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At least 109 records · Page 6Linked to original sources
PubMed2003

Lower-extremity function for driving an automobile after operative treatment of ankle fracture.

BACKGROUND: The purpose of this study was to determine when patients recover the ability to safely operate the brakes of an automobile following operative repair of an ankle fracture. METHODS: A computerized driving simulator was developed and tested. Eleven healthy volunteers were tested once to establish normal mean values (Group I), and a group of thirty-one volunteers with a fracture of the right ankle were tested at six, nine, and twelve weeks following operative repair (Group II). The subjects were tested with a series of driving scenarios (city, suburban, and highway). Scores on the Short Form Musculoskeletal Assessment were recorded at six, nine, and twelve weeks and were compared with the results of the driving test. We investigated the effect of the time of the visit and of the testing condition on the braking times. RESULTS: The total braking time was 1079 msec for Group I and 1330, 1172, and 1160 msec for Group II at six, nine, and twelve weeks, respectively, postoperatively (p = 0.0094). The total braking time consistently improved for each of the driving scenarios at each successive data point (p = 0.05). The increase in the total braking time at six weeks meant an increase in the distance traveled by the automobile before braking of 22 ft (6.7 m) at 60 mph (96.6 km/hr), and the increase at nine weeks meant an increase of 8 ft (2.4 m) at 60 mph. The functional outcome improved at each successive visit, although no significant association was found between the functional scores and normalization of total braking time. CONCLUSION: By nine weeks, the total braking time of patients who have undergone fixation of a displaced right ankle fracture returns to the normal, baseline value.

Activities of Daily Living↗
PubMed2006

Pulmonary function abnormalities and airway irritation symptoms of metal fumes exposure on automobile spot welders.

BACKGROUND: Spot or resistance welding has been considered less hazardous than other types of welding. Automobile manufacturing is a major industry in Taiwan. Spot and arc welding are common processes in this industry. The respiratory effects on automobile spot welders exposed to metal fumes are investigated. METHODS: The cohort consisted of 41 male auto-body spot welders, 76 male arc welders, 71 male office workers, and 59 assemblers without welding exposure. Inductivity Coupled Plasma Mass Spectrophotometer (ICP-MS) was applied to detect metals' (zinc, copper, nickel) levels in the post-shift urine samples. Demographic data, work history, smoking status, and respiratory tract irritation symptoms were gathered by a standard self-administered questionnaire. Pulmonary function tests were also performed. RESULTS: There were significantly higher values for average urine metals' (zinc, copper, nickel) levels in spot welders and arc welders than in the non-welding controls. There were 4 out of 23 (17.4%) abnormal forced vital capacity (FVC) among the high-exposed spot welders, 2 out of 18 (11.1%) among the low-exposed spot welders, and 6 out of 130 (4.6%) non-welding-exposed workers. There was a significant linear trend between spot welding exposure and the prevalence of restrictive airway abnormalities (P = 0.036) after adjusting for other factors. There were 9 out of 23 (39.1%) abnormal peak expiratory flow rate (PEFR) among high-exposed spot welders, 5 out of 18 (27.8%) among the low-exposed spot welders, and 28 out of 130 (21.5%) non-welding-exposed workers. There was a borderline significant linear trend between spot welding exposure and the prevalence of obstructive lung function abnormalities (P = 0.084) after adjusting for other factors. There was also a significant dose-response relationship of airway irritation symptoms (cough, phlegm, chronic bronchitis) among the spot welders. Arc welders with high exposure status also had a significant risk of obstructive lung abnormalities (PEFR reduction). There was also a significant dose-response relationship of airway irritation symptoms (cough, phlegm, chest tightness, and chronic bronchitis) among the arc welders. CONCLUSIONS: These findings suggest that restrictive and obstructive lung abnormalities, and airway irritation symptoms are associated with spot and arc welding exposures.

Adult↗
PubMed1993

Lead exposure among automobile radiator repair workers and their children in New York City.

