Cannabis and driving: A new perspective

Cannabis and driving is an emerging injury‐prevention concern. The incidence of driving while affected by cannabis is rising in parallel with increased cannabis use in the community. Younger drivers are at particular risk. Improvements in research methodology, technology and laboratory testing methods have occurred in the last 10 years. These cast doubt on earlier results and conclusions. Studies now show that cannabis has a significant impairing effect on driving when used alone and that this effect is exaggerated when combined with alcohol. Of particular concern is the presence of cannabis as the sole psychoactive drug in an increasing number of road fatalities and the lack of any structural response to this problem. A review of testing methods, laboratory and real driving studies, and recent epidemiological studies is presented. Suggestions for methods of further data collection and future public policy are made.     

5339例创伤患者创伤及死亡特点分析

目的　探讨创伤患者创伤及死亡特点。方法　回顾性分析 1996年 1月至 2 0 0 0年 12月我院收治 5 3 3 9例创伤患者的临床资料。结果　 5 3 3 9例创伤患者中男性 3 910例 ,女性 14 2 9例 ,平均受伤年龄 (3 5 3± 3 3 7)岁 ,2 0～ 2 9岁占 64 19%。治愈好转5 168例 ,死亡 47例 ,3 1例死于重型、特重型颅脑损伤。结论　创伤的高危人群为青壮年 ,且男性多于女性 ,交通事故是本组创伤的第一位原因。把创伤的预防与控制作为一项政府工程 ,加强宣传和教育 ,改善交通状况等均对创伤的预防与控制有重要意义     

Th2细胞因子调节哮喘炎症细胞转运机制的研究

目的 探讨Th2细胞因子IL-5、IL-13调节哮喘炎症过程中肺和骨髓之间的细胞转运机制。方法 建立哮喘动物模型,获取肺泡灌洗液,检测IL-5、IFN-γ,浓度并进行病理分析;应用原位杂交技术检测肺组织IL-5、IL-13 mRNA表达和骨髓IL-5mRNA表达;免疫组化法观察肺、骨髓IL-5免疫反应细胞;流式细胞仪检测骨髓CD34、CD3阳性细胞。结果 哮喘组肺泡灌洗液IL-5浓度明显高于对照组(P<0.001);哮喘组肺组织病理改变显示小气道痉挛,管壁周围炎性细胞浸润,以嗜酸粒细胞、淋巴细胞为主;哮喘组肺组织IL-5、IL-13 mRNA表达较对照组显著增加(P<0.01);哮喘组骨髓IL-5 mRNA阳性细胞明显增加(P<0.001),与肺组织IL-5 mRNA表达的增高密切相关(P<0.05);此外,哮喘组肺组织和骨髓IL-5免疫反应细胞显著增加(P<0.01),骨髓CD34、CD3细胞均显著增高(P<0.01),并且CD34增高与骨髓细胞表达IL-5 mRNA密切相关(P<0.05)。结论IL-5可能在转录和转录后水平均参与调节骨髓嗜酸粒细胞的功能和炎症细胞在肺和骨髓之间的转运。     

道路交通事故损伤20825例法医临床学分析

目的拟找出道路交通事故损伤的一般规律和特征。方法通过对本省交警总队统计的 2 0 82 5例交通事故损伤 (文中不含铁路 ,简称交通事故 )进行分析。结果男性为多 ,青年人最多。损伤主要属于钝器伤 ,致残方式以撞击、碾压、摔跌和刮擦多见 ,发案时间以冬季多见。结论本组资料分析 ,交通事故总体呈上升趋势 ,颅脑损伤检查在法医临床学中居重要地位 ,颅脑损伤的某些特征能反映交通事故的特点 ,常为推断交通事故致伤情况提供一些重要证据。     

灰色系统理论对城市道路交通噪声的建模与预测

以豫西三门峡市1996～2000年道路交通噪声监测数据为依据，运用灰色系统理论建立了GM(1，1)预测模型，经用四种不同方法对模型精度进行检验，均满足要求，用此模型预测三门峡市未来几年道路交通噪声呈下降趋势。     

铁道车祸危险因素与行车安全经济效益的探讨

作者以1380名机车乘务员为研究对象,测查其生理心理指标,探讨发生车祸的危险因素,分析34年车祸流行的规律,并对行车安全的社会经济效盖进行了估算。研究结果显示,社会安定是减少车祸、保证行车安全的重要因素。通过多因素分析,揭示车祸的危险因素是低文化程度、过度疲劳、睡眠不足、视运动反应迟钝和弱神经类型,其间存在交互作用。实践表明,推行安全行车千日活动,可获巨大社会经济效益(1∶7)。     

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     

中国三城市儿童步行者道路交通安全状况回顾性研究

目的了解北京、上海、广州三城市儿童步行安全状况及相关因素,为加强儿童道路交通伤害预防、干预提供科学依据。方法回顾性收集2000~2004年三城市交管部门14岁以下儿童步行者交通伤害发生资料。结果三城市5年间儿童步行者道路交通伤害发生率为14.93/10万,男女比例为1.79∶1,5~9岁为高发年龄,儿童步行者发生道路交通伤、亡的主要责任方为行人,受伤害儿童43.0%为轻伤,46.6%为重伤,10.4%为死亡。结论道路交通伤害严重威胁儿童安全与健康,儿童步行者发生道路交通伤害与多种因素有关,需社会各个部门参与预防。     

Closed cervicocranial trauma, "false aneurysm" of the internal carotid artery and brain infarction

A 17-year-old man developed acute hemiparesis 6 months after a motor cycle accident. In the accident he had a closed trauma on the contralateral side of the head and the neck, with multiple bone fractures. Aortocervical angiography, performed after the infarction, revealed a 2.5 cm long aneurysmatic dilatation in the internal carotid artery, the presumably source of embolic infarction. This and the 24 other cases gathered from the literature support the notion that closed neck trauma may create "false aneurysm" which again may cause neurological deficits.     

Developmental aspects of children's behavior and safety while cycling

OBJECTIVE: To examine children's competence while cycling, as demonstrated in mistakes in performance and failure to comply with safety rules. METHODS: Children in three age groups (8, 10, and 12 years) participated in a realistic yet simulated traffic environment. RESULTS: The boys' cycling speed increased steadily with age, while that of the girls increased from 8 to 10 but decreased at age 12. Most children had adequate motor control by age 10, and the youngest compensated for their less developed skills by cycling slowly and braking early at junctions. Serious mistakes, often related to the children's age and gender, consisted of the children failing to stop at signals or stopping too late, especially at short stopping range. CONCLUSIONS: There are considerable individual differences in children's cycling competence that are related to biological factors, such as age and gender, and psychological factors, such as rule compliance and choice of cycling speed.