交通频繁肇事驾驶员心理健康状况及其与生活事件、人格的关系

目的 明确频繁肇事驾驶员的心理健康状况及其与生活事件、人格的关系.方法 采取分层整群抽样抽取870名机动车驾驶员,并从中选出620名符合研究条件的驾驶员,采用自制一般情况调查表、生活事件量表、90项症状自评量表及艾森克人格问卷对其进行测试评估.结果 (1)频繁肇事驾驶员在SCL-90的总分及各因子分明显高于非肇事驾驶员[分别为(65.17±39.68)分,(18.65±13.85)分,(9.24±5.44)分,(3.48±2.84)分,(6.96±4.81)分,(1.83±2.11)分,(10.19±7.19)分,(2.53±2.74)分,(7.00±4.96)分,(1.48±1.77)分,(4.68±3.66)分,(1.24±1.48)分,(3.51±3.58)分,(0.62±1.29)分,(3.84±3.36)分,(1.00±1.33)分,(5.34±4.17)分,(1.27±1.72)分,(8.93±6.54)分,(2.96±2.97)分,(6.08±4.81)分,(2.11±2.18)分],均差异具有显著性(P＜0.01);(2)相关分析显示频繁肇事驾驶员SCL-90总分与生活事件量表中各因子及艾森克人格问卷中除掩饰性外的各因子均呈有统计学意义的正相关(r=0.146～0.393,P＜0.05);(3)回归分析显示生活事件和人格各因子对SCL-90总分及各因子影响不同,负性生活事件对频繁肇事驾驶员SCL-90总分最具预测性.结论 频繁肇事驾驶员存在较多心理问题,生活事件和人格中的情绪和精神质因子是影响其心理健康的重要因素.     

长途汽车驾驶员健康状况的调查

目的了解长途汽车驾驶员的健康状况,为采取相应的卫生防护措施提供依据。方法对广东省汕头市188名长途汽车驾驶员的健康状况进行调查,并选取对照组进行比较。结果长途汽车驾驶员在神经系统、心血管系统、消化系统等的自觉症状发生率明显高于对照组,两组差异有统计学意义(P0.01或P0.05)。血压升高和心电图异常检出率分别为25.5%和19.7%,高于对照组(8.7%和8.2%),两组差异有统计学意义(P0.01)。结论长途汽车驾驶对驾驶员的健康存在着一定的影响,应改善工作条件,加强健康监护。     

北京市出租车司机膳食结构与饮食行为调查

目的了解北京市出租车司机膳食结构与饮食行为,为改善出租车司机的营养健康状况提供科学依据。方法采用方便抽样的方法,在北京首都机场T3航站楼地下停车场候机排队的出租车中随机抽取1052人作为调查对象。采用问卷调查的方法收集司机的饮食行为、膳食结构等信息。结果 21.8%的出租车司机出车时3餐均在外就餐,郊区司机3餐进食时长低于城区司机。出租车司机不吃早餐、午餐、晚餐的比例分别是10.5%、4.4%和14.8%。出租车司机出车时午餐和晚餐的构成主要是"主食+荤菜+素菜",较少司机选择加入水果,尤其是午餐。干净卫生和能吃饱是司机们选择就餐环境时考虑的主要因素,仅有少部分司机在选择午餐(20.4%)或晚餐(27.4%)时会考虑营养因素。结论北京市出租车司机特别是郊区司机,目前仍存在饮食不规律、3餐分配及膳食结构不合理的现象。     

Craniocerebral injuries in traffic accidents with fatal outcomes

Research into crainiocerebral injury (CCI) characteristics of traffic accidents with fatal outcomes, as well as certain types of CCIs and defined categories of traffic participants, has been conducted. The research data were obtained from autopsy protocols at the Institute of Forensic Medicine in Serbia. Out of the 202 cases of individuals who had been fatally injured in traffic accidents, CCIs were diagnosed in 82.7% of them. The highest percentage of CCIs was established for front-seat passengers (95%), while for drivers it was 86.2%, pedestrians 78%, and 76% for rear-seat passengers. The domination of males among the deceased was also found, mostly as drivers (92%). The majority of individuals who experienced a CCI were in the age group of 21 to 30 years old, while pedestrians were commonly older than 60. In these cases, a high frequency of skull fractures was usually localized in different cranial regions (67.7%). In the majority of cases with CCIs (81.4%), these injuries contributed to an ultimate fatal outcome, mainly in pedestrians (93%). Fatal and non-fatal CCIs resulting from traffic accidents can result in significant socio-economic consequences for the individual and society as a whole that include specifically the ongoing costs and outcomes in cases from non-fatal injuries.     