Despite a comprehensive Occupational Safety and Health Administration lead standard, exposure to lead continues in many industries. This paper describes a blood lead screening and education program for automobile radiator repair workers and their families in New York City. Results showed that 67% of automobile radiator repair workers (n = 62) in 89% of the shops tested (n = 24) had blood lead levels in excess of 25 micrograms/dl. The vast majority of workers had never been tested previously, and none had received health and safety training regarding occupational lead exposure. Although none of the workers' children's blood lead levels were in excess of then-current guidelines, several had levels which may be associated with subclinical toxicity and in excess of the revised Centers for Disease Control guidelines of 10 micrograms/dl. This project demonstrates that lead exposure in the automotive radiator repair industry continues to be widespread and that local health departments can assist in hazard identification and remediation.

Adult↗
PubMed2000

Volatile organic compounds associated with microbial growth in automobile air conditioning systems.

Volatile organic compounds from Penicillium viridicatum and Methylobacterium mesophilicum growing on laboratory media and on component materials of automobile air conditioners were analyzed with gas chromatography and mass spectrometry. P. viridicatum produced compounds such as 4-methyl thiazole, terpenes and alcohols, whereas M. mesophilicum produced dimethyl disulfide, dimethyl trisulfide, and chlorophenol with growth on laboratory media. In comparison with laboratory media, fewer volatiles were detected from colonized foam insulation materials. Biofilms of M. mesophilicum on aluminum evaporator components produced mainly dimethyl disulfide. These biofilms, after inoculation with P. viridicatum, produced offensive smelling alcohols and esters such as 2-methyl propanol, 3-penten-2-ol, and the ethyl ester of butanoic acid. The moisture and substrates innate to the automobile air conditioning systems provided an environment suitable for microbial biofilm development and odor production. Reduction of retained moisture in the air conditioning system coupled with use of less susceptible or antimicrobial substrates are advised for remediation of the noxious odors.

Air Conditioning↗
PubMed1999

The occurrence and persistence of mixed biofilms in automobile air conditioning systems.

Twelve automobile air conditioner systems from six manufacturers and three countries, selected mostly because of complaints of unpleasant odors in the passenger compartment, were examined for microbial growth by direct microscopy and enrichment culture. Mixed populations of fungi and bacteria (with occasional protozoa) were observed in biofilms in at least some of the components from all used units. The aluminum heat exchanger fins from ten evaporators demonstrated bacterial biofilms that yielded Methylobacterium mesophilicum. Penicillium viridicatum colonized components from four units. These bacteria and fungi were recoverable repeatedly from these units during 'dry' storage of up to 27 months. This report associates a bacterial-fungal community with disagreeable air quality in some automobiles.

Air Conditioning↗
PubMed1996

Determinants of sleepiness in automobile drivers.

Governmental agencies do not systematically investigate the presence of daytime sleepiness as a determinant of driving accidents. We surveyed automobile drivers traveling on summer vacations and driving long distances on a European highway. We evaluated their subjective daytime sleepiness while driving and any sleep deprivation just prior to departure. Five-hundred sixty-seven automobile drivers (mean age 37.7 +/- 11 years) were interviewed at a roadside rest-stop. Questions covered the sleep/wake schedule during the year, sleep habits, and the presence of symptoms frequently associated with sleep-disordered breathing. Sleep behavior just prior to departure was compared to the usual sleep schedule during the year. Fifty percent of the responders had a sleep restriction just prior to departure (mean -203 minutes) compared to usual total sleep time during the year; 10% had no nocturnal sleep prior to departure. Drivers younger than 30 years were significantly more acutely sleep deprived than other drivers. Economic migrants (subjects with low economic status) also experienced significant acute sleep restriction.

Accidents, Traffic↗
PubMed2006

Effects of oxygen, catalyst and PVC on the formation of PCDDs, PCDFs and dioxin-like PCBs in pyrolysis products of automobile residues.

End-of-life vehicles are dismantled to recover reusable parts and then sent to a shredding facility for steel material recovery. The residue generated from the shredding process, so-called automobile shredder residue, is now being mostly disposed in landfill, however landfill will be prohibited in the near future. More recycling and energy recovery must be made by the regulation. The most appropriate method is the thermal treatment that will produce various forms of fuels and less volume of vitrified residue. In this research, an automobile shredder residue was simulated with considering the residue from a shredding factory based on the new vehicle and thermally treated by pyrolysis or gasification to observe the yields of gas, oil and char. In the temperature range of 400-800 degrees C, the yields of gas, oil, and char were 38.7-45.8%, 12.3-18.2%, and 36.0-49.0%, respectively. The optimum pyrolyzing temperature for more oil production was around 600 degrees C. Emission characteristics of the byproducts, PCDDs, PCDFs and dioxin-like PCBs were studied at the temperature of 600 degrees C. The analysis on the concentration and distribution of the isomers in various forms of the products were completed with and without oxygen, PVC, and catalytic metals, in order to observe how the existence of oxygen, PVC, and catalytic metals affect the formation of PCDDs, PCDFs, and dioxin-like PCBs from pyrolysis or gasification process. Without PVC, no PCDDs, PCDFs and dioxin-like PCBs were found in any products. PCDFs were predominant in any conditions. Catalyst and oxygen were found to affect to form more PCDDs, PCDFs, and dioxin-like PCBs. Effects of catalyst and oxygen on the byproduct formation seemed to be similar in oil and gas while that was different in char.

