ライフサイエンスコーパス: motor vehicle

1 vated, such as staying awake while driving a motor vehicle.

2 policies that focus solely on lower-emission motor vehicles.

3 e depth, the literature pertinent to driving motor vehicles.

4 residences and those that occur in or around motor vehicles.

5 hs were identified as occurring in or around motor vehicles.

6 lved in crashes, including crashes involving motor vehicles.

7 ial from gas-phase organic carbon emitted by motor vehicles.

8 2010) in carbon monoxide (CO) emissions from motor vehicles.

9 ; 95% CI, -2.93% to -0.68%), and thefts from motor vehicles (-1.30%; 95% CI, -2.18% to -0.42%) declin

10 han from the increased use of lower-emission motor vehicles (160 DALYs in London, and 1696 in Delhi).

11 r models for biomass burning (levoglucosan), motor vehicles (5alpha-cholestane, n-hexacosane, n-triac

12 Motor vehicle accident (MVA) mortality has been declinin

13 ving Time (DST) transition acutely increases motor vehicle accident (MVA) risk ("DST effect"), which

14 ts age 18-65 years who had been in a serious motor vehicle accident (N=122) were assessed with the St

15 ngs of distress in situations similar to the motor vehicle accident and physical reactivity to memori

16 Findings of all-cause and motor vehicle accident deaths among female Vietnam veter

17 The mechanism of injury was from a motor vehicle accident in 97% of the cases.

18 ia from a C7-T1 subluxation as a result of a motor vehicle accident in July 2006, presented with comp

19 associated with driving impairment and high motor vehicle accident risk.

20 e four types of psychiatric outcomes after a motor vehicle accident that were noted overlap, are pers

21 One month after the accident, 34.4% of the motor vehicle accident victims met criteria for PTSD (ve

22 of PTSD were higher (25.2% and 18.2%) in the motor vehicle accident victims than in the comparison gr

23 Motor vehicle accident victims were systematically recru

24 al hospital emergency department following a motor vehicle accident were identified.

25 were more likely to have been involved in a motor vehicle accident, had higher Injury Severity Score

26 reas exposure to nonassaultive trauma (e.g., motor vehicle accident, natural disaster) was best expla

27 f the cervical spine within 48 hours after a motor vehicle accident.

28 age range: 2-10 years) who had experienced a motor vehicle accident.

29 acute PTSD in women and men after a serious motor vehicle accident.

30 t and physical reactivity to memories of the motor vehicle accident.

31 he T3 group died from cranial trauma after a motor vehicle accident.

32 being in a manual occupation and injury in a motor vehicle accident.

33 d in an emergency department within 6 h of a motor vehicle accident.

34 ator decision, and an unrelated death from a motor vehicle accident.

35 The most frequent mechanism of injury was a motor vehicle accident.

36 old woman who suffered near-drowning after a motor-vehicle accident.

37 mpaired driving skills and increased risk of motor vehicle accidents (MVAs).

38 Victims of serious motor vehicle accidents (N = 122) were assessed for peri

39 Motor vehicle accidents account for more than 50% of all

40 munity study group of 122 victims of serious motor vehicle accidents and a comparison group of 42 (wh

41 ritraumatic dissociation is common following motor vehicle accidents and is a risk factor for acute a

42 Rates of PTSD are high in victims of serious motor vehicle accidents and remain high 9 months later.

43 in a hospital emergency department following motor vehicle accidents and to describe the prevalence a

44 Motor vehicle accidents are the most common cause, with

45 Motor vehicle accidents due to drowsy driving are a part

46 m, motor vehicle accidents with pedestrians, motor vehicle accidents of unspecified type, accidental

47 death from influenza in the winter and from motor vehicle accidents on long holiday weekends.

48 clude that the excess risk of mortality from motor vehicle accidents that was associated with Gulf Wa

49 ans, the significant excess of deaths due to motor vehicle accidents that was observed during the ear

50 y recognition of psychiatric consequences of motor vehicle accidents that would enable early interven

51 However, excess deaths from motor vehicle accidents were observed in the Vietnam coh

52 exposure with risk of ED visits for CHF and motor vehicle accidents were robust against adjustment f

53 ssues obtained from four persons who died in motor vehicle accidents were used as negative controls f

54 Survivors of motor vehicle accidents who sustained mild traumatic bra

55 nificantly raised mortality were alcoholism, motor vehicle accidents with pedestrians, motor vehicle

56 ascular disease, stroke, daytime sleepiness, motor vehicle accidents, and diminished quality of life.

