机动车驾驶员道路交通伤害危险因素分析

目的 探讨道路交通伤害中机动车驾驶员生理、心理、行为等因素与交通事故发生的关系,为进一步预防道路交通伤害提供依据。方法 采用病例对照研究方法,通过问卷调查收集事故驾驶员和非事故驾驶员的生理、心理、行为等相关情况,采用SPSS 11.5软件对事故组和非事故组的调查指标进行单因素分析和多因素分析,筛选机动车驾驶员交通伤害的危险因素。结果 共调查了170名事故驾驶员和167名非事故驾驶员。非条件Logistic多因素回归分析结果表明,驾驶员的文化程度、饮酒史、酒后驾车史、超载驾驶和既往交通事故史是道路交通伤害的危险因素,其OR值及95.0%CI分别为:4.508(1.585~12.819),7.311(3.477~15.370),43.054(14.675~126.314),3.057(1.210~7.726),20.057(5.974~67.342)。结论 初中以下文化程度,经常超载驾驶,有饮酒史、酒后驾车史和既往交通事故史与道路交通伤害密切相关。     

河南省部分机动车驾驶员乙肝表面抗原携带状况调查

乙型肝炎 (乙肝 )是一种全球流行的传染病 ,以感染携带率估算 ,全世界带毒者有 3 5亿人 ,其中亚非拉地区有 2 8亿 ,而中国就有 1 2亿人 ,占全世界携带者的 1/ 3 ,占亚非地区 1/ 2。我国是乙肝病毒感染的高发区 ,而乙肝是五型肝炎中对人类健康危害最大的一种。机动车驾驶员为一特殊人群 ,流动性强 ,活动范围大 ,接触面广 ,若是乙肝病毒携带者 ,将成为该病重要的传染源。为了解乙肝表面抗原 (HBsAg)携带水平 ,我们对本省部分市机动车驾驶员进行了调查 ,结果如下。1　对象与方法1 1　对象　选择本省部分市 2 4970名机动车驾驶员作为调查对…     

桂林市机动车驾驶员道路交通伤害影响因素分析

目的 探讨机动车驾驶员道路交通伤害(RTI)的影响因素,为预防和减少RTI的发生提供科学依据.方法 通过广西省公安厅交警总队收集2000-2009年桂林市区的RTI数据,对机动车驾驶员RTI影响因素进行Logistic回归分析.结果 2000-2009年桂林市发生RTI共3603起,造成506人死亡,2911人受伤,男女死亡比例为2.54:1;RTI的伤亡主要发生在21～45岁青年;由机动车驾驶员造成的RTI共3208起,占总数的89.04%;疲劳驾车(P=0.000,OR=4.280,95%CI=2.055～8.916)、超速行驶(P=0.000,OR=0.269,95%CI=0.125～0.578)、纵向间距不够(P=0.001,OR=1.606,95%CI=1.815～3.164)及违反交通信号(P=0.000,OR=2.118,95%CI=1.524～2.945)等4个因素进入多因素非条件Logistic回归分析模型.结论 疲劳驾车、超速行驶、纵向间距不够及违反交通信号与RTI的发生密切相关.     

Behavioural factors as predictors of motor vehicle crashes: differentials between young urban and rural drivers

OBJECTIVE: To describe the driver and behavioural factors that predispose young drivers to crash in the first 12 months of driving and to compare whether these factors differ between young urban and rural drivers. METHODS: A cohort comprising 1,796 newly licensed urban and rural drivers from Western Australia was recruited and followed over the first 12 months of driving. Using Cox proportional hazard analysis, driver and behavioural factors were assessed to determine whether they predicted the likelihood of a crash. RESULTS: The incidence rate for a motor vehicle crash was marginally higher for urban drivers compared with rural drivers (Urban: IR=4.2/10,000 driving days; Rural: IR=3.7/10,000 driving days). There was no significant difference in the time to crash between urban and rural drivers. Two factors, namely the frequency of driving before obtaining a learner-driver permit and the driver's level of risk taking, were significantly associated with a motor vehicle crash in the first year of driving. CONCLUSION: Irrespective of whether the driver is licensed in a rural or urban area, high risk-taking drivers are at an elevated risk of a motor vehicle crash in the first 12 months of driving. IMPLICATIONS: Aspects of Graduated Driver Training and Licensing Programs (GDTLP) could be effective in targeting this at-risk group.     

