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At least 991 records · Page 55Linked to original sources
PubMed1976

Disaster procedures report. Report following the Moorgate train crash on 28 February, 1975.

There is no substitute for the use of intelligence and common sense both in the drawing up and interpretation of a disaster plan; for compromise in dealing with other rescue services; for ingenuity in filling the gaps in the equipment with which you find yourself provided; and, finally, perhaps most important, for self-discipline. None of us is indispensible--there are always others equally able to make decisions.

Analgesics↗
PubMed1997

Serious on-the-track accidents experienced by train drivers: psychological reactions and long-term health effects.

Train drivers run a risk of on-the-track accidents, the outcome of which they can seldom influence. In a postal questionnaire study addressed to all Norwegian train drivers, present health status was assessed by GHQ-12 and three health indices calculated from a psychosomatic symptom list. Train drivers who had experienced distressing on-the-track incidents were asked to report peak intensity of psychological reactions to their most distressing experience, by the Impact of Event Scale (IES). Of 830 respondents, 395 reported distressing on-the-track incidents. Present health status was significantly lower in drivers reporting a former distressing experience compared to others. The higher the recalled IES-scores, the more pronounced health problems were reported. This relationship was most marked for musculoskeletal and psychological symptoms related to the IES Intrusion subscore. A possible causal relationship between traumatic on-the-track experiences and long-term health problems in train drivers is postulated.

Accidents↗
PubMed1998

Validity of the Holmes-Wright lantern as a color vision test for the rail industry.

A simulated field test was designed to determine whether the Holmes-Wright A lantern (HWA) is a valid color vision test for the rail industry. The simulation replicated viewing rail signal lights at 0.8 km distance under daylight conditions. Using the worst-normal as the maximum number of allowable errors on the simulation, 94% of the color-defectives failed both tests on the first trial and 92% failed at the second session. The HWA had a higher false negative rate than a false alarm rate. The majority of individuals who had discrepancies on the two tests were mild deutans. Results from the Ishihara test were marginally better at predicting performance on the simulation.

Color Perception Tests↗
PubMed1996

Occupational exposure amongst locomotive shed workers and welders using neutron activation analysis of scalp hair.

Elemental analysis of scalp hair of locomotive shed workers and industrial welders was used to study occupational exposure. Instrumental neutron activation analysis (INAA) was used for the determination of 17 elements, Ba, Br, Ca, Co, Cr, Cu, Fe, Hg, K, Mn, Na, P, Sb, Sc, Se, Th and Zn. Most elements show normal distribution at 95% confidence level. Further statistical significance was tested by correlation coefficient and regression coefficients (r2). Comparison of mean elemental contents of the subjects with controls shows a significant enhancement of Ca, Cr, Fe, Co, Na, Sc and Th, but declining trends for Br, Cu, P, Sb and Zn in locomotive shed workers. In the case of welders: Ba, Co, Cu, K, Mn, Sc and Sb show enhancement whereas Br, Cr, Hg, Se, Th and Zn exhibit depletion. Elemental contents have been correlated with possible sources of origin. Comparison of mean elemental data for the present population around Nagpur city matches well with the reported data for Bombay and Delhi. Comparative data from other countries are also presented.

Adult↗
PubMed1998

Polycyclic aromatic hydrocarbons (PAH) and diesel engine emission (elemental carbon) inside a car and a subway train.

Significant concentrations of potentially harmful substances can be present in the interior of vehicles. The main sources of PAHs and elemental carbon (EC) inside a car are likely to be combustion emissions, especially from coal and traffic. The same sources can also be important for the interior of a subway train for which there are specific sources in the tunnel system, for example diesel engines. Twice, in summer 1995 and winter 1996 polycyclic aromatic hydrocarbons (PAH) and diesel motor emission (estimated as elemental carbon) were determined in the interior of a car (a 2-year-old VW Golf with a three-way catalytic converter) and in the passenger compartment of a subway train (below ground). On each sampling day (in total 16 daily measurements in the car and 16 in the subway) the substances were determined in the breathing zone of the passengers from 07:00 h to 16:00 h under different meteorologic conditions (winter- and summertime). The car followed the route of the subway from the western Berlin borough of Spandau to the south-eastern borough of Neukölln, and back. The sampling represented a realistic exposure model for driving in a high traffic and polluted urban area. The electric subway train (also 2 years in use) connected the same parts of Berlin (31 km underground). The mean values obtained during the two measurement periods (summer/winter) inside the car were 1.0 and 3.2 ng/m3 for benzo[a]pyrene, 10.2 and 28.7 ng/m3 for total-measured-PAHs, 14.1 and 8.2 micrograms/m3 for EC and in the subway 0.7 and 4.0 ng/m3 for benzol[a]pyrene, 30.2 and 67.5 ng/m3 for total PAHs, 109 and 6.9 micrograms/m3 for EC. A comparison between subway and car exposures shows significantly higher concentrations of PAHs in the subway train, which can be explained by relatively high concentrations of fluoranthene and pyrene in the subway. So far a satisfactory explanation has not been found, but one source might be the wooden railway ties which were formerly preserved with tar based products. In wintertime in both transportation systems the concentrations of beno[a]pyrene are three to four times higher than in summer corresponding to the changing of the ambient air concentrations.

