广州、南宁市汽车安全带佩戴状况调查

目的 调查广州、南宁市汽车安全带佩戴情况。方法 采用随机抽样的方法，按照3种不同类型的道路选取观察点，在4个不同时间段对目标车辆进行观察。结果 司机安全带正确佩戴率南宁市（63．8％）高于广州市（49．3％），而不正确佩戴率广州市（22．9％）高于南宁市（8．1％）；乘客安全带佩戴率广州市高于南宁市，包括正确佩戴率和不正确佩戴率；安全带佩戴率受道路类型、时间、性别和车型等的影响，正确佩戴率高速路高于其他道路、白天高于晚上、女性高于男性、小型汽车高于其他车型，不正确佩戴率工作151高于周末。结论 广州市男性出租车司机安全带不正确佩戴率高；两地区周末和晚上佩戴安全带率较低，应加大执法力度；加强宣传教育，提高司乘人员佩戴安全带的意识。     

Effects of living near a new urban motorway on the travel behaviour of local residents in deprived areas: Evidence from a natural experimental study

We evaluated the effects of a new motorway built through deprived neighbourhoods on travel behaviour in residents. This natural experiment comprised a longitudinal cohort (n=365) and two cross-sectional samples (baseline n=980; follow-up n=978) recruited in 2005 and 2013. Adults from one of three study areas - surrounding the new motorway (South), an existing motorway (East), or no motorway (North) - completed a previous day travel record. Adjusted two-part regression models examined associations between exposure and outcome. Compared to the North, cohort participants in the South were more likely to undertake travel by any mode (OR 2.1, 95% CI 1.0–4.2) at follow-up. Within the South study area, cohort participants living closer to a motorway junction were more likely to travel by any mode at follow-up (OR 4.7, 95% CI 1.1–19.7), and cross-sectional participants living closer were more likely to use a car at follow-up (OR 3.4, 95% CI 1.1–10.7), compared to those living further away. Overall, the new motorway appeared to promote travel and car use in those living nearby, but did not influence active travel. This may propagate socioeconomic inequalities in non-car owners.     

The effect of a lightweight massage system in a car seat on comfort and electromyogram

Objective

The objective of this study was to determine the effect of a lightweight low-intensity massage system (LWMAS) in a car seat on the electromyogram (EMG) of the neck and shoulder muscles and on the comfort experience during driving.

Methods

Two experiments were performed during driving with and without the active LWMAS in the seat. Subjective measurements were taken, in which the comfort experience was recorded for 20 participants driving a prescribed path around Munich for 120 minutes. Then objective (surface EMG above the rhomboideus and trapezius muscles) measurements and subjective measurements of the comfort experience were recorded over 7 laps on a test track for 24 participants.

Results

The comfort was higher, and the EMG was significantly lower in the trapezius area while driving with the LWMAS.

Conclusion

Despite the fact that the LWMAS system is lightweight, has low intensity, and might have had a smaller effect, similar effects to previous studies with heavier systems were found, indicating that this massage system increases comfort and reduces muscle activity during driving as well.     

Conceptualizing and measuring confidence in older drivers: development of the day and night driving comfort scales

Myers AM, Paradis JA, Blanchard RA. Conceptualizing and measuring confidence in older drivers: development of the Day and Night Driving Comfort Scales.

Objective

To examine and measure driving confidence from the perspective of older adults.

Design

Used focus groups for construct examination, item generation, and ratings; conducted psychometric testing using Rasch analysis for scale refinement; examined test-retest reliability and associations with driver characteristics and driving habits.

Setting

Retirement complexes and seniors’ housing and centers in Ontario, Canada.

Participants

Convenience samples of current drivers (n=143) (range, 66-92y) and 7 counselors.

Interventions

Not applicable.

Main Outcome Measure

The Day (DCS-D) and Night (DCS-N) Driving Comfort Scales developed inductively with older drivers.

Results

Older drivers believed that it was important to consider confidence in their own abilities and discomfort caused by other drivers, to separate day and night driving, and to specify the driving context (eg, traffic flow, speed). Rasch analysis showed that the final 13-item DCS-D and 16-item DCS-N were both hierarchic and unidimensional, with good person (.89, .96) and item (.98, .97) reliabilities, respectively. Test-retest reliability was adequate for the DCS-D (intraclass correlation coefficient [ICC]=.7) and good for the DCS-N (ICC=.88). Scores were significantly associated with reported driving frequency, situational avoidance, and perceived abilities (P<.001).

Conclusions

The Driving Comfort Scales are promising new tools for research and practice.     

Traffic crash accidents in Tehran, Iran: Its relation with circadian rhythm of sleepiness

Purpose: Road traffic accidents are one of main problems in Iran. Multiple factors cause traffic accidents and the most important one is sleepiness. This factor, however, is given less attention in our country. Road traffic accidents relevant to sleepiness are studied. Methods: In this cross-sectional study, all road traffic accidents relevant to sleepiness, which were reported by police, were studied in Tehran province in 2009. Results: The risk of road traffic accidents due to sleepiness was increased by more than sevenfold (odds ratio=7.33) in low alertness hours (0:00-6:00) compared to other time of day. The risk of road traffic accidents due to sleepiness was decreased by 0.15-fold (odds ratio=0.15) in hours with maximum of alertness (18:00-22:00) of circadian rhythm compared to other time of day. Conclusion: The occurrence of road traffic accidents due to sleepiness has significant statistical relations with driving during lowest point of alertness of circadian rhythm.     