Involvement by young drivers in fatal alcohol-related motor-vehicle crashes--United States, 1982-2001

Motor-vehicle crashes are the leading cause of death in the United States for persons aged 16-24 years, and a substantial proportion of these crashes are alcohol-related. Alcohol-impaired driving is highest among persons aged 21-24 years, and the percentage of fatal crashes that are alcohol-related is highest for this age group. However, alcohol-related crashes are a serious problem even for the youngest drivers. Not only are drivers aged <21 years more likely than older drivers to be involved in fatal crashes, but their added risk for fatal crash involvement increases more sharply at all levels of alcohol use. To characterize the rate of alcohol-related fatal crashes among young drivers, CDC analyzed unpublished data from the Fatality Analysis Reporting System (FARS), a national database of information on fatal crashes. The findings indicate that the largest decrease in alcohol-related fatal crashes during 1982-2001 was among drivers aged <21 years, who have been the target of several interventions to reduce alcohol-impaired driving. Public health and traffic safety professionals should ensure that communities implement comprehensive and effective strategies to reduce alcohol-impaired driving.     

扬州市机动车驾驶员酒后驾驶干预效果评价

目的评价扬州市酒后驾驶干预项目的干预效果。方法采用现况研究方法,分别于干预前后在全市抽取有代表性的路口,分时间段随机拦截机动车辆驾驶员,进行现场问卷调查及呼气酒精测试。结果干预前后分别调查1 569、1 524人,抽样人群分布除驾龄外差异均无统计学意义。干预后,酒驾率由1.78%下降为0.92%,差异有统计学意义(P0.05);男性、大学及以上文化程度者、月饮酒频率≤1次者酒驾率均低于干预前,差异均有统计学意义(P值均0.05);饮酒驾驶最低值知晓率高于干预前,差异有统计学意义(P0.05)。结论干预取得了较好效果,但酒驾现象依然存在,遏制酒驾工作仍应不断深入。     

#52 Risk of motor vehicle fatality associated with prior morbidity among gulf war era veterans

PURPOSE: Motor vehicle fatalities (MVFs) are the leading cause of mortality among military personnel. Previous studies of our population of all U.S. Gulf War veterans (GWVs) and a comparable number of contemporaneous non-deployed veterans (NDVs) found that the GWVs had a nearly 50% higher rate of MVFs. We sought to identify the role of prior morbidity as an indicator of underlying physical and mental health, lifestyle, or behavioral characteristics contributing to MVFs among GW-era veterans.METHODS: Our 980 cases were the male drivers from a population of 1,441,807 GW-era personnel who were MVFs between 1991 and 1995 having a record in NHTSA's Fatality Analysis Reporting System. For each case, 10 controls alive at the end of the match year in which the case died were randomly selected from the same population. We analyzed all admissions to Department of Defense (DoD) or Veterans Affairs (VA) hospitals and outpatient visits to VA facilities in the interval following the GW and before the end of the match year as risk factors for MVF.RESULTS: After adjustment for demographic factors (age, marital status, education, race) and military characteristics (rank, occupation, branch, duty component), we found that use of these medical resources for any cause was associated with subsequent MVFs. Prior treatment for mental health problems, especially the subset related to drug or alcohol abuse, was strongly related to subsequent MVFs, particularly for the NDVs. Admissions for injuries due to a prior motor vehicle crash (available only for DoD hospitalizations) were also associated with the occurrence of a subsequent MVF, particularly among GWVs.CONCLUSIONS: Men with prior military hospitalizations or VA clinic visits were at higher risk for MVFs than those without such morbidity. This relationship held for the entire military population, but health care for substance abuse was more predictive of MVFs for NDVs, while prior motor vehicle injuries were for GWVs. Patients treated for certain diagnoses may be a population to target for interventions to reduce MVFs.     

Factors associated with front row seating of children in motor vehicle crashes

BACKGROUND: Current safety guidelines recommend that children age 12 or younger sit in the rear seat of passenger vehicles. However, front row seating among these children remains common. To develop future educational and other interventions to decrease front row seating of young children, it is important to examine factors associated with this behavior. METHODS: We identified factors associated with front row seating of children 12 years of age or younger using data from a cross-sectional study of children who were the single passenger in crashes of insured vehicles in 15 U.S. states. Data were collected by insurance claims records and a telephone interview. A probability sample of 3775 crashes representing 27678 crashes with child occupants was collected between 1 December 1998, and 30 November 2002. Multivariate Poisson regression was used to identify specific child, driver, and vehicle characteristics associated with front row seating. RESULTS: When children were the sole occupants in the vehicle, approximately 1 in 3 (31%) sat in the front seat. The child's age and restraint use, the driver's age and relationship to the child passenger, the type of vehicle, and the presence of a passenger airbag were all associated with front row seating. CONCLUSIONS: Educational interventions can be tailored to address the specific needs of subgroups of drivers and children to reduce front row seating. In addition, these data could be used to support legislative interventions to limit front row seating of younger children when a teenager is driving.     

