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At least 19 recordsLinked to original sources
PubMed1977

Health effects of exposure to automobile exhaust--V. exposure of toll booth operators to automobile exhaust.

The exposures of automobile toll booth collectors in the Boston area to selected air contaminants were monitored during the four seasons from 1972 to 1974. The highest carbon monoxide concentrations were found at the in-city toll booths and the highest lead levels at the surburban booths. Biological monitoring for carbon monoxide and lead exposure were closely related to airborne contaminant levels. The study supports the need for environmental control for toll booths located at busy highway and tunnels.

Air↗
PubMed1978

Carbon monoxide automobile emissions measured from the interior of a traveling automobile.

During a procedure to monitor carbon monoxide (CO) concentrations inside a traveling car, it was discovered that CO emissions from individual passing vehicles produced accurately measurable increases in the CO concentration. The CO produced by individual vehicles varied by three orders of magnitude; this finding demonstrates that a relatively small number of cars can be responsible for a high percentage of total vehicle CO Emissions.

Automobile Driving↗
PubMed1985

[Is there a risk of noise-induced hearing loss in automobile drivers and in automobile sport racing?].

Professional racing drivers are exposed to extreme noise pollution by their high-capacity cars. For the purpose of evaluating the emissive noise of racing-cars, noise-level measurements on race-courses were undertaken. As a result noise-levels up to 130 dB (A) for the outer noises and 125 dB (A) for the inner region of the car were measured. Moreover, eighteen professional racing drivers as well as eleven employees, working in the pit, underwent audiometric investigations. Only one of the racing drivers showed noise deafness. This result can be explained by the short periods of exposure to the noise, which is 150-180 hours every year, and the regular wearing of ear-plugs. The employees working in the pits, however, showed distinct hearing impairments, explained above all, by their activities at the motor-test blocks. Incidentally this paper also deals with the noise sources of vehicles and the origin of noise deafness. There is no risk of noise deafness for this group of persons.

Audiometry, Pure-Tone↗
PubMed2002

Relationship among house-dust mites, Der 1, Fel d 1, and Can f 1 on clothing and automobile seats with respect to densities in houses.

BACKGROUND: Locations where there are no dust mites or pets present may contain allergens that pose a risk factor for sensitizing and inducing rhinitis and asthma. OBJECTIVE: The purpose of this study was to investigate the relationship among the prevalence of mites and mite, dog, and cat allergens in homes, on clothing, and on automobile seats. METHODS: Over a 2-year period (July 1998 to July 2000), dust mite and mite, dog, and cat allergen densities were determined in homes, associated automobiles, and on the clothing of the drivers. During this period 87 homes were sampled one to five times each. RESULTS: Low levels of live and dead mites were present in most dust samples obtained from automobile seats and in 16% from clothing. Seventy-two and 50% of the home samples had >2 microg and >10 microg Der l/g of dust, respectively, whereas 23% of automobiles seat samples had >2 microg Der l/g of dust with a mean of 1.3 microg/g. Mite and Der 1 densities were not different for homes with or without pets. However, homes with pets had significantly more Fel d 1 or Can f 1 allergen than homes without pets. Homes without cats and dogs had an average of 93 and 29 microg/g of Fel d 1 and Can f 1, respectively, which was well above threshold levels for sensitization and induction of allergic reactions. Although most clothing had detectable levels of pet allergen, the levels of these allergens were low. CONCLUSIONS: Der 1 densities in some automobiles were sufficiently high (>2 microg/g of dust) to be risk factors for sensitization and allergic reactions. However, most automobile seats had levels of dog and cat allergen that were well above the threshold levels considered to be risk factors for both sensitization and symptoms, regardless of the presence of a pet in the home. The presence of live and dead mites and mite, cat, and dog allergens in automobiles and on clothing suggests that both are vehicles in the dispersal of mites and mite and pet allergen.

Allergens↗
PubMed1998

Resource utilization by injured automobile occupants and pedestrians.

