Vehicle year and the risk of car crash injury.
(73/580)
OBJECTIVE: To quantify the association between vehicle age and risk of car crash injury. DESIGN AND SETTING: Data from a population based case-control study conducted in the Auckland region in 1998/99 was used to examine the adjusted risk of car crash injury or death due to vehicle age, after controlling for a range of known confounders. Cases were all cars involved in crashes in which at least one occupant was hospitalized or killed anywhere in the Auckland region, and controls were randomly selected cars on Auckland roads. The drivers of the 571 case vehicles and 588 control vehicles completed a structured interview. MAIN OUTCOME MEASURE: Hospitalisation or death of a vehicle occupant due to car crash injury. RESULTS: Vehicles constructed before 1984 had significantly greater chance of being involved in an injury crash than those constructed after 1994 (odds ratio 2.88, 95% confidence interval (CI) 1.20 to 6.91), after adjustment for potential confounders. There was also a trend for increasing crash risk with each one year increase in vehicle age after adjustment for potential confounders (odds ratio 1.05, 95% CI 0.99 to 1.11; p = 0.09). CONCLUSION: This study quantifies the increased risk of car crash injury associated with older vehicle year and confirms this as an important public health issue. (+info)
Mortality studies of machining-fluid exposure in the automobile industry. II. Risks associated with specific fluid types.
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Excesses of digestive and respiratory cancers have been reported previously in association with exposure to machining fluids, agents in widespread use as coolants and lubricants in machining operations. Previous studies have had limited power to distinguish the effects of the different types of machining fluids in use. In a cohort of over 30,000 workers employed at two automotive plants in Michigan, mortality patterns were studied in relation to exposure to each of the three major fluid types--straight oils, soluble oils, and synthetic fluids. Standardized mortality ratios were estimated for subgroups of the cohort ever exposed to each of the three fluid types, and Poisson regression analyses were used to assess trends in risk with duration of exposure. The data suggest modest positive associations between exposure to straight oils and rectal, laryngeal, and prostatic cancer and a negative association between soluble and synthetic fluid exposure and lung cancer. (+info)
Effects of seat-back angle and accelerometer height at the seat-back on seat-back x axis r.m.s. acceleration in filed experiments according to the ISO2631-1 standard.
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The effects of seat-back angle and accelerometer height at the seat-back on seat-back x-axis frequency-weighted root-mean-square (r.m.s.) acceleration have been investigated in field experiments. Experiment 1 investigated the range and variability, of frequency-weighted r.m.s. acceleration at the same measurement position, where the seat-back angle was 24 degrees from vertical on the floor and the accelerometer height was 38 cm up from the seat cushion surface. Experiment 2 investigated ranges of frequency-weighted r.m.s. acceleration between the reference position, which was the position used in experiment 1, and test positions at different seat-back angles, 4 degrees ahead of and 4 degrees behind the reference position. Experiment 3 investigated the range of frequency-weighted r.m.s. acceleration between the reference position which was the same as in experiments 1 and experiment 2, and test positions at different accelerometer heights at the seat-back from a seat cushion surface, 2.5 cm higher, 2.5 cm lower and 5 cm lower than the reference position. This investigation clarifies that different seat-back angles and accelerometer heights at the seat-back affect the frequency-weighted r.m.s. acceleration at these measurement positions, which is beyond the exposure values at which people are able to distinguish different vibration acceleration magnitudes. (+info)
Effects on respiratory health of a reduction in air pollution from vehicle exhaust emissions.
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AIMS: To determine whether residents of congested streets have a higher prevalence of respiratory symptoms than residents of nearby uncongested streets, and whether their respiratory health improves following a reduction in exposure to traffic related air pollutants. METHODS: An area was identified where certain streets were subject to air pollution from heavy road traffic, which was likely to improve following the construction of a by-pass. A respiratory survey was conducted among the residents, together with the residents of nearby uncongested streets, at baseline and again a year after the by-pass opened. Measurements were made of air pollutant concentrations in both areas on both occasions. RESULTS: Initial concentrations of PM10 and PM2.5 were substantially higher in the congested than in the uncongested streets. When the by-pass opened, the volume of heavy goods traffic fell by nearly 50%. PM10 decreased by 23% (8.0 microg/m3) in the congested streets and by 29% (3.4 microg/m3) in the uncongested streets, with similar proportionate falls in PM2.5. There were no clear or consistent differences between the residents of the two areas initially in terms of symptoms or peak flow variability. Repeat questionnaires were obtained from 165 and 283 subjects in the congested and uncongested areas respectively, and showed a tendency for most symptoms to improve in both areas. For chest symptoms, the improvement tended to be greater in the uncongested area, although the difference between the areas was not statistically significant. Rhinitis and rhinoconjunctivitis tended to improve to a greater extent in the congested streets; the difference between the areas was significant for the degree to which rhinitis interfered with daily activities. Peak flow variability tended to improve in the uncongested area. CONCLUSIONS: The by-pass reduced pollutant levels to a degree that probably alleviates rhinitis and rhinoconjunctivitis but has little effect on lower respiratory symptoms. (+info)
Efficacy of side air bags in reducing driver deaths in driver-side collisions.