Automobiles↗
PubMed2004

Foot and ankle forces during an automobile collision: the influence of muscles.

Muscles have a potentially important effect on lower extremity injuries during an automobile collision. Computational modeling can be a powerful tool to predict these effects and develop protective interventions. Our purpose was to determine how muscles influence peak foot and ankle forces during an automobile collision. A 2-D bilateral musculoskeletal model was constructed with seven segments. Six muscle groups were included in the right lower extremity, each represented by a Hill muscle model. Vehicle deceleration data were applied as input and the resulting movements were simulated. Three models were evaluated: no muscles (NM), minimal muscle activation at a brake pedal force of 400 N (MN), and maximal muscle activation to simulate panic braking (MX). Muscle activation always resulted in large increases in peak joint force. Peak ankle joint force was greatest for MX (10120 N), yet this model also had the lowest peak rearfoot force (629 N). Peak force on the Achilles tendon was 4.5 times greater, during MX (6446 N) compared to MN (1430 N). We conclude that (1). external and internal forces are dependent on muscles, (2). muscle activation level could exacerbate axial loading injuries, (3). external and internal forces can be inversely related once muscle properties are included.

Acceleration↗
PubMed2006

[Automobile driving and visual aptitude in 100 patients over 60 years of age].

OBJECTIVE: To evaluate visual capacity and automobile driving in a sample of individuals over 60 years of age based on the visual function criteria as defined in the 29 May 1997 French Journal Officiel. MATERIAL AND METHODS: Drivers over 60 years of age were included in a prospective monocentric epidemiological study between January and March 2005. Binocular visual acuity and monocular visual acuity were measured in subjects with their optical corrections. Binocular or monocular visual field was tested depending on visual acuity results. Etiologies of visual acuity loss and visual field impairment of each eye were recorded in patients who did not meet the required criteria. RESULTS: One hundred patients were included (mean age, 70.7 years +/- 7.12 years). Twenty-nine patients did not meet the required criteria (29%; 95% confidence interval=[20.1;37.9]). On these 29 patients, 20 (69%; 95% CI=[52.2;85.8]) were unfit for driving an automobile with potential reversibility, whereas nine (31%; 95% CI=[14.2;47.8]) were permanently unfit from a visual point of view. CONCLUSION: The frequency with which patients ignore their poor distance visual acuity and the possibility of reversing the problem make it clear that the ophthalmologist has a role to play in detecting and informing patients.

Age Factors↗
PubMed2006

Prospective evaluation of the impact of organizational change on perceived stress and health in assembly-line workers in an automobile plant.

BACKGROUND: Although the competitive climate of the automobile industry is modifying the organization of work in French plants, the health consequences of these changes have not been investigated. The objective of this study was to determine the health impact on employees of an automobile manufacturing plant in northern France of a change to a "Total Quality Management" type of organization. METHODS: This before-and-after study concerned 80 factory employees. The health impact of their work was measured before the change and then 4 and 12 months after the reorganization began, with a French version of the Job Content Questionnaire, which assesses stress at work, a self-rated health scale, and the rate of infirmary visits. Paired comparisons were used to assess before-and-after changes. RESULTS: Scores for psychological and physical demands increased significantly at 4 and 12 months after the organizational changes began, while the self-rated health score diminished significantly during both follow-ups. Decision latitude and social support scores remained unchanged during follow-up, and the number of subjects under stress in the study group (high psychological demands and low decision latitude) did not increase significantly. Finally, the rate of infirmary visits increased significantly during the study period. CONCLUSION: These results show that employees'reaction to these organizational modifications differed according to the scale studied and that their overall perceptions were more complex than expected in view of the changes that occurred.

