重庆地区驾驶员血液中乙醇浓度与驾驶能力的关系

目的　探讨重庆地区驾驶员血液中乙醇浓度 (BAC)和驾驶能力的关系 ,为交通安全立法提供科学依据。　方法　随机选择重庆地区 59名驾驶员志愿者 ,建立饮酒后驾车模型、科学的BAC测定以及驾驶能力评价体系 ,对不同BAC下驾驶能力进行测评。　结果　受试者出现驾驶能力损害时的BAC均数为 685.9mg/L ,最小值 190 .0mg/L ,最大值 152 0 .0mg/L ,总体均数 95%可信区间为 60 2 .4～ 70 9.5mg/L。汉族和土家族间、汉族男性和女性间、2 3～ 3 5岁和 3 6～ 56岁年龄组间差异无显著性意义 (P >0 .0 5) ,而既往饮酒量不同的三个组别间差异有显著性意义 (P <0 .0 5)。随着BAC增高 ,驾驶能力受损人数增加。在 2 0 0 .0mg/L有 3 % (2 / 59)的受试者驾驶能力降低 ,80 0 .0mg/L则达到 68% (40 / 59)。　结论　随着BAC增高 ,重庆地区驾驶员驾驶能力受损人数比例增加 ,出现驾驶能力明显损害时BAC为 60 2 .4～ 70 9.5mg/L ,既往酒量较大人群中该值较高     

Suppression of sleepiness in drivers: Combination of caffeine with a short nap

Previous research has shown that caffeine and a<15-min nap effectively and separately reduce sleepiness in drivers for I hr. In the present study, we examined in 12 sleepy individuals the treatments combined, taken during a 30-min break, prior to a longer (2 hr) continuous monotonous afternoon drive in a car simulator. Nonnap comparisons were 200 mg caffeine only and placebo. For placebo, driving incidents. Subjective and electroencephalographic measures of sleepiness all reflected a mid-afternoon peak'. This peak was significantly reduced by caffeine and eliminated by the combined treatment, which reduced incidents to 9% of placebo levels versus 34% of placebo levels for caffeine alone. Naps comprising “nonsleep dozing” were still effective.     

Musculoskeletal problems and driving in police officers

The Occupational Health Department of a rural police force inthe UK had concerns regarding sickness absence levels due tomusculoskeletal problems, particularly in officers who droveas part of their job. It was decided to conduct an interviewsurvey comparing two groups of police officers with differinglevels of exposure to driving, recording sickness absence andprevalence data related due to musculoskeletal troubles. Theresults indicate that exposure to car driving, both in termsof distance and hours driven, had a significant effect on self-reportedlow back trouble. Officers whose job mainly involved drivingalso experienced more low back trouble over the last 12 monthsthan those whose job primarily involved sitting (not driving),standing and lifting tasks. Police motorcyclists had significantlyhigher prevalence figures for reported shoulder trouble thanpolice car drivers.     

Efficacy of a 'functional energy drink' in counteracting driver sleepiness

Driver sleepiness is a major cause of serious road crashes. Coffee is often used as an effective countermeasure to driver sleepiness. However, the caffeine levels in coffee are variable, whereas certain proprietary "functional energy drinks" (FEDs) contain known levels of caffeine (and other ingredients). We investigated the effectiveness of a well-known FED in reducing sleepiness in drivers. Twelve healthy young adults drove an instrumented car simulator between 14:00 and 17:00 h. Their sleepiness was enhanced by sleep restriction to 5 h the night before. Following a pretreatment 30-min drive and at the beginning of a 30-min break, participants were given double-blind 250-ml FED (containing sucrose, glucose, 80-mg caffeine, taurine, glucuronolactone and vitamins) vs. a control drink with the same volume and same taste but without caffeine, taurine and glucuronolactone. Two hours of continuous driving ensued. Lane drifting, subjective sleepiness and the electroencephalogram (EEG) were monitored throughout. Compared with the control, the FED significantly reduced sleep-related driving incidents and subjective sleepiness for the first 90 min of the drive. There was a trend for the EEG to reflect less sleepiness during this period. It was concluded that the FED is beneficial in reducing sleepiness and sleep-related driving incidents under conditions of afternoon monotonous driving following sleep restriction the night before.     