57 od physical and sexual abuse, partner abuse, motor vehicle accidents, and natural disasters, with mos

58 Four of the five patients were involved in motor vehicle accidents, and one had been assaulted.

59 e the highest prevalence of substance abuse, motor vehicle accidents, and sexually transmitted diseas

60 r neuropsychiatric outcomes (i.e., injuries, motor vehicle accidents, education, substance use disord

61 , and 365 days, as well as subsequent falls, motor vehicle accidents, fractures, and burns.

62 ed were more likely to have been involved in motor vehicle accidents, had higher Injury Severity Scor

63 opulation studies include increased risk for motor vehicle accidents, psychotic symptoms, and short-t

64 aumatic stress disorder (PTSD) in victims of motor vehicle accidents.

65 ality, repeated hospitalizations, falls, and motor vehicle accidents.

66 se, natural causes, homicides, suicides, and motor vehicle accidents.

67 ed, seen in 0.67% of patients admitted after motor vehicle accidents.

68 myocardium from the four persons who died in motor vehicle accidents.

69 ts for asthma, pneumonia, heart failure, and motor vehicle accidents.

70 y department sustaining polytrauma following motor vehicle accidents.

71 jury mortality rates and fatality rates from motor-vehicle accidents (crashes in US usage) are higher

72 p of 42 (who had been involved in minor, non-motor-vehicle accidents) followed over 12 months.

73 recruited from listings in the Department of Motor Vehicle Administration.

74 energy-density battery materials, recyclable motor vehicle and building components, and energy-effici

75 e majority of precursor gases originate from motor vehicle and industrial sources.

76 The authors compared US motor vehicle and motorcycle mortality rates during peri

77 leading to sleepiness and increased risk of motor vehicle and occupational accidents.

78 dification, improved engineering features of motor vehicle and other products, and promotion of safe

79 -intensity development, confirming that both motor vehicles and sources associated with development a

80 trol parents, the post office, Department of Motor Vehicles, and Folks Finders proved the most helpfu

81 Motor vehicles are a major source of polycyclic aromatic

82 Injuries due to interpersonal violence and motor vehicles are covered elsewhere.

83 Motor vehicles are major sources of gas-phase organic ca

84 Motor vehicles are major sources of primary organic aero

85 If motor vehicle-associated injuries are not considered, ch

86 Gasoline- and diesel-powered motor vehicles, both on/off-road, are important sources

87 Injury most often resulted from motor vehicle collision (74%).

88 6 participants presenting to EDs following a motor vehicle collision (MVC) and examine associations o

89 ients who were involved in a police-reported motor vehicle collision (MVC) between January 1994 and J

90 n MRI scans (n = 17, 17 scans < 2 weeks post motor vehicle collision (MVC), and 17 scans 12 months po

91 Risk of pedestrian-motor vehicle collision involving an older pedestrian.

92 d walking pattern and the risk of pedestrian-motor vehicle collision is unknown.

93 onclusion, drivers receiving MMT have higher motor vehicle collision risk than those not receiving MM

94 ers about cannabis use disorder, withdrawal, motor vehicle collision risk, or psychotic reactions.

95 associated with increased risk of pedestrian-motor vehicle collision to older pedestrians at sites wh

96 gth, and signalization, risk of a pedestrian-motor vehicle collision was 2.1-fold greater (95% confid

97 A 38-year-old man who had been in a motor vehicle collision was referred to our institute.

98 History A 38-year-old man who had been in a motor vehicle collision was referred to our institute.

99 Remote fracture of the left tibia from a motor vehicle collision was reported and was previously

100 with a mechanism of injury classified under "motor vehicle collision") were included.

101 AD-related disability one-year following the motor vehicle collision.

102 found that cannabis increases the risk of a motor vehicle collision.