BACKGROUND: This study was designed to test the hypothesis that the hospital resources utilized in treating pedestrian trauma would be significantly greater than that for automobile occupants. This was based on previous studies that showed that the demographic features and patterns of injury sustained by the pedestrian population were significantly different from that of automobile occupants. METHODS: A hospital-based study was designed utilizing retrospective analysis of a prospective trauma database. All primary retrievals of pedestrians (n=547) and automobile occupants (n=597) involved in accidents in Central Sydney from mid-1990 to mid-1995 were included. The length of hospital stay, use of the intensive care unit (ICU) and visits to the operating theatre (Standard Resource Cost) were compared. RESULTS: The age and injury severity scores were significantly higher for the pedestrian group. The length of stay (days) for the pedestrians (mean, 12 SD 14; median, 7 interquartile range (IQR) 13), was significantly higher (P < 0.0001 ) than that for the automobile occupants (mean, 7 SD 11; median, 2 IQR 6). The ICU utilization (days) for the pedestrians (mean, 1.3 SD 4.0; median, 0) was significantly higher (P < 0.0001) than that of the automobile occupants (mean, 0.6 SD 2.9; median, 0). The average operating theatre utilization per pedestrian (0.65 visits) exceeded that of automobile occupants (0.43) by 50% (P < 0.0001). CONCLUSIONS: The study confirms that the acute care of pedestrian injury utilizes more hospital resources than that of automobile occupants. Resources should be allocated to meet this need both in terms of hospital reimbursement and overall directives in public health policy.

Accidents, Traffic↗
PubMed1995

One hundred years of automobile-induced orthopedic injuries.

As the automobile has evolved over its first 100 years, many changes have improved its safety and have resulted in lower fatality rates. To a great extent, physicians have provided the thrust for these improvements. Now, as more people survive automobile accidents, injuries to the musculoskeletal system take on importance as causes of individual disability and social cost. The patterns of automobile-induced orthopedic injuries continue to change. This article reviews the first 100 years of these injury patterns and relates their occurrence to specific automobile design features and oversights. Because any one automobile accident is likely to injury only a few people at most, trends and patterns are much more difficult to ascertain than for mass transit vehicular accidents. For this reason, physician awareness of contemporary injury patterns is the first step toward safer automobile design.

Accidents, Traffic↗
PubMed1998

Daytime sleepiness and automobile accidents in patients with obstructive sleep apnea syndrome.

We evaluated the rate of automobile accidents and daytime sleepiness using the Epworth sleepiness scale (ESS) in 44 patients with obstructive sleep apnea syndrome (OSAS). We defined the automobile accident score as a sum of two points for every one automobile accident and one point for every near-miss accident. Automobile accidents and near-misses were found in 54.5% and 50.0% in patients with OSAS. Automobile accident score was significantly correlated with the ESS score (r=0.56, P < 0.01). Our findings suggest that ESS score may be useful in detecting patients with the potential risk of automobile accidents associated with daytime sleepiness.

Accidents, Traffic↗
PubMed2000

Habitually sleepy drivers have a high frequency of automobile crashes associated with respiratory disorders during sleep.