Medical assessment for licensing of taxi drivers by Scottish Local Authorities

In the UK, licensing of taxi drivers is dealt with by localgovernment authorities. In Scotland, before the recent reorganizationof local government, taxi licensing was under the jurisdictionof District Councils, so a telephone survey was conducted ofall 52 mainland Scottish District Councils to ascertain theprocedures which were being employed in assessing medical fitnessto drive a taxi, for which there is no national standard. Medicalenquiries relevant to fitness to drive were being made by 41(79%) of local authorities, but in 38 (73%) this was limitedto a single question about health. No enquiry regarding healthstatus was being made by 11 (21%) District Councils (all serving< 100,000 population size). Only three Scottish DistrictCouncils conducted a routine medical examination of all applicants.Thirteen of the 15 large (> 100,000 population size), and20 of the 21 medium-sized (50,000–100,000) Scottish DistrictCouncils carried out medical examinations either when a relevantmedical disorder was declared by the applicant, or when theapplicant was above a defined age (which varied between localauthorities). The small local authorities (population < 50,000)examined only those applicants who declared medical disorders.This survey has shown considerable variation and limitationsin the approach of the previously existing Scottish DistrictCouncils to the assessment of medical fitness to drive of applicantsfor taxi licences. It is suggested that national standards andguidelines are required for medical fitness to drive in relationto taxi licensing.     

Efficacy of virtual reality exposure therapy to treat driving phobia: a case report

An AB case design was used to examine the efficacy of virtual reality exposure therapy (VRET) in treating driving phobia. After a one week baseline, the patient received three treatment sessions over a ten day period. Treatment included practice of four VR driving scenarios. Peak anxiety decreased within and across sessions. Ratings of anxiety and avoidance declined from pre-treatment and post-treatment, with gains maintained at seven month followup. Phobia-related interference in daily functioning similarly decreased. The results suggest that it would be useful to further evaluate the efficacy of VRET for driving phobia in controlled clinical trials.     

Transport Mobility for Children and Adolescents with Cerebral Palsy (CP)

Background: The transport mobility of children and adolescents with cerebral palsy (CP) is of vital interest for the individual, as well as for society. Enhanced transport mobility can be related to improved functional health status and a higher degree of autonomy, which in turn may reduce the demand for societal support. UN Resolution 48/96, together with Swedish legislation and ''Vision Zero'' have in different ways established that the transport system must be designed to meet also the needs of children and adolescents with disabilities. Hence, it is necessary to identify and eliminate obstacles hindering children and adolescents with CP from using public transport and other means of transport, such as their own cars, at the same level as other members of society. However, in the case of children and adolescents with CP, the transport situation and the learner driver's educational situation have so far been largely unknown. Aim: The general aim of the thesis was to describe and analyse, from a legislative and a public health perspective, the transport mobility situation for children and adolescents with CP. Furthermore, the general aim was to identify obstacles for the target group to use public transport and other means of transportation, at the same level as other members of the society, and to suggest improvements that will remove the identified obstacles. Material and methods: Several different data collection methods were used. Data, concerning travel habits and parents' perceived risks regarding transportation, were taken from a postal questionnaire addressed to parents of children and adolescents with CP. In order to estimate the numbers of potential learner drivers with CP in each age group in Sweden, a literature review was conducted, based on Swedish material. Furthermore, logbooks for learner drivers with CP were analysed retrospectively, in order to identify procedures, problems and key tasks in their driver education. Visual search strategies for learner drivers with CP were analysed, utilizing an eye tracker, and an attempt was made to introduce a screening tool for predicting the outcome of driver education. Results: Children and adolescents with CP were found to be transported under unsafe conditions, causing worry among their parents. When transporting children in the family vehicle, the parents were exposed to a very heavy burden, which increased their worry. The prevalence of potential learner drivers with CP who were in need of highly specialised driver education, including individually adapted driver training vehicles, was estimated to be 0.15 per 1,000 of a population-based age group of learner drivers in Sweden. Complex procedures, structural problems and financial obstacles made it difficult for adolescents with CP to obtain a driving licence and an adapted vehicle. The total duration of the driving tuition given by a driving instructor was found to be almost nine times higher for learner drivers with CP than for non-disabled learner drivers. Visual search strategies among learner drivers with CP were found to be less flexible than among other learner drivers. This fact indicated a need for better methods of teaching such strategies to this group as an integral component of their driver education. The validity of the motor-free visual perceptual test, TVPS-UL, for predicting the outcome of driver education for learner drivers, was found to be low. In order to find a reliable and valid screening tool for this purpose, future studies should focus on cross-validation of visual perceptual and dual task performance tests for different types of independent variables, such as obtaining a driving licence or not, accident involvement and driving ability. Conclusion: The transport system was found, from a legislative and public health perspective, to be unsuitable to meet the needs of children and adolescents with CP. Suggestions for improving transport mobility for children and adolescents with CP are provided. Several of these suggestions are practical, concrete and contextual for Swedish conditions, and some of them necessitate future research. However, a number of these suggestions are also applicable in an international context.     