Adult↗
PubMed2003

Emissions reductions as a result of automobile improvement.

Remote sensing of light duty vehicle on-road tailpipe exhaust has been used to measure on-road mass emissions of automobile fleets in Denver for 13 years and in two other U.S. cities for 5 years. Analysis of these fleets shows that newer automobiles, during a period of fairly constant new car standards, have become continually less polluting independent of measurement location. Improving emissions control technology spurred by federal regulations is thought to have brought about these trends.

Air Pollutants↗
PubMedDate not supplied

The MTBE air concentrations in the cabin of automobiles while fueling.

Methyl tertiary-butyl ether (MTBE) is the most commonly used oxygenated compound added to gasoline to reduce ambient carbon monoxide levels. Complaints about perceived MTBE exposures and adverse health symptoms have been registered in several states, including New Jersey (NJ). Fueling automobiles is the activity thought to cause the highest environmental MTBE exposures. The current study was conducted to determine the MTBE concentrations inside automobile cabins during fueling, which represents the peak exposure that can occur at full service gasoline service stations, such as those that exist in NJ. Air samples were collected at service stations located on the NJ and PA turnpikes from March 1996 to July 1997 during which the MTBE content in gasoline varied. A bimodal distribution of MTBE concentrations was found in the cabin of the cars while fueling. The median MTBE, benzene and toluene in cabin concentrations were 100, 5.5 and 18 ppb, respectively, with the upper concentrations of the distribution exceeding 1 ppm for MTBE and 0.1 ppm for benzene and toluene. The highest in cabin concentrations occurred in a car that had a malfunctioning vapor recovery system and in a series of cars sampled on an unusually warm, calm winter day when the fuel volatility was high, the evaporation maximal and the dispersion by wind minimal. The in-cabin concentrations were typically higher when the car window was opened during the entire fueling process. Thus, exposure to MTBE during fueling can be reduced by properly maintaining the integrity of the fuel system and keeping the windows closed during fueling.

Air Pollution, Indoor↗
PubMed2003

Measurement of volatile organic compounds inside automobiles.

The objective of the current study was to evaluate the types and concentrations of volatile organic compounds (VOCs) in the passenger cabin of selected sedan automobiles under static (parked, unventilated) and specified conditions of operation (i.e., driving the vehicle using air conditioning alone, vent mode alone, or driver's window half open). Data were collected on five different passenger sedan vehicles from three major automobile manufacturers. Airborne concentrations were assessed using 90-min time-weighted average (TWA) samples under U.S. Environmental Protection Agency (USEPA) Method IP-1B to assess individual VOC compounds and total VOCs (TVOCs) calibrated to toluene. Static vehicle testing demonstrated TVOC levels of approximately 400-800 microg/m(3) at warm interior vehicle temperatures (approximately 80 degrees F), whereas TVOCs at least fivefold higher were observed under extreme heat conditions (e.g., up to 145 degrees F). The profile of most prevalent individual VOC compounds varied considerably according to vehicle brand, age, and interior temperature tested, with predominant compounds including styrene, toluene, and 8- to 12-carbon VOCs. TVOC levels under varied operating conditions (and ventilation) were generally four- to eightfold lower (at approximately 50-160 microg/m(3)) than the static vehicle measurements under warm conditions, with the lowest measured levels generally observed in the trials with the driver's window half open. These data indicate that while relatively high concentrations of certain VOCs can be measured inside static vehicles under extreme heat conditions, normal modes of operation rapidly reduce the inside-vehicle VOC concentrations even when the air conditioning is set on recirculation mode.

Air Pollution, Indoor↗
PubMed1987

Lead poisoning in automobile radiator mechanics.

Exposure to lead occurs during automobile radiator repair when soldered joints are heated, but this relatively common hazard has received little public recognition. We therefore studied lead exposure among automobile radiator mechanics in the Boston area. Twenty-seven shops were surveyed, and most were found to be small and poorly ventilated. Seventy-five workers were interviewed and tested for blood lead and free erythrocyte protoporphyrin levels. Fifty-six of the 75 actually repaired radiators, and they had a mean blood lead level of 37.1 micrograms per deciliter (range, 16 to 73). Thirty-nine percent of these mechanics had levels higher than 40 micrograms per deciliter; hematologic, neurologic, and renal effects are known to develop at or above this blood lead level. Multiple regression analysis showed that the number of radiator repair work stations (an index of exposure) was the variable most significantly associated with increased blood lead levels. We conclude that excessive exposure to lead occurs frequently among radiator repair workers and should be prevented by improved ventilation, engineering controls, and the use of respirators (if indicated) while working.