Sleepiness is a common cause of traffic crashes with a cost of billions of dollars per year. A recent study has found that 2 to 3% of drivers are habitually sleepy while driving. However, there has not been a controlled study to define the characteristics, driving performance, or automobile crash rate of habitually sleepy drivers. The prevalence of respiratory disorders during sleep, and whether these respiratory disorders contribute to the increased automobile crash frequency, is unknown in habitually sleepy drivers. We interviewed 4,002 randomly selected drivers to define the prevalence of drivers who are habitually sleepy while driving. We studied the habitually sleepy drivers and an age- and sex-matched control group of drivers. These studies included reporting of daytime sleepiness, automobile crashes, driving performance and sleep studies. Of the 4, 002 drivers interviewed, 145 (3.6%, confidence interval [CI] = 3.1 to 4.3) were habitually sleepy while driving. The habitually sleepy drivers reported a significantly higher frequency of auto crashes than control subjects (the adjusted odds ratio [OR] was 13.3, CI = 4. 1 to 43). The habitually sleepy drivers had a significantly higher prevalence of respiratory sleep disorders than control subjects. For a total respiratory events index (apneas, hypopneas, and other respiratory effort-related arousals) >/= 15 the adjusted OR was 6.0, CI = 1.1 to 32. In the habitually sleepy drivers group, the frequency of sleep apnea (apnea-hypopnea index) between subjects with or without auto crashes was not statistically different. However, if we consider total respiratory events index, this frequency of respiratory sleep disorders was significantly higher in subjects with automobile crashes (the adjusted OR for a total respiratory event index >/= 15 was 8.5, CI = 1.2 to 59). Habitually sleepy drivers are a large group of drivers (1 of 30 drivers) who are involved in several fold more automobile crashes than control subjects. As these excess auto crashes can be explained in part by the presence of respiratory disorders during sleep, which are treatable, many automobile crashes in these sleepy drivers may be preventable. Our findings suggest that asking about excessive sleepiness while driving may better predict which subjects with breathing disorders during sleep have crashes than asking about overall sleepiness.

Accidents, Traffic↗
PubMedDate not supplied

Exposure to emissions from gasoline within automobile cabins.

Gasoline is emitted from automobiles as uncombusted fuel and via evaporation. Volatile organic compounds (VOC) from gasoline are at higher levels in roadway air than in the surrounding ambient atmosphere and penetrate into automobile cabins, thereby exposing commuters to higher levels than they would experience in other microenvironments. Measurements of VOC concentrations and carbon monoxide were made within automobiles during idling, while driving on a suburban route in New Jersey, and on a commute to New York City. Concentrations of VOC from gasoline were determined to be elevated above the ambient background levels in all microenvironments while VOC without a gasoline source were not. The variability of VOC concentrations with location within the automobile was determined to be smaller than inter-day variability during idling studies. VOC and carbon monoxide levels within the automobile cabin differed among the different routes examined. The levels were related to traffic density and were inversely related to driving speed and wind speed. Overall, daily VOC exposure for gasoline-derived compounds during winter commuting in New Jersey was estimated to range between 5 and 20% and constituted between 15 and 40% of an individual's daily exposure based on comparison to urban and suburban settings, respectively. VOC exposure during commuting in Southern California was estimated to range between 15 and 60%.

Air↗
PubMed1985

Physician knowledge and clinical behavior regarding automobile safety for children.

A mail survey was conducted in May 1983 of pediatricians and family and general practitioners in San Antonio, TX, to assess their influence on automobile safety of patients. Information on sociodemographic data and personal and professional behavior with respect to automobile safety for children was elicited. A 17-item knowledge index was significantly correlated with physician's own use of seat belts, number of children less than 5 years old, exposure to use of child restraints during residency, clinical behavior (asking about use of child restraints during the first and subsequent well-child visits, instructing parents about automobile safety for children, dispensing literature in the office), being a pediatrician, and being Board certified. Knowledge was inversely correlated with physician's age. Education of parents by physicians about automobile safety for children was infrequent. Only 29% of physicians always or usually ask at the first well-child visit if child restraints are being used. Only 8% of physicians received training during their residencies; this points to a need for educating physicians in automobile safety for children.

Accident Prevention↗
PubMed1983

Automobile accidents in Illinois veterinarians.

