de benefícios capaz de reduzir os riscos sociais dos trabalhadores. Neste sentido, aceita-se a hipótese de que a crescente necessidade por transporte alternativo tem se justificado pela ausência de adequadas políticas públicas de transporte e emprego.

Motociclistas vítimas de acidentes em Paranavaí, 2011

Pós-graduação em Saúde Coletiva - FMB

Treatment and complications of orbito-zygomatic fractures

The aim of the present study was to analyze the etiology, type and treatment employed in the orbito-zygomatic fractures (OZ). Also, postoperative complications are described and correlated with the type of treatment used. Fifty patients with OZ fractures were evaluated. Orbital fractures in which the zygomatic bone was not involved were excluded. Epidemiologic data and characteristics of treatment such as the type of material used for osteosynthesis, number of anatomical sites on which rigid internal fixation (RIF) was applied, surgical approaches and associated complications were recorded. The main causes of trauma were motorcycle and bicycle accidents, constituting 52% of the sample. The osteosynthesis system used was the 2.0 mm, except in four patients in whom the 1.5mm system was used for fixation at the infra-orbital rim. A total of 18% of the patients required reconstruction of the internal orbit and in all cases titanium mesh was used. 46% of the patients received RIF in three anatomical sites, most in the fronto-zygomatic suture, infra-orbital rim and zygomatic-maxillary buttress. The most frequent complication was paresthesia of the infra-orbital nerve (34 patients, 68%). Other findings were also discussed with the intent of better understanding the treatment of the OZ fractures.

As maras e pandillas no Triângulo Norte da América Central e a atuação dos Estados Unidos em seu combate

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Simplificação no tratamento da fratura de ângulo mandibular por meio do acesso intrabucal

Mandibular fractures are the injury most commonly found in the facial bones. They have varied etiology, such as automobile, motorcycle and cycling accidents, physical abuse and falls. The choice of treatment of mandibular fractures most often employed is the reduction and fixation of bone fragments. Regarding fractures involving the mandibular angle, access headgear is the most widely used, in view of the action of masticatory muscles causing greater displacement of fractured stumps. Therefore, the proposal to introduce a conservative approach and facilitated for the treatment of fractures of the mandibular angle, as well as to demystify the contraindication to intraoral approach cases unfavorable fracture displacement, this work is to report a clinical casesurgical mandibular angle fracture, treated by intraoral approach. The fracture was fixed with two plates, one following the external oblique line system (1.5 mm) and a lower system (2.0 mm), with the help of percutaneous trocar. This approach is very promising for these cases, in order to ease the technical as well as by reducing the technical complications of extraoral approach.

HAWAIIAN SUGAR CANE RAT CONTROL METHODS AND PROBLEMS

The problem of rats in our Hawaiian sugar cane fields has been with us for a long time. Early records tell of heavy damage at various times on all the islands where sugar cane is grown. Many methods were tried to control these rats. Trapping was once used as a control measure, a bounty was used for a time, gangs of dogs were trained to catch the rats as the cane was harvested. Many kinds of baits and poisons were used. All of these methods were of some value as long as labor was cheap. Our present day problem started when the labor costs started up and the sugar industry shifted to long cropping. Until World War II cane was an annual crop. After the war it was shifted to a two year crop, three years in some places. Depending on variety, location, and soil we raise 90 to 130 tons of sugar cane per acre, which produces 7 to 15 tons of sugar per acre for a two year crop. This sugar brings about $135 dollars per ton. This tonnage of cane is a thick tangle of vegetation. The cane grows erect for almost a year, as it continues to grow it bends over at the base. This allows the stalk to rest on the ground or on other stalks of cane as it continues to grow. These stalks form a tangled mat of stalks and dead leaves that may be two feet thick at the time of harvest. At the same time the leafy growing portion of the stalk will be sticking up out of the mat of cane ten feet in the air. Some of these individual stalks may be 30 feet long and still growing at the time of harvest. All this makes it very hard to get through a cane field as it is one long, prolonged stumble over and through the cane. It is in this mat of cane that our three species of rats live. Two species are familiar to most people in the pest control field. Rattus norvegicus and Rattus rattus. In the latter species we include both the black rat and the alexandrine rats, their habits seem to be the same in Hawaii. Our third rat is the Polynesian rat, Rattus exlans, locally called the Hawaiian rat. This is a small rat, the average length head to tip of tail is nine inches and the average body weight is 65 grams. It has dark brownish fur like the alexandrine rats, and a grey belly. It is found in Indonesia, on most of the islands of Oceania and in New Zealand. All three rats live in our cane fields and the brushy and forested portions of our islands. The norway and alexandrine rats are found in and around the villages and farms, the Polynesian rat is only found in the fields and waste areas. The actual amount of damage done by rats is small, but destruction they cause is large. The rats gnaw through the rind of the cane stalk and eat the soft juicy and sweet tissues inside. They will hollow out one to several nodes per stalk attacked. The effect to the cane stalk is like ringing a tree. After this attack the stalk above the chewed portion usually dies, and sometimes the lower portion too. If the rat does not eat through the stalk the cane stalk could go on living and producing sugar at a reduced rate. Generally an injured stalk does not last long. Disease and souring organisms get in the injury and kill the stalk. And if this isn't enough, some insects are attracted to the injured stalk and will sometimes bore in and kill it. An injured stalk of cane doesn't have much of a chance. A rat may only gnaw out six inches of a 30 foot stalk and the whole stalk will die. If the rat only destroyed what he ate we could ignore them but they cause the death of too much cane. This dead, dying, and souring cane cause several direct and indirect tosses. First we lose the sugar that the cane would have produced. We harvest all of our cane mechanically so we haul the dead and souring cane to the mill where we have to grind it with our good cane and the bad cane reduces the purity of the sugar juices we squeeze from the cane. Rats reduce our income and run up our overhead.