Berlin↗
PubMed1999

Personal exposures to airborne metals in London taxi drivers and office workers in 1995 and 1996.

In 1995, a petroleum marketer introduced a diesel fuel additive in the UK containing Mn as MMT (methylcyclopentadienyl manganese tricarbonyl). A small study of personal exposures to airborne Mn in London was conducted before and after introduction of the additive to identify any major impact of the additive on exposures. In 1995, personal exposures to Mn were measured in two groups, taxi drivers and office workers (10 subjects per group) for two consecutive 7-day periods. A similar study was carried out in 1996 to determine if exposures had changed. Samples were also analyzed for Ca, Al, Mg and Pb. In 1996, exposures to aerosol mass as total suspended particulates (TSP) and PM2.5 were measured in addition to the metals. Manganese exposures in this cohort did not increase as a result of introduction of the additive. However, a significant source of Mn exposure was discovered during the conduct of these tests. The mean exposure to Mn was higher among the office workers in both years than that of the taxi drivers. This was due to the fact that approximately half of the office workers commuted via the underground railway system where airborne dust and metal concentrations are significantly elevated over those in the general environment. Similar results have been noted in other cities having underground rail systems. Exposure to Mn, Pb, Ca, and Mg were not significantly different between the 2 years. Taxi drivers had higher exposures than office workers to Mg and Pb in both years. Commuting via the underground also had a significant impact on exposures to TSP, PM2.5, Al, and Ca, but had little effect on exposures to Mg. The aerosol in the underground was particularly enriched in Mn, approximately 10-fold, when compared to the aerosol in the general environment. There are several possible sources for this Mn, including mechanical wear of the steel wheels on the steel rais, vaporization of metal from sparking of the third rail, or brake wear.

Air Pollutants, Occupational↗
PubMed1977

Air in the tubes.

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Air Pollutants↗
PubMed1987

Main line sewage.

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Railroads↗
PubMed1996

Meeting the challenge of railway injury in a South African city.

BACKGROUND: Efficient and safe transport infrastructure is vital for economic growth in developing countries. The city of Cape Town, South Africa, has an extensive rail network with high levels of injury and violence. We investigated the reporting and frequency of railway injuries and examined their reduction through a range of interventions. METHODS: We analysed railway injury and death reporting by Cape Town's rail utility, state mortuaries, and a regional trauma survey. The data were obtained over 2.5 years, and the use of more than one data source was necessary to increase the size of the data pool and to determine under-reporting. FINDINGS: There were 379 railway-related deaths and 505 serious injuries during the study period. Most death (190) were train-pedestrian collisions, and the fatality rate on the metropolitan lines was about 60 per 100 million passenger journeys. There was substantial under-reporting by the rail utility of both fatal (20% under-reported) and non-fatal injuries (at least 24%). Many injuries occurred during peak commuting times and alcohol played an important part, especially in pedestrian fatalities. INTERPRETATION: Our results demonstrate the importance of a comprehensive, sustainable railway injury surveillance system to promote safety engineering and law enforcement in a metropolitan rail system.

Accidental Falls↗
PubMed2001

Seasonal changes in 24-h patterns of suicide rates: a study on train suicides in The Netherlands.

BACKGROUND: Annual patterns in suicide rates, peaking near the summer solstice, are well documented. It has been suggested that day length or total hours of sunshine has an impact on suicide rates. If these environmental factors are involved, we would expect changes in the daily pattern of suicide rates to occur over the year. To test this hypothesis, the 24-h patterns of suicide rate were investigated as a function of time of year. METHOD: Detailed information about the exact time of suicides in The Netherlands is only available for train suicides. Therefore, information concerning age, sex, time and place of occurrence of all verified train suicides over 15 years in The Netherlands (n=2830) was obtained from The Netherlands Railways archives. RESULTS: Daily patterns in train suicides show systematic variations of two kinds. First, independently of time of year, suicide rates at night drop to about 10% of their daytime values. Second, there are two daily peaks in the patterns which shift their timing over the year, with one peak occurring shortly after sunset, and the other one consistently occurring 9-10 h earlier. Both peaks shift with the 5.5-h shift in sunset time. LIMITATIONS: Train suicidal behaviour may not represent fatal suicidal behaviour in general. CONCLUSIONS: There are pronounced and systematic daily variations in train suicide rates in The Netherlands. One of these is related to clock time, the others are related to the light-dark cycle. The consistency of the patterns suggests a strong environmental influence on train suicidal behaviour. Research on 24-h patterns of suicide rates should control for time of year.

Adult↗