103 Following risk adjustment, motor vehicle collisions (beta = $4735.80; 95% CI, $4337

104 Each year, whiplash injuries from motor vehicle collisions (MVC) affect millions worldwide

105 Motor vehicle collisions (MVCs) are the leading cause of

106 Kaplan-Meier curves of the incidence of motor vehicle collisions differed significantly between

107 with acute traumatic injuries as a result of motor vehicle collisions or gun shot wounds.

108 om 2009 to 2016, the crude incidence rate of motor vehicle collisions was the lowest in the general a

109 w, the main public-health concern is clearly motor vehicle collisions, a behavioural effect rather th

110 rink-driving is an important risk factor for motor vehicle collisions, we examined whether the minimu

111 be much smaller than the risk stemming from motor vehicle collisions.

112 However, MMT possibly increases the risk of motor vehicle collisions.

113 hs among occupants of cars and three-wheeled motor vehicles constituted 48% and 20%, respectively, of

114 ion was associated with an increased risk of motor vehicle crash (incidence rate ratio = 2.06, 99% co

115 Motor vehicle crash (MVC) and firearm injuries are 2 of

116 ealed at whole-body CT in patients following motor vehicle crash (MVC) meeting only kinetic elements

117 moderate-to-severe injury from a firearm or motor vehicle crash (MVC) treated at 3 level I trauma ce

118 lts from the time before to the time after a motor vehicle crash (MVC).

119 syncope recurrence while driving can cause a motor vehicle crash (MVC).

120 trols and parents who had offspring die in a motor vehicle crash (MVC).

121 nt women who had not been hospitalized for a motor vehicle crash (n = 17,274).

122 The odds ratios for reporting a motor vehicle crash and for reporting a near-miss incide

123 donors aged 16 years or older involved in a motor vehicle crash and recipients of organs from these

124 d in a month increased the monthly risk of a motor vehicle crash by 9.1 percent (95 percent confidenc

125 Analysis of Michigan motor vehicle crash data from 1996 (before GDL program i

126 Annual state-level suicide rates and motor vehicle crash death rates among reproductive-aged

127 Annual motor vehicle crash death rates among women of reproduct

128 Reforms may also have reduced motor vehicle crash deaths but were not associated with

129 down 17% (95% credible interval: -21, -12), motor vehicle crash deaths were down 9% (95% credible in

130 tates, and other types of mortality, such as motor vehicle crash deaths, may also be linked to opioid

131 Mechanism was motor vehicle crash in 50%, fall in 11%, pedestrian stru

132 n drivers who were killed within 1 hour of a motor vehicle crash in 6 US states (California, Hawaii,

133 functions (CSF) are associated with incident motor vehicle crash involvement by older drivers.

134 unk injury is observed in patients following motor vehicle crash meeting only kinetic elements of Vit

135 Police-reported motor vehicle crash occurrence involving patients who el

136 omparison of population-based North Carolina motor vehicle crash rates before (1996-1997) and after (

137 Government motor vehicle crash reports used in the study of driver

138 e while driving is associated with increased motor vehicle crash risk among adolescents.

139 Motor vehicle crash risk in older drivers has been assoc

140 Motor vehicle crash risk in older drivers is elevated in

141 (ADHD) often persists into adolescence, when motor vehicle crash risk peaks.

142 dividuals aged 18-74 years, involvement in a motor vehicle crash was documented.

143 Motor vehicle crash was the most common mechanism, and a

144 ck by a blunt object or injured in a fall or motor vehicle crash).

145 es for more than 4 weeks was associated with motor vehicle crash, but shorter term use was not.

146 An 18-yr-old man involved in a motor vehicle crash.

147 , or bicyclists and whose death was due to a motor vehicle crash.

148 after marijuana use increases the risk of a motor vehicle crash.

149 nd short sleep duration is a risk factor for motor vehicle crash.

150 er, the study group is unknown, for example, motor-vehicle crash victims brought to an emergency depa

151 bial agents (75 000), toxic agents (55 000), motor vehicle crashes (43 000), incidents involving fire

152 -0.11 to 0.24; P = .47) nor to deaths due to motor vehicle crashes (beta = 0.03, 95% CI, -0.04 to 0.1

153 Motor vehicle crashes (MVCs) are a major public health p

154 Motor vehicle crashes (MVCs) are an important public hea

155 Injuries from firearms and motor vehicle crashes (MVCs) are the leading causes of d

156 Motor vehicle crashes (MVCs) remain a leading cause of i

157 of homicides (n = 4638) and fatalities from motor vehicle crashes (n = 815).