Decision Tool for Clients with Medical Issues: A Framework for Identifying Driving Risk and Potential to Return to Driving

This paper offers occupational therapy generalists and specialists a new framework by which to consider clinical evaluation data and an older adult's driving risk and potential to resume this previously learned skill. Based on Michon's model describing the hierarchy of driving levels, clinical questions identify the factors that may affect a client's fitness to drive. The first part is intended to support clinical judgment of whether a client needs a driving evaluation by a driver rehabilitation specialist. The second part offers a framework to organize clinical data that are already known and determine what other evaluation information is justified and necessary to make a driving recommendation. Methods and rational for use are discussed.     

Driving home from the night shift: a bright light intervention study

Sleep deprivation (SD) impairs vigilance and increases the risk of driving accidents during the commute home after night work. Bright light (BL) can enhance alertness and cognitive performance. We examined the effects of BL (5600 lux) versus dim light (DL, 35 lux) at the end of a night awake on driving performance.MethodsSubjects (N = 19, 22.8 ± 4 ya) completed three conditions, counterbalanced for order at >1 week intervals. The two overnight SD conditions began in the lab at usual bedtime. After six hours in DL, subjects were exposed to 45 min BL or continued DL, and then completed a 44 min driving test (two lap circuit) in a high fidelity simulator. In the rested condition, subjects slept at home until habitual wakeup time, were transported to the lab and ∼45 min after wakeup, received BL and then the driving test.ResultsOral temperature decreased while reaction time and sleepiness increased across both SD nights. BL suppressed salivary melatonin but had little or no effect on sleepiness or reaction time. SD markedly increased incidents and accidents. Five subjects (26%) sustained a terminal accident (eg, car flip) in the SD-DL condition, but none did so in the SD-BL or rested-BL conditions. Compared to SD-DL, SD-BL was associated with fewer incidents and accidents overall, and with better performance on the second lap of the circuit on several performance measures.ConclusionBL at the end of a night shift may have potential as a countermeasure to improve driving following night work.     

科技引领 技术创新|为加速消除疟疾进程提供驱动力

江苏省启动消除疟疾行动以来，在疟疾流行病学、病原生物学和媒介生物学等方面开展了系列科学研究，并建立了一些新技术和新方法，这不仅为江苏省消除疟疾提供了有力保障、有效阻断了本地疟疾传播，还为全国乃至全球消除疟疾提供借鉴和技术支持。