Psychoactive drugs and the risk of injurious motor vehicle crashes in elderly drivers.

To determine whether commonly used psychoactive drugs increase the risk of involvement in motor vehicle crashes for drivers > or = 65 years of age, the authors conducted a retrospective cohort study. Data were obtained from computerized files from the Tennessee Medicaid program, driver's license files, and police reports of injurious crashes. Cohort members were Medicaid enrollees 65-84 years of age who had a valid driver's license during the study period 1984-1988 and who met other criteria designed to exclude persons unlikely to be drivers and to ensure availability of necessary study data. There were 16,262 persons in the study cohort with 38,701 person-years of follow-up and involvement in 495 injurious crashes. For four groups of psychoactive drugs (benzodiazepines, cyclic antidepressants, oral opioid analgesics, and antihistamines), the risk of crash involvement was calculated with Poisson regression models that controlled for demographic characteristics and use of medical care as an indicator of health status. The relative risk of injurious crash involvement for current users of any psychoactive drug was 1.5 (95% confidence interval (CI) 1.2-1.9). This increased risk was confined to benzodiazepines (relative risk = 1.5; 95% CI 1.2-1.9) and cyclic antidepressants (relative risk = 2.2; 95% CI 1.3-3.5). For these drugs, the relative risk increased with dose and was substantial for high doses: 2.4 (95% CI 1.3-4.4) for > or = 20 mg of diazepam and 5.5 (95% CI 2.6-11.6) for > or = 125 mg of amitriptyline. Analysis of data for the crash-involved drivers suggested that these findings were not due to confounding by alcohol use or driving frequency.     

Deaths among drivers of off-road vehicles after collisions with trail gates--New Hampshire, 1997-2002

During April-July 2002, three deaths occurred on New Hampshire trails when adolescents driving off-highway recreational vehicles (OHRVs) collided with trail gates. Because of these three incidents, the New Hampshire Department of Health and Human Services conducted a study to determine the extent of the problem and characteristics of the fatal events. This report describes trail gate fatalities in New Hampshire during 1997-2002. To prevent trail gate collisions, efforts should focus on increased enforcement of OHRV operating rules, driver education, enhanced gate visibility, and improved signage.     

南京市机动车驾驶人酒后驾驶现状及其影响因素

目的 了解新修订的《道路交通安全法》和《刑法修正案(八)》实施后南京市酒后驾驶现况及其影响因素.方法 采用路边随机拦截呼气酒精测试并回答问卷的方法,了解南京市驾驶人酒后驾驶率及相关行为特征,采用单因素、多因素非条件Logistic回归分析数据.结果 南京市酒后驾驶(血液酒精浓度＞0 mg/100 ml)率为1.95％,多因素非条件Logistic回归分析显示,摩托车、外地车、不系安全带(不戴头盔)、驾车外出用餐、晚上和凌晨与酒后驾驶率呈正相关,OR (95％CI)分别为11.994(6.463～22.295)、3.197(1.782～5.737)、2.712(1.745～4.216)、14.045(7.862 ～25.090)、23.282(3.149～172.125)、43.988(5.829～331.941);女性、工作日、非餐饮集中地区与酒后驾驶率呈负相关,OR值分别为0.144(0.035 ～0.596)、0.570 (0.353～0.920)、0.500(0.302 ～0.828),差异均有统计学意义(均有P ＜0.05).结论 南京市酒后驾驶率较低,应根据其影响因素采取针对性干预措施.     