汽车铸造作业工人队列死因研究

目的 分析危害汽车铸造作业工人健康的主要疾病,探讨铸造作业有害因素对工人寿命的影响.方法 采用流行病学队列研究方法,以某汽车铸造厂1980年在册的3529名职工为研究对象,从1980年随访至2005年底,以全国城市居民年龄别死亡率均值为参照,用标化死亡比(SMR)作为统计指标,并计算95%可信区间.结果 随访至2005年底,共计84 999人年,共死亡265人,死亡率3.12‰,累积死亡率为7.51%.铸工队列全死因SMR为0.96(95%CI:0.85～1.08)与全国平均水平持平,随着年龄增长,全死因SMR呈现升高趋势,50岁以上组工人的SMR均大于1.影响铸造工人寿命的主要疾病按累积死亡率从高到低排序分别是:恶性肿瘤(3.43%)、意外伤害(1.16%)、脑血管疾病(1.08%)、心血管疾病(0.79%).恶性肿瘤占总死亡原因的45.7%.铸造工人中死亡率明显升高的疾病有恶性肿瘤(SMR=7.87)、意外伤害(SMR=2.70)、心血管疾病(SMR=2.68)、消化系统疾病(SMR=2.79).一线作业工人恶性肿瘤死亡是辅助丁人的1.95倍(RR=1.95,P<0.05).结论 铸造作业中粉尘等职业危害因素明显影响工人的健康,恶性肿瘤死亡明显增加,应加强防护.     

重庆市机动车驾驶员和前排乘员交通伤与安全带使用情况分析

目的通过对重庆市机动车驾驶员和前排乘员交通伤的分析,探讨重庆市机动车驾驶员和前排乘员交通伤特点与安全带使用的关系。方法对重庆市近郊五个区、县2001年的246起小型汽车相互碰撞事故驾驶员和前排乘员的伤亡与机动车安全带使用情况进行分析,并采用U检验和χ2检验进行比较。结果(1)使用和未使用安全带的损伤发生比例分别为5.3%(43/804)和94.7%(761/804)(P<0.01);头部损伤发生比例最高,为41.2%(331/804);面部损伤发生比例次之,为21.4%(172/804);(2)使用和不使用安全带的死亡率分别为2.8%(19/682)和20.2%(138/682)(P<0.01)。结论加强机动车安全带有关知识的宣传,严格安全带使用执法,提高安全带使用率,对减少交通事故伤亡具有重要意义。     

汽车正向碰撞所致交通伤的实验研究

目的应用实车碰撞模拟轿车驾驶员无防护状态下的交通伤，探讨轿车正向高速碰撞交通伤的发生情况和伤情特点。方法杂种大白猪8只随机分为4组，分别将猪以坐姿固定于驾驶员座椅上，以49，64，72，80km／h的行驶速度正向与壁障相撞，观察伤后猪存活情况、器官组织形态学改变以及伤情特点。结果伤后猪5min内死亡2只，11，15min各死亡1只，4只存活4h以上。损伤类型主要为撞击伤和挤压伤，形态学改变主要表现为躯体部分挤压毁损、体腔破裂、肢体离断骨折，心、肺、肝、脾、胃肠等器官均有不同程度损伤、破裂和出血，伤后肺含水量明显增多。实验猪均存在多发伤和胸腹联合伤。结论车辆正向碰撞极其危险，多发伤发生率高，伤情复杂、严重，多合并有重要脏器损伤。     

Severity of injuries associated with femoral fractures as a result of motor vehicle collisions

Introduction: Femoral fractures are often the result of high-velocity injuries, and the early identification of associated injuries is important. The purpose of this study was to review the associated injuries present in a current UK series of patients who sustain femoral fractures as a result of motor vehicle accidents. Materials and methods: All cases of femoral fractures were extracted from the UK co-operative crash injury study (CCIS) database, from 1998 to 2002. Associated injuries, skeletal and non-skeletal, were identified by body region and severity (according to the abbreviated injury scale and injury severity scale). Results: A total of 5,841 crashes were investigated in that time period, and there were 365 car occupants who sustained a femoral fracture. The 16–35 age group accounted for nearly half of all cases. A total of 313 patients (85.2%) had at least one other concomitant significant injury, of which 84 (23.0%) had skeletal injury only, 45 (12.3%) had non-skeletal injury only, and 184 (50.4%) had both. The opposite lower limb was the most common skeletal injury, and thoracic injuries were the most common visceral injuries. Thoracic injuries also accounted for the most serious injuries (AIS 4–6). The overall mortality was 40.5% in our series. Conclusion: Concomitant injuries are to be expected in the majority of cases of femoral fractures sustained as a result of MVCs. There should be a low threshold for involving a general surgical team in the management of these cases.