158 increased risk of serious medical errors and motor vehicle crashes among interns.

159 1980-1997, there were 792,184 deaths due to motor vehicle crashes and 63,052 deaths due to motorcycl

160 and alcohol-related injuries resulting from motor vehicle crashes and assaults.

161 the body by forceful impacts such as falls, motor vehicle crashes and collisions, causes damage to b

162 out knowledge of BMD, as high trauma (due to motor vehicle crashes and falls from greater than standi

163 (3) Motor vehicle crashes and falls were the 2 leading cause

164 ase deserve further examination as causes of motor vehicle crashes and injury.

165 l likely reduce morbidity and mortality from motor vehicle crashes and may help reshape cities to pro

166 Pregnant women hospitalized following motor vehicle crashes are at increased risk of adverse p

167 Injuries from motor vehicle crashes are the leading cause of death amo

168 Motor vehicle crashes are the leading cause of fetal dea

169 rkers are at high risk of drowsiness-related motor vehicle crashes as a result of circadian disruptio

170 mance of secondary tasks is a major cause of motor vehicle crashes both among teenagers who are novic

171 Motor vehicle crashes continue to cause significant mort

172 risk of adverse pregnancy outcomes following motor vehicle crashes during pregnancy.

173 ial and ethnic disparities in survival after motor vehicle crashes have examined only population-base

174 , opioids, and antihistamines on the risk of motor vehicle crashes in 1986-2004.

175 TBI deaths from motor vehicle crashes in children aged 0-14 years and ad

176 outcomes of pregnant women hospitalized for motor vehicle crashes in Washington State from 1989 to 2

177 Examples of these in the domain of motor vehicle crashes include policy change and enforcem

178 (4) TBI mortality attributed to motor vehicle crashes increased for pedestrians and moto

179 driving skills, but association of MHE with motor vehicle crashes is unclear.

180 ectiveness in reducing mortality in low-risk motor vehicle crashes is unclear.

181 ects were 101 randomly selected survivors of motor vehicle crashes or assaults who were interviewed w

182 he incidence of alcohol-related mortality in motor vehicle crashes was also lower during periods when

183 he incidence of alcohol-related mortality in motor vehicle crashes was lower when laws specifying a b

184 Motor vehicle crashes were the leading trauma mechanism

185 Among male workers, motor vehicle crashes were the principal cause of death

186 s of the relationship between sleepiness and motor vehicle crashes will promote the health and safety

187 Of pregnant women in motor vehicle crashes, 82.9% were hospitalized and disch

188 eterans injured by bullets/shrapnel, blasts, motor vehicle crashes, air/water transport, and falls.

189 ention and comparison sites, traffic data on motor vehicle crashes, and emergency department surveys

190 re associated with decreased medical errors, motor vehicle crashes, and percutaneous injuries.

191 ly mortality rates-for drug-involved deaths, motor vehicle crashes, and suicide by means other than p

192 have reduced deaths from some causes such as motor vehicle crashes, but deaths from gun-related homic

193 Alcohol consumption, motor vehicle crashes, injuries, quality of life, functi

194 k shifts of an extended duration, documented motor vehicle crashes, near-miss incidents, and incident

195 pressure, mortality, cardiovascular events, motor vehicle crashes, quality of life, and harms.

196 Compared with women not in motor vehicle crashes, severely and non-severely injured

197 eading causes of childhood injury deaths are motor vehicle crashes, submersion injury, homicide, suic

198 -24 years): unintentional injuries including motor vehicle crashes, suicide, and homicide.

199 injuries (eg, falls, occupational injuries, motor vehicle crashes, suicides, and homicides) accounte

200 intervention intended to prevent trauma from motor vehicle crashes.

201 erval: 3.9, 11.2) compared with women not in motor vehicle crashes.

202 sk of injury to children involved in frontal motor vehicle crashes.

203 is a causative factor in 1% to 3% of all US motor vehicle crashes.