Mortality patterns among men in the motor vehicle manufacturing industry

This retrospective follow-up study evaluates the mortality experience of 123,232 male hourly workers employed at a motor vehicle manufacturing company in 1973. Company computerized personnel records were used to identify subjects and to obtain their employment history. Follow-up through December 31, 1985 was conducted using company, state, and national data sources. The mortality rates of the cohort were compared with the rates of the United States (U.S.) general population of white or black men, adjusting for age and calendar time, and using the standardized mortality ratio (SMR) as the measure of association. The overall mortality rate of cohort members is lower than the U.S. rate by 11% among whites (11,060 observed/12,427 expected deaths; SMR = 89) and by 24% among blacks (3,744/4,926 deaths; SMR = 76). These low mortality rates reflect deficits of diseases other than cancer. Cancer SMRs are 99 for whites and 90 for blacks. There are slight excesses of stomach cancer (SMR = 113) and of lung cancer (SMR = 108) among whites and of cancer of the large intestine and rectum (SMR = 114) and of the lymphopoietic tissue (SMR = 111) among blacks. Both whites and blacks have a large deficit of buccal cancer and pharynx cancer, and blacks also have a deficit of esophagus cancer. The cohort's overall deficit of deaths is due largely to the favorable mortality experience of active workers. In contrast, white subjects who have left active employment have an 11% mortality excess, and inactive black subjects have a mortality rate that is similar to the general population rate. The increased mortality among inactive whites is not limited to any one particular disease category. This pattern may reflect illness-related employment termination and generalized confounding by socioeconomic status, although the study does not rule out a relationship between workplace exposures and specific diseases. © 1993 Wiley-Liss, Inc.     

Mortality patterns among women in the motor vehicle manufacturing industry

This retrospective follow-up study evaluated the mortality experience of 11,271 women employed in a large motor vehicle manufacturing company in 1973. Company computerized personnel records were used to identify subjects and to obtain their employment histories. Follow-up through December 31, 1985, was conducted using company, state, and national data sources. The mortality rates of the cohort were compared with the rates of the U.S. general population of white or black women, adjusting for age and calendar time and using the standardized mortality ratio (SMR) as the measure of association. The overall mortality rate of the cohort was lower than the U.S. rate by 15% among whites (SMR = 85, 95% confidence interval (CI) = 78–93) and by 40% among blacks (SMR = 59, CI = 49–70). Among whites, the low mortality rate was due primarily to deficits of noncancer deaths, although a 32% deficit also was observed for breast cancer (SMR = 68, CI = 48–92). Black female workers had 40% fewer deaths than expected overall, and their all cancer SMR also was below expectation (SMR = 82, CI = 60–109). Despite evidence of a strong healthy worker effect among women in the motor vehicle manufacturing industry, the study found excesses of lung cancer among white women in assembly jobs (SMR = 158, CI = 107–226) and of pancreatic cancer among white assembly workers in upholstery and trim operations (SMR = 302, CI = 97–704).     

Factors associated with HIV testing among male motorbike taxi drivers in urban Vietnam

Using the Attitude-Skills-Knowledge (ASK) model, this study examined the prevalence of, and factors associated with, human immunodeficiency virus (HIV) testing among male motorbike taxi drivers (MMTDs). In a cross-sectional design, using quantitative approaches, 291 MMTDs were recruited from 135 sites across 13 districts in Hanoi, Vietnam, for a face-to-face interview. Applying the ASK model modified as a central theory, logistic regression was used to identify determinants of HIV testing. Although many MMTDs engaged in multiple risk behaviours for HIV, only 20.6% had been tested for HIV during the past 12 months. The tested model included one factor of the ASK model, HIV prevention knowledge (adjusted odds ratio [AOR] = 4.76; 95% confidence interval [CI] = 2.12–10.7) and five additional factors: being married (AOR = 3.13; 95% CI = 1.25–4.78), preferring sex with men or with both men and women (AOR = 8.72; 95% CI = 1.48–51.5), having lower number of lifetime sex partners (AOR = 0.66; 95% CI = 0.49–0.88), higher number of past year sex partners (AOR = 2.97: 95% CI = 1.21–7.31) and discussing condom use when having sex with partners (AOR = 0.08; 95% CI = 0.01–7.31). This modified ASK model provided better fit than the ASK model, as it explained more variance in HIV testing (47 vs. 29.8%). Recognising factors associated with HIV testing among MMTDs enables us to create suitable public health intervention strategies.     