Interviews to solicit information on total automobile or truck travel, occupation related travel and automobile accidents were completed on 1082 non-military veterinarians in Illinois in 1969. Most had driven between 10,000 and 19,999 miles the previous year. Of the 1082 veterinarians interviewed, 313 had been in a total of 416 automobile accidents; of which 228 had been in only 1 accident, 69 in 2 accidents, 14 in 3 accidents and 2 veterinarians had 4 accidents each. the frequency of automobile accidents correlated directly with the number of work-related miles driven. Large animal, general practice and government employed were the three practice types with most miles traveled and greatest percent of miles traveled which were occupationally related. Veterinarians who had been in one or more automobile accidents differed from the total veterinary population in that fewer were married, veterans, smokers, had consulted a physician concerning their health the last six months or had been sick following insecticide use. Searches of death certificates indicated that 14 Illinois veterinarians had died as a result of vehicular accidents between 1950 and 1973, a figure similar to the rate in Illinois white males.

Accidents, Traffic↗
PubMed1983

On the contribution of polycyclic aromatic hydrocarbons to the carcinogenic impact of automobile exhaust condensate evaluated by local application onto mouse skin.

The objective of this investigation was to identify the substances chiefly responsible for the carcinogenicity of automobile exhaust condensate using topical application onto the skin of mice. This was performed by comparing the carcinogenic effect of various fractions with that of an unseparated sample of automobile exhaust condensate, tested in 3 different doses. The probit and Weibull analysis of the result shows: (a) The condensate, emitted from a gasoline-driven automobile provokes local tumors after long-term application to the dorsal skin of mice. The tumor incidence demonstrates a clear cut dose-response relationship. (b) The fraction of polycyclic aromatic hydrocarbons (PAH) containing more than 3 rings accounts for about 84-91% of the total carcinogenicity of automobile exhaust condensate. This fraction represents only about 3.5% by wt of the condensate. (c) The content of benzo[a]pyrene (BaP) (0.414 mg/g) accounts for 6-7.6% of the total carcinogenicity of automobile exhaust condensate, 15 selected PAHs for about 41%. (d) Regarding the minor effect of the PAH-free fraction (about 83% by wt), no hints for a cocarcinogenic activity were observed.

Animals↗
PubMed1998

Automobile accidents in patients with sleep apnea syndrome. An epidemiological and mechanistic study.

To investigate the association between sleep apnea syndrome (SAS) and automobile accidents, and to evaluate potential underlying mechanisms, we prospectively recruited 60 consecutive patients with SAS (apnea-hypopnea index, 58 +/- 3 h-1) and 60 healthy control subjects, matched for sex and age. The number of automobile accidents during the past 3 yr was obtained from participants and insurance companies. We quantified the degree of daytime sleepiness (Epworth scale), anxiety and depression (Beck tests), and we assessed the level of vigilance (PVT 192) and driving performance (Steer-Clear). Patients had more accidents than control subjects (OR: 2.3; 95% CI: 0.97 to 5.33) and were more likely to have had more than one accident (OR: 5.2; 95% CI: 1.07 to 25.29, p < 0.05). These differences persisted after stratification for km/yr, age, and alcohol consumption. Patients were more somnolent, anxious, and depressed than control subjects (p < 0.01), and they had a lower level of vigilance and poorer driving performance (p < 0.01). Yet, we did not find any correlation between the degree of daytime sleepiness, anxiety, depression, the number of respiratory events, nocturnal hypoxemia, level of vigilance, or driving simulator performance and the risk of automobile accidents among SAS patients. In conclusion, patients with SAS have an increased risk of automobile accidents. None of the clinical or physiological markers commonly used to define disease severity appear able to discriminate those patients at higher risk of having an automobile accident.

Accidents, Traffic↗
PubMed1986

Automobile safety restraints for pregnant women and children.

Automobile safety restraints were introduced into the United States over 20 years ago but continue to be utilized by a minimum number of automobile passengers. Universal usage could reduce highway crash fatalities by an estimated 9,000-15,000 lives per year. Although women generally utilize automobile safety restraints more than do men, there is a dramatic diminution during pregnancy, when usage rates approximate those of men. In pregnant women the largest single cause of maternal death is automobile crashes. In infants and small children the restraint efficiency approaches 90% protection. Health care providers should become actively involved in seeing that automobile safety restraints are properly utilized on pregnant women, infants and children.

Accidents, Traffic↗