204 ent injuries and deaths from alcohol-related motor vehicle crashes.

205 level suicide rates vs rates of death due to motor vehicle crashes.

206 e impairment, decreased quality of life, and motor vehicle crashes.

207 that elevate the risk of an alcohol-related motor vehicle death point to the need for further policy

208 The overall percentage of motor vehicle deaths associated with alcohol consumption

209 increased suicides due to cyberbullying and motor vehicle deaths due to texting while driving.

210 le the overall percentage of alcohol-related motor vehicle deaths for children declined between 1991

211 ations occur at state-specific department of motor vehicle (DMV) and licensing offices, where people

212 First, all 50 US states' Department of Motor Vehicle (DMV) websites were systematically reviewe

213 ng a dementia diagnosis to the Department of Motor Vehicles (DMV), individuals with dementia may be r

214 ed in many domains, including assessments of motor vehicle driving and assessments of the cognitive/b

215 mmendations involving the relative safety of motor vehicles during a tornado should be evaluated usin

216 Motor vehicle emission control strategies have included

217 road dust and/or cooking (n-alkane factor), motor vehicle emissions (PAH factor), and lubricating oi

218 verage WSOC concentration; SOA formation and motor vehicle emissions dominated the contribution to WS

219 improvements have substantially reduced the motor vehicle emissions of volatile organic compounds (V

220 ncrease in whole pregnancy exposure to dust, motor vehicle emissions, oil combustion, and regional su

221 centers is derived from both industrial and motor vehicle emissions.

222 C from anthropogenic combustion sources like motor vehicle emissions.

223 determined the make, model, and year of all motor vehicles encountered in particular neighborhoods.

224 -phase organic compounds present in gasoline motor vehicle exhaust.

225 d in many states to address the high rate of motor vehicle fatalities among teens by requiring teenag

226 n-Olalla's comment about their study linking motor vehicle fatalities to the transition to Daylight S

227 ug overdose deaths in the Untied States than motor vehicle fatalities.

228 recently experienced rapid conversion of its motor vehicle fleet to run on compressed natural gas (CN

229 modelling effort due to the need to simulate motor vehicle flows in order to account for the effect o

230 ttom-up approaches used to estimate SOA from motor vehicles, focusing on inconsistencies between mole

231 an increase in active travel and less use of motor vehicles had larger health benefits per million po

232 NOx, OA, and BC, respectively, from on-road motor vehicles in the United States.

233 Total organic gases (TOG) emissions from motor vehicles include air toxic compounds and contribut

234 alternative scenarios-lower-carbon-emission motor vehicles, increased active travel, and a combinati

235 isolating structures from vibrations in the motor vehicle industry.

236 .90 for falls (95% CI: 1.32, 2.74), 1.45 for motor vehicle injuries (95% CI: 1.14, 1.85), 1.33 for ot

237 on several categories of injuries other than motor vehicle injuries and highlights a few recent succe

238 nal injury (71.6% of intentional injury) and motor vehicle injury (18.8% of all injuries).

239 past 20 years in childhood deaths related to motor vehicle injury has been significant, but rates of

240 s association was greatest for deaths due to motor vehicle injury, homicide, and hypothermia.

241 There was no effect modification by age or motor vehicle involvement (P=.7 and P=.3).

242 vs unhelmeted cyclists adjusted for age and motor vehicle involvement indicate a protective effect o

243 o (intervention; n = 443) or usual Bureau of Motor Vehicles license practices (control; n = 509).

244 range, 91%-99%;), and pedestrians struck by motor vehicles (LR range, 3.0-4.3; specificity range, 96

245 (10) sources for each site: biomass burning, motor vehicles, marine aerosol and crustal matter.

246 ease in GCS score, and pedestrians struck by motor vehicles, may help identify patients at increased

247 al side-effect and providing a comparison to motor-vehicle mortality increased participants' willingn

248 Motor vehicle (MV) clerks are at the epicenter of organ

249 ted deaths (SMR = 4.15, 95% CI: 3.18, 5.31), motor vehicle nontraffic accidents (SMR = 2.80, 95% CI:

250 ), and road user, and by type of vehicle for motor vehicle occupant deaths.