Association of alcohol-related laws with deaths due to motor vehicle and motorcycle crashes in the United States, 1980-1997

The authors compared US motor vehicle and motorcycle mortality rates during periods when each of several alcohol-related laws were in effect with mortality rates during other periods. During the period 1980-1997, there were 792,184 deaths due to motor vehicle crashes and 63,052 deaths due to motorcycle crashes. An estimated 26% and 49% of these fatalities, respectively, were attributable to alcohol use. The incidence of alcohol-related mortality in motor vehicle crashes was lower when laws specifying a blood alcohol concentration of 0.08 g/dl per se (laws stating that it is a criminal offense to drive with a blood alcohol concentration above the state's legal limit) were in effect (adjusted rate ratio (RR) = 0.86, 95% confidence interval (CI): 0.83, 0.88). For motorcycle deaths, the adjusted rate ratio was 0.87 (95% CI: 0.79, 0.95). The incidence of alcohol-related mortality in motor vehicle crashes was also lower during periods when two other types of laws were in effect: zero tolerance laws (adjusted RR = 0.88, 95% CI: 0.86, 0.90) and administrative license revocation laws (adjusted RR = 0.95, 95% CI: 0.93, 0.98). Overall motorcycle mortality was lower when administrative license revocation laws were in effect (adjusted RR = 0.95, 95% CI: 0.92, 0.98).     

Cigarette smoking is associated with body shape concerns and bulimia symptoms among young adult females

Elevated rates of cigarette smoking have been reported among individuals with Bulimia Nervosa. However, little is known about eating disorder symptoms within non-clinical samples of smokers. The purpose of the present study was to compare the eating disorder symptoms of young adult female smokers (n = 184) and non-smokers (n = 56), to determine whether smokers were more likely to endorse bulimic symptoms and report greater body shape concern than non-smokers. Analyses indicated that smokers scored significantly higher than non-smokers on the Body Shape Questionnaire, p = .03, and the Bulimia Test-Revised, p = .006. In addition, a higher proportion of smokers than non-smokers scored ≥ 85 on the Bulimia Test-Revised, p = .05, suggesting the possibility that Bulimia Nervosa diagnoses were more prevalent among smokers. No differences were found between smokers and non-smokers on other measures of eating behavior. Overall, findings suggest that smoking is specifically associated with symptoms of Bulimia Nervosa and body shape concern among young adult females.     

Traditional food consumption is associated with better diet quality and adequacy among Inuit adults in Nunavut,Canada

Abstract

The Inuit population is undergoing a rapid nutrition transition as a result of reduced consumption of traditional foods. This study aims to describe the differences in dietary adequacy between non-traditional and traditional eaters among Inuit populations in Nunavut, Canada. A cross-sectional survey was conducted using a culturally appropriate quantitative food frequency questionnaire. Participants included 208 Inuit adults from three isolated communities in Nunavut. Traditional eaters consumed a more nutrient-dense diet and achieved better dietary adequacy than non-traditional eaters. Traditional foods accounted for 7 and 27% of energy intake among non-traditional and traditional eaters, respectively. Non-nutrient-dense foods accounted for a greater proportion of energy intake in non-traditional eaters; however, these were consumed in significant amounts by both the groups (36 and 27% of total energy). Consumption of traditional foods is associated with greater diet quality and dietary adequacy. Efforts should be made to promote traditional and non-traditional foods of high-nutritional quality.     

江苏省机动车驾驶员酒驾现状及行为特征

目的了解江苏省机动车酒后驾驶的现况和相关行为特征。方法路边随机拦截机动车驾驶员进行呼气酒精测试及问卷调查,并对数据进行分析。结果随机拦截机动车驾驶员7 236人,查出饮酒者129人,酒驾率为1.78%,男性的酒驾率(1.97%)高于女性(0.53%),差异有统计学意义(P0.05);有固定职业者的酒驾率(2.02%)高于学生、未就业者(1.40%),及专业司机(1.09%),差异有统计学意义(P0.05);凌晨时段酒驾率最高(2.58%),不同时段酒驾率差异有统计学意义(P0.05);农村地区的酒驾率(2.39%)高于城市地区(1.42%),差异有统计学意义(P0.05);摩托车(6.32%)高于小型乘用汽车(1.78%)、大中型汽车(1.33%),差异有统计学意义(P0.05);非营运车辆(2.00%)高于营运车辆(0.86%),差异有统计学意义(P0.05);驾车时间在0.5~2h的(2.26%)高于其他时间,差异有统计学意义(P0.05),出行目的为餐饮(3.84%)高于其他出行目的,差异有统计学意义(P0.05)。结论要对不同特征的机动车驾驶员进行针对性的干预。