成都市公交司机职业紧张状况及影响因素分析

目的 探讨成都市公交司机的职业紧张状况及其影响因素。方法 采用职业紧张量表(OSI-R)对1500名成都市公交司机的职业紧张状况进行测量,对所测得的数据进行统计学分析。结果 成都公交司机的职业任务、紧张反应两个分量表总均分及多个子项得分均高于中国西南地区职业紧张常模(总均分181.2±18.6/162.9±27.0、98.2±16.5/91.0±17.2,P<0.01),但应对资源分量表总均分及各个子项得分(娱乐休闲除外)较低(总均分129.2±17.7/120.6±16.7,P<0.01)。男性公交司机职业任务和紧张反应分量表总均分及多个子项得分均高于女性公交司机(总均分189.2±19.1/176.2±17.5、102.5±15.7/94.7±16.4,P<0.01);但应对资源中自我保健、社会支持子项得分低于女性公交司机(32.2±3.9/23.1±4.0、33.4±6.4/25.3±7.2,P<0.01)。30~40岁年龄段公交司机的任务过重、任务不适、责任感、心理紧张反应、躯体紧张反应子项得分高于其他年龄段,此年龄段公交司机的社会支持子项得分低于其他年龄段(P<0.01)。结论 成都市公交司机职业紧张状况高于一般人群,应采取适当措施,减少职业紧张。     

Complexity and Distribution of Drivers in Relation to Duration of Persistent Atrial Fibrillation

Background

The underlying mechanisms sustaining human persistent atrial fibrillation (PsAF) is poorly understood.

Mental disorders and delivery motorcycle drivers (motoboys): A dangerous association

Objective

Low and middle-income countries experience an expressive growth in the number of circulating motorcycles, paralleled by an increasing number of traffic accidents. Delivery motorcycles drivers (“motoboys”) are generally perceived as accountable for this scenario. Although traffic accidents have a multivariate etiology, mental disorders, such as substance use disorders (SUD) and attention deficit/hyperactivity disorder (ADHD), are often involved. This paper aims at investigating the prevalence of ADHD, SUD and other mental disorders in a sample of Brazilian motoboys, and additionally, to evaluate the association between psychiatric diagnoses, motorcycle accidents and traffic violation tickets.

Method

A convenient sample of subjects was invited to participate in a cross-sectional assessment including an inventory of traffic accidents and violations. Psychiatric diagnoses were based on semi-structured and clinical interviews.

Results

A sample of 101 motoboys was assessed. Overall, 75% of subjects had a positive lifetime history of at least one psychiatric disorder. SUD was the most frequent diagnosis (43.6% for alcohol, 39.6% for cannabis). ADHD was associated with a higher number of traffic accidents (p = 0.002), and antisocial personality disorder (APD) was associated with a greater number of traffic violations (p = 0.007).

Conclusions

The prevalence of mental disorders was much higher in our sample than in the general population. ADHD and APD, but not SUD, were associated with negative traffic outcomes. These findings have implications for public mental health planning since mental disorders can be both prevented and treated, improving driving behavior and increasing road safety.     

一种基于SOA的区域医疗信息共享平台框架模型

阐述了SOA在构建区域医疗信息共享方面的方法和优势.在国家卫生部制定的相关标准框架指导下,结合中山大学医疗信息共享平台项目建设实践,提出了基于SOA的区域医疗信息共享平台体系架构模型,对框架内的各个技术层面进行了深入探讨,并通过服务组合实例来说明该框架模型和方法的可用性、有效性.     

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.