251 Further prevention of motor vehicle occupant injuries to children will require

252 social service workers, shippers, janitors, motor vehicle operators, and aircraft operators had incr

253 were equally effective in crashes involving motor vehicles (OR, 0.31; 95% CI, 0.20-0.48) and those n

254 ; 95% CI, 0.20-0.48) and those not involving motor vehicles (OR, 0.32; 95% CI, 0.20-0.39).

255 sts, car seat and booster seat use for child motor vehicle passengers, speed limit and drunk driving

256 e unprecedented chemical characterization of motor vehicle POA emissions in a roadway tunnel with a m

257 ed carbon number and chemical composition of motor vehicle POA was consistent with lubricating oil be

258 winter season, when thermal inversions trap motor vehicle pollutants, thereby increasing traffic-rel

259 rces for case parents were the Department of Motor Vehicles, postal service, reverse directory and ne

260 cycling were related to more time spent in a motor vehicle (ps<.05).

261 replace conventional travel modes, including motor vehicles, public transport, and zero-carbon altern

262 mber 1997 was determined from Maryland State motor vehicle records.

263 riving evaluation clinics, and Department of Motor Vehicles referrals that may assist with evaluation

264 24.2% to -18.4%) in the annual unintentional motor vehicle-related CO death rate and a 5.9% decrease

265 (95% CI, -82.0% to -70.4%) and unintentional motor vehicle-related CO death rates declined from 4.0 t

266 -1975 levels, an estimated additional 11 700 motor vehicle-related CO poisoning deaths might have occ

267 Rates of motor vehicle-related CO suicides declined from 10.0 to

268 5%CI, -10.0% to -1.8%) in the annual rate of motor vehicle-related CO suicides.

269 Motor vehicle-related injuries are the leading cause of

270 is a significant public health priority, as motor vehicle-related injuries remain a leading cause of

271 -sectional study of adults with firearm- and motor vehicle-related injuries, we found that patients f

272 Motor vehicle-related injury is the leading cause of dea

273 with parental exposure to benzene, gasoline, motor vehicle-related jobs, painting, and rubber solvent

274 d driving performance while operating a real motor vehicle remains unknown.

275 dated choice programs through departments of motor vehicles report relatively low number of pro-donat

276 emonstrated racial disparities in the use of motor vehicle restraints, with improved restraint use in

277 t flammability standards, such as US Federal Motor Vehicle Safety Standard FMVSS 302.

278 Motor vehicles struck and killed 4739 pedestrians in the

279 llwether was determined by the presence of a motor vehicle suitable for individual transportation.

280 : 0.1, 3.1) was not greater among persons in motor vehicles than among those in houses.

281 was lower among those fleeing their homes in motor vehicles than among those remaining.

282 obtained from the OPO and the departments of motor vehicles that maintain the donor registry.

283 onals, and often their state's Department of Motor Vehicles to assess their patients' fitness to driv

284 ces, while European cities have mainly their motor vehicles to blame.

285 mobility, namely a modal shift from private motor vehicles to walking, cycling, and public transport

286 that support a modal shift away from private motor vehicles towards walking, cycling, and low-emissio

287 ge a transport modal shift away from private motor vehicles towards walking, cycling, and public tran

288 The absence of motor vehicle traffic and suspended manufacturing during

289 growing concern as both cycling activity and motor vehicle traffic continue to rise.

290 OVID-19) pandemic have conspicuously reduced motor vehicle traffic, potentially alleviating auditory

291 s of injury in survivors were falls (25.3%), motor vehicle traffic-occupant, MVTO (21.8%) and struck

292 llution and improve health via reductions in motor vehicle traffic.

293 Animals affected by motor vehicle trauma were often in better body condition

294 evidence suggests that urban form can affect motor vehicle usage, a major contributor to urban air po

295 public transport use, while reducing private motor vehicle use.

296 es and the improvement of the industrial and motor vehicle waste control techniques.

297 Data from this census of motor vehicles, which enumerated 22 million automobiles

298 aged 65 years or older had been struck by a motor vehicle while crossing the street; 564 control sit

299 bination of active travel and lower-emission motor vehicles would give the largest benefits (7439 DAL

300 ban travel, and discourage travel in private motor vehicles would provide larger health benefits than