Adult↗
PubMed1996

Environmental change and hedonic cost functions for automobiles.

This paper focuses on how changes in the economic and regulatory environment have affected production costs and product characteristics in the automobile industry. We estimate "hedonic cost functions" that relate product-level costs to their characteristics. Then we examine how this cost surface has changed over time and how these changes relate to changes in gas prices and in emission standard regulations. We also briefly consider the related questions of how changes in automobile characteristics, and in the rate of patenting, are related to regulations and gas prices.

Automobiles↗
PubMed2004

Ergonomics modelling and evaluation of automobile seat comfort.

Automobile seats are developed in an iterative manner because subjective feedback, which is usually of questionable quality, drives the design. The time and cost associated with iteration could be justified if the process was guaranteed to produce a comfortable seat. Unfortunately, this is not the case. Current practices are based on the premise that seat system design teams need objective, measurable laboratory standards, which can be linked to subjective perceptions of comfort. Only in this way can predictions be made regarding whether or not a particular design will be viewed by the consumer as comfortable. This type of forecasting ability would effectively improve the efficiency with which automobile seats are designed. In this context, the research reported, developed, and validated a stepwise, multiple linear regression model relating seat interface pressure characteristics, occupant anthropometry, occupant demographics, and perceptions of seat appearance to an overall, subjective comfort index derived from a survey with proven levels of reliability and validity. The model performance statistics were: adjusted r(2)=0.668, standard error of estimate=2.308, F (6, 38)=15.728, p=0.000, and cross-validated r (15)=0.952, p=0.000. From the model, human criteria for seat interface pressure measures were established. These findings could not have been attained without first demonstrating that (1) the data collection protocol for seat interface pressure measurement was repeatable and (2) seat interface pressure measurements can be used to distinguish between seats.

Analysis of Variance↗
PubMed1999

An ergonomics investigation into human thermal comfort using an automobile seat heated with encapsulated carbonized fabric (ECF).

This report presents the results of an ergonomics investigation into human thermal comfort using an automobile seat heated with an encapsulated carbonized fabric (ECF). Subjective and objective thermal comfort data were recorded while participants sat for 90 min in a heated and a non-heated automobile seat in an environmental chamber. Eight male participants each completed eight experimental sessions in a balanced order repeated measures experimental design. The conditions in the chamber were representative of a range of cool vehicle thermal environments (5, 10, 15 and 20 degrees C; in the 20 degrees C trial participants sat beside a 5 degrees C 'cold wall'). Participants in the heated seat condition used the heating controller with separate temperature control over the back of the seat (squab) and bottom of the seat (cushion) in an effort to maintain their thermal comfort while wearing the provided clothing, which had an estimated insulation value of 0.9 Clo. The trials showed that participants' overall sensations remained higher than 'slightly cool' in the heated seat at all temperatures. Participants' overall discomfort remained lower (i.e. more comfortable) than 'slightly uncomfortable' at temperatures ranging down to nearly 5 degrees C in the heated seat. Hand and foot comfort, sensation and temperature were similar in both seats. Asymmetric torso and thigh skin temperatures were higher in the heated seat although no significant discomfort was found in the front and back of the torso and thigh in either seat. Participants reported no significant difference in alertness between the control and heated seat.

Adult↗
PubMed2000

Low back muscle activity in an automobile seat with a lumbar massage system.

This investigation was conducted to determine the effects of a massaging lumbar support system on low back muscle activity. The apparatus included a luxury-level automobile seat, six 10-mm diameter bipolar surface electrodes, an amplifier, an analog-to-digital conversion board, data acquisition software, and a personal computer. Six experimental conditions, each involving a variation of massage time, were considered. The dependent variable was the change in the root mean square variation of the EMG signal. One minute of lumbar massage every 5 min was found to have a beneficial effect on low back muscle activity (as compared to no massage). This may prove to be an extremely important result in the quest to combat low back pain attributable to automobile seating.

Analysis of Variance↗