RISK FOR INJURIES AMONG MOTORCYCLISTS INVOLVED IN TRAFFIC INCIDENTS

The objective of this study was to identify, among motorcyclists involved in traffic incidents, the factors associated with risk of injuries. In 2004, in the city of Maringa-PR, it was determined that there were a total of 2,362 motorcyclists involved in traffic incidents, according to records from the local Military Police. Multivariate analysis was applied to identify the factors associated with the presence of injury. A significantly higher probability of injury was observed among motorcyclists involved in collisions (odds Ratio = 11.19) and falls (odds Ratio = 3.81); the estimated odds ratio for females was close to four, and those involved in incidents including up to two vehicles were 2.63 times more likely to have injuries. Women involved in motorcycle falls and collisions with up to two vehicles stood out as a high-risk group for injuries.

Two new land planarian species (Platyhelminthes: Tricladida) from the Brazilian Atlantic Forest

The Brazilian Atlantic Forest harbors the world's richest areas of land planarians (Platyhelminthes: Tricladida). Nevertheless, the number of undiscovered species from this biological unit remains seemingly high. Herein we describe Geoplana piriana Almeida & Carbayo, sp. nov. from the state of Rio de Janeiro, and Geoplana tingauna Kishimoto & Carbayo, sp. nov. from the state of Santa Catarina. Each species shows a dorsum with a unique color pattern among Geoplaninae species. Their internal morphology also differs: G. piriana sp. nov. shows a unique combination of features, including an extrabulbar, non-bifurcated prostatic vesicle, a non-folded male atrium, a horizontal, cylindrical penis papilla, a female atrium anteriorly narrowed, and lined with an epithelium with multilayered aspect. Geoplana tingauna sp. nov. possesses a prostatic vesicle constituted of a pair of branches opening into the very distal portion of a tubular, unpaired portion, a feature not seen in other Geoplaninae species.

Modellazione e simulazione di sistemi meccanici ad elevato numero di gradi di libertà mediante metodi non convenzionali e sistemi CAD

Recent developments in piston engine technology have increased performance in a very significant way. Diesel turbocharged/turbo compound engines, fuelled by jet fuels, have great performances. The focal point of this thesis is the transformation of the FIAT 1900 jtd diesel common rail engine for the installation on general aviation aircrafts like the CESSNA 172. All considerations about the diesel engine are supported by the studies that have taken place in the laboratories of the II Faculty of Engineering in Forlì. This work, mostly experimental, concerns the transformation of the automotive FIAT 1900 jtd – 4 cylinders – turbocharged – diesel common rail into an aircraft engine. The design philosophy of the aluminium alloy basement of the spark ignition engine have been transferred to the diesel version while the pistons and the head of the FIAT 1900 jtd are kept in the aircraft engine. Different solutions have been examined in this work. A first V 90° cylinders version that can develop up to 300 CV and whose weight is 30 kg, without auxiliaries and turbocharging group. The second version is a development of e original version of the diesel 1900 cc engine with an optimized crankshaft, that employ a special steel, 300M, and that is verified for the aircraft requirements. Another version with an augmented stroke and with a total displacement of 2500 cc has been examined; the result is a 30% engine heavier. The last version proposed is a 1600 cc diesel engine that work at 5000 rpm, with a reduced stroke and capable of more than 200 CV; it was inspired to the Yamaha R1 motorcycle engine. The diesel aircraft engine design keeps the bore of 82 mm, while the stroke is reduced to 64.6 mm, so the engine size is reduced along with weight. The basement weight, in GD AlSi 9 MgMn alloy, is 8,5 kg. Crankshaft, rods and accessories have been redesigned to comply to aircraft standards. The result is that the overall size is increased of only the 8% when referred to the Yamaha engine spark ignition version, while the basement weight increases of 53 %, even if the bore of the diesel version is 11% lager. The original FIAT 1900 jtd piston has been slightly modified with the combustion chamber reworked to the compression ratio of 15:1. The material adopted for the piston is the aluminium alloy A390.0-T5 commonly used in the automotive field. The piston weight is 0,5 kg for the diesel engine. The crankshaft is verified to torsional vibrations according to the Lloyd register of shipping requirements. The 300M special steel crankshaft total weight is of 14,5 kg. The result reached is a very small and light engine that may be certified for general aviation: the engine weight, without the supercharger, air inlet assembly, auxiliary generators and high pressure body, is 44,7 kg and the total engine weight, with enlightened HP pump body and the titanium alloy turbocharger is less than 100 kg, the total displacement is 1365 cm3 and the estimated output power is 220 CV. The direct conversion of automotive piston engine to aircrafts pays too huge weight penalties. In fact the main aircraft requirement is to optimize the power to weight ratio in order to obtain compact and fast engines for aeronautical use: this 1600 common rail diesel engine version demonstrates that these results can be reached.