Self-reported health conditions and related driving reduction in older drivers

Abstract

We surveyed self-reported lifetime health conditions (using National Health and Aging Trends Study questions) and related driving reduction in a large multi-site older driver cohort (n?=?2990) from the AAA Longitudinal Research on Aging Drivers (LongROAD) Study’s baseline assessment. Those reporting reduced driving (n?=?337) largely attributed reduction to musculoskeletal (29%), neurologic (13%), and ophthalmologic (10%) conditions. Women reported health condition-related driving reduction more often than men (14% versus 8%, p<.001). Mobility affects well-being; health professionals should consider that health conditions may cause older adults to reduce driving. Gender differences deserve attention in future research and education efforts.     

The first case of lung carcinosarcoma harboring in-frame deletions at exon19 in the EGFR gene

Mutations of the epidermal growth factor receptor (EGFR) gene play a critical role in carcinogenesis of lung cancer, particularly adenocarcinoma. However, to the best of our knowledge, no mutations of the EGFR in patients with lung carcinosarcoma have been identified. We herein report the case of a 61-year-old female referred for a detailed examination of a left pulmonary mass shadow. Although bronchoscopy was performed, it failed to lead to a diagnosis, and video-assisted thoracoscopic surgery was therefore carried out to diagnose the tumor. The pathology revealed biphasic features consisting of both adenocarcinoma and chondrosarcoma. Intriguingly, both the adenocarcinoma and chondrosarcoma components were proven to harbor an exon19 deletion in the EGFR gene. Although carcinosarcoma is a rare malignancy of the lungs, genetic analyses of oncogenic drivers, such as the EGFR gene, should be conducted.     

Structure and agency in long-distance truck drivers’ lived experiences of condom use for HIV prevention

Condom promotion has emerged as a mainstay of targeted HIV prevention interventions in India, with its emphasis on individual behaviour change and personal responsibility. However, such approaches often do not account for marginalised populations’ structural vulnerability to HIV, arising from social, economic and political factors in the lived environment. In this paper, I use a critical health communication framework to analyse how structure and agency interact in influencing condom use among long-distance truck drivers in India. Drawing on an abductive discourse analysis of condom-use discourses among truckers and peer educators in two Indian cities, findings reveal that while truckers understand the biomedical logic of condoms as barriers, they also express anxiety about condom breakage and experience structural barriers to condom use. The paper concludes by calling for greater attention to structural vulnerabilities in future HIV prevention efforts with truck drivers.     

Optimal port locations for endoscopic intracorporeal knotting

Port location is crucial for endoscopic manipulations. The aim of the study was to investigate the influence of manipulation, azimuth, and elevation angles of instruments on endoscopic intracorporeal knotting. The standard task was tying a surgeon's knot. Manipulation angles of 30°, 45°, 60°, 75°, and 90° with equal and unequal azimuth angles and elevation angles of 0°, 30°, and 60° were investigated. The endpoints were the execution time and parameters of knot analysis. The execution time was shorter with 60° than with either 90° or 30° manipulation angles (p < 0.0001 and p < 0.01). Equal azimuth angles resulted in a shorter execution time than wide unequal angles (p < 0.001). A combination of 60° manipulation angle with 60° elevation angle had the shortest execution time (p < 0.001) and highest performance quality score (p < 0.02). A range of 45°–75° manipulation angles with equal azimuth angles is recommended. As the manipulation angle increases, the elevation angle has to increase accordingly. Received: 23 July 1996/Accepted: 4 October 1996