125 automobile drivers, including 85 drivers with accidents (Accident Group, AG) and 40 drivers without accidents (Nonaccident Group, NAG), and 51 controls (Control Group. CG )were tested with WHO Neurobehavioral Core...125 automobile drivers, including 85 drivers with accidents (Accident Group, AG) and 40 drivers without accidents (Nonaccident Group, NAG), and 51 controls (Control Group. CG )were tested with WHO Neurobehavioral Core Test Battery (WHO NCTB). The results showed that there were obvious negative mood states such as tension-anxiety and fatigue in AG and drivers with accidents had more poor neurobehavioral performances, especially attention, response speed and perceptual-motor speed than drivers without accidents and controls. We also found that automobile drivers' neurobehavioral functions got weakened with the increase of their age and got strengthened with the elevation of their educational level. And the functions were inversely correlative to the accidents they cuased. The results of our study suggest that WHO NCTB can be an index of researches on driving accidents that automobile drivers caused and can be used in occupational selection and training of drivers.展开更多
No study has been conducted to determine the relationship between RTC （road traffic crashes） and depression, anxiety and stress scale （DASS-21）, tiredness, fatigues and sleeping. The aim of the present study was t...No study has been conducted to determine the relationship between RTC （road traffic crashes） and depression, anxiety and stress scale （DASS-21）, tiredness, fatigues and sleeping. The aim of the present study was to examine the effect of aggressive driver behaviour, fatigue and sleeping on RTC comparison between commercial taxi and minibus/van/pick-up cars drivers. A cross-sectional study included a representative sample of 2,300 drivers of which 1,786 drivers （77.6%） agreed to participate. The Manchester DBQ （Driver Behaviour Questionnaire） was used to measure the aberrant driving behaviours leading to accidents. The study is based on the measurement using the depression anxiety stress scales （DASS-21）. Participants completed a DASS-21 questionnaire with items related to socio-demographic information, BMI （body mass index）, driving experience, fatigue, sleeping, adherence to traffic laws （including speed limits and wearing seat belt）, and drivers＇ driving records. Univariate and multivariate statistical analyses were performed. In a representative sampling, the age distribution of the participants ranged from 25 to 65 years with the mean age 38.3±10.2 and the mean annual mileage （km） per month was 14,587±1,741 （p 〈 0.001）. There was a significant difference found between both group minibus/van/pick-up and commercial taxi drivers regarding of their age group （p 〈 0.001）, education （p = 0.003）, history of accident （p = 0.003）, seat belt use （p = 0.022） time of accident （p = 0.005）; crossing red light （p 〈 0.001）, excessive speed limits （p = 0.002）, BMI group （p = 0.022）, physical activity （p = 0.003）, annual mileage in km （p 〈 0.001）, number of working days （p = 0.010） and hours （p = 0.030）; number of sleeping hours （p = 0.025）, CD music listening （p = 0.010）, mobile phone use （p = 0.001）, soft drinking （p = 0.002） and cigarette smoking habit （p 〈 0.001）. When the history of RTC was assessed, minibus/van/pick-ups were more likely to be involved in accidents compared to commercial taxi drivers and there was a highly statistically significant difference between both groups. Furthermore, minibus/van/pick-up drivers have more sleeping disorders and fatigue severity compared to commercial taxi drivers. This study revealed that minibus/van/pick-up drivers exhibited more depression, anxiety and stress symptoms compared to commercial taxi drivers. DASS-21 variables were found to contribute significantly to the explanation of the RTC involvement rate. Chronic fatigue and acute sleepiness, and overtime or heavy work-load on car drivers significantly increases the risk of a car crash which a car occupant can be injured or killed. Reductions in RTC may be achieved if fewer people drive when they have fatigue or are sleepy or have been deprived of sleep or drive during rush hours.展开更多
文摘125 automobile drivers, including 85 drivers with accidents (Accident Group, AG) and 40 drivers without accidents (Nonaccident Group, NAG), and 51 controls (Control Group. CG )were tested with WHO Neurobehavioral Core Test Battery (WHO NCTB). The results showed that there were obvious negative mood states such as tension-anxiety and fatigue in AG and drivers with accidents had more poor neurobehavioral performances, especially attention, response speed and perceptual-motor speed than drivers without accidents and controls. We also found that automobile drivers' neurobehavioral functions got weakened with the increase of their age and got strengthened with the elevation of their educational level. And the functions were inversely correlative to the accidents they cuased. The results of our study suggest that WHO NCTB can be an index of researches on driving accidents that automobile drivers caused and can be used in occupational selection and training of drivers.
文摘No study has been conducted to determine the relationship between RTC （road traffic crashes） and depression, anxiety and stress scale （DASS-21）, tiredness, fatigues and sleeping. The aim of the present study was to examine the effect of aggressive driver behaviour, fatigue and sleeping on RTC comparison between commercial taxi and minibus/van/pick-up cars drivers. A cross-sectional study included a representative sample of 2,300 drivers of which 1,786 drivers （77.6%） agreed to participate. The Manchester DBQ （Driver Behaviour Questionnaire） was used to measure the aberrant driving behaviours leading to accidents. The study is based on the measurement using the depression anxiety stress scales （DASS-21）. Participants completed a DASS-21 questionnaire with items related to socio-demographic information, BMI （body mass index）, driving experience, fatigue, sleeping, adherence to traffic laws （including speed limits and wearing seat belt）, and drivers＇ driving records. Univariate and multivariate statistical analyses were performed. In a representative sampling, the age distribution of the participants ranged from 25 to 65 years with the mean age 38.3±10.2 and the mean annual mileage （km） per month was 14,587±1,741 （p 〈 0.001）. There was a significant difference found between both group minibus/van/pick-up and commercial taxi drivers regarding of their age group （p 〈 0.001）, education （p = 0.003）, history of accident （p = 0.003）, seat belt use （p = 0.022） time of accident （p = 0.005）; crossing red light （p 〈 0.001）, excessive speed limits （p = 0.002）, BMI group （p = 0.022）, physical activity （p = 0.003）, annual mileage in km （p 〈 0.001）, number of working days （p = 0.010） and hours （p = 0.030）; number of sleeping hours （p = 0.025）, CD music listening （p = 0.010）, mobile phone use （p = 0.001）, soft drinking （p = 0.002） and cigarette smoking habit （p 〈 0.001）. When the history of RTC was assessed, minibus/van/pick-ups were more likely to be involved in accidents compared to commercial taxi drivers and there was a highly statistically significant difference between both groups. Furthermore, minibus/van/pick-up drivers have more sleeping disorders and fatigue severity compared to commercial taxi drivers. This study revealed that minibus/van/pick-up drivers exhibited more depression, anxiety and stress symptoms compared to commercial taxi drivers. DASS-21 variables were found to contribute significantly to the explanation of the RTC involvement rate. Chronic fatigue and acute sleepiness, and overtime or heavy work-load on car drivers significantly increases the risk of a car crash which a car occupant can be injured or killed. Reductions in RTC may be achieved if fewer people drive when they have fatigue or are sleepy or have been deprived of sleep or drive during rush hours.