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Side air bags, a relatively new technology designed to protect the head and/or torso in side-impact collisions, are becoming increasingly common in automobiles. Their efficacy in preventing US driver deaths among cars struck on the near (driver's) side was examined using data from the Fatality Analysis Reporting System and the General Estimates System. Risk ratios for driver death per nearside collision during 1999-2001 were computed for head/torso and torso-only side air bags in cars from model years 1997-2002, relative to cars without side air bags. Confounding was addressed by adjusting nearside risk ratios for front- and rear-impact mortality, which is unaffected by side air bags. Risk ratios were 0.55 (95% confidence interval: 0.43, 0.71) for head/torso air bags and 0.89 (95% confidence interval: 0.79, 1.01) for torso-only air bags. Risk was reduced when cars with head/torso air bags were struck by cars/minivans (significant) or pickup trucks/sport utility vehicles (nonsignificant). Risk was reduced in two-vehicle collisions and among male drivers and drivers aged 16-64 years. Protective effects associated with torso-only air bags were observed in single-vehicle crashes and among male and 16- to 64-year-old drivers. Head/torso side air bags appear to be very effective in reducing nearside driver deaths, whereas torso-only air bags appear less protective. (+info)
Potential dermal exposure during the painting process in car body repair shops.
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The object of this study was to assess potential dermal exposure to the non-volatile fractions of paints based on studies assessing potential exposure during the painting process in car body repair shops with water-based paints. The measurements were done during filling of the spray gun, paint spraying and cleaning of the gun. Potential dermal exposure was assessed using patches and gloves as dosimeters and analysing deposits of aluminium, a constituent of the paint mixture, which is used as a chemical tracer for these studies. The total body area used excluding hands was 18 720 cm(2) and the area of each hand was 410 cm(2). Dermal exposure to the paint during filling of the spray gun occurs mainly on the hands and ranged from 0.68 to 589 micro g paint/cm(2)/min, as calculated from the amount of aluminium observed and the concentration of aluminium in the paint. During spraying, the levels of exposure of the hands and body ranged from 0.20 to 4.35 micro g paint/cm(2)/min for the body and 0.40 to 13.4 micro g paint/cm(2)/min for the hands. With cleaning of the spray gun the hands were the principal area exposed, with values ranging from 0.44 to 213 micro g paint/cm(2)/min. Information on and observations of each of the scenarios were recorded in a structured questionnaire. (+info)
Improving surveillance for injuries associated with potential motor vehicle safety defects.
(79/580)
OBJECTIVE: To improve surveillance for deaths and injuries associated with potential motor vehicle safety defects. DESIGN: Vehicles in fatal crashes can be studied for indications of potential defects using an "early warning" surveillance statistic previously suggested for screening reports of adverse drug reactions. This statistic is illustrated with time series data for fatal, tire related and fire related crashes. Geographic analyses are used to augment the tire related statistics. RESULTS: A statistical criterion based on the Poisson distribution that tests the likelihood of an expected number of events, given the number of events that actually occurred, is a promising method that can be readily adapted for use in injury surveillance. CONCLUSIONS: Use of the demonstrated techniques could have helped to avert a well known injury surveillance failure. This method is adaptable to aid in the direction of engineering and statistical reviews to prevent deaths and injuries associated with potential motor vehicle safety defects using available databases. (+info)
Community paediatricians' counseling patterns and knowledge of recommendations relating to child restraint use in motor vehicles.
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BACKGROUND: Road traffic injury is the leading cause of death among Canadian children and youth. Transport Canada recommends four types of child restraint depending on the size of the child, and recent studies have demonstrated the effectiveness of recommended restraint use. OBJECTIVES: To determine community paediatricians' knowledge of Transport Canada recommendations for child restraint use in vehicles, and to examine paediatricians' counseling patterns in relation to child passenger safety. METHODS: A mailed questionnaire survey of all community paediatricians affiliated with the Hospital for Sick Children, Toronto was conducted. A 16 item questionnaire gathered information on knowledge of Transport Canada recommendations for child restraint use, general counseling patterns in relation to child passenger safety, and demographic information. RESULTS: In total, 60 community paediatricians in active practice were identified. Of these, 48 (80%) responded to the mailed questionnaire. Almost all paediatricians (92%) correctly identified the recommended weight for transition to a forward-facing car seat, whereas fewer paediatricians (63%) correctly identified the recommended weight for transition to a booster seat from a forward-facing car seat, and only one third of paediatricians correctly identified the recommended weight for transition from a booster seat to a seat belt. CONCLUSION: Community paediatricians' knowledge of Transport Canada recommendations for child restraint use in vehicles is incomplete. There is a need for such recommendations to be better disseminated to paediatricians and parents so that information on child restraint use is delivered in a clear and consistent manner. (+info)