ライフサイエンスコーパス: motor vehicle

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

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

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

4 lved in crashes, including crashes involving motor vehicles.

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

6 2010) in carbon monoxide (CO) emissions from motor vehicles.

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

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

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

10 Motor vehicle accident (MVA) mortality has been declinin

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

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

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

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

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

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

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

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

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

20 Motor vehicle accident victims were systematically recru

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

38 Motor vehicle accidents are the most common cause, with

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

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

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

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

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

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

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

46 Survivors of motor vehicle accidents who sustained mild traumatic bra

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

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

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

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

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

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

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

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

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

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

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

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

59 y department sustaining polytrauma following motor vehicle accidents.

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

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

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

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

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

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

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

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

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

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

70 Motor vehicles are a major source of polycyclic aromatic

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

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

73 Motor vehicles are major sources of primary organic aero

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

95 Motor vehicle crash risk in older drivers has been assoc

96 Motor vehicle crash risk in older drivers is elevated in

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

112 1980-1997, there were 792,184 deaths due to motor vehicle crashes and 63,052 deaths due to motorcycl

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

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

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

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

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

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

119 Motor vehicle crashes are the leading cause of fetal dea

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

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

122 Motor vehicle crashes continue to cause significant mort

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

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

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

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

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

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

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

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

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

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

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

134 Motor vehicle crashes were the leading trauma mechanism

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

153 intervention intended to prevent trauma from motor vehicle crashes.

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

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

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

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

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

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

160 Motor vehicle emission control strategies have included

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

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

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

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

165 C from anthropogenic combustion sources like motor vehicle emissions.

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

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

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

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

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

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

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

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

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

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

176 isolating structures from vibrations in the motor vehicle industry.

177 .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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

193 ; 95% CI, 0.20-0.48) and those not involving motor vehicles (OR, 0.32; 95% CI, 0.20-0.39).

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

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

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

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

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

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

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

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

202 24.2% to -18.4%) in the annual unintentional motor vehicle-related CO death rate and a 5.9% decrease

203 (95% CI, -82.0% to -70.4%) and unintentional motor vehicle-related CO death rates declined from 4.0 t

204 -1975 levels, an estimated additional 11 700 motor vehicle-related CO poisoning deaths might have occ

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

206 5%CI, -10.0% to -1.8%) in the annual rate of motor vehicle-related CO suicides.

207 Motor vehicle-related injuries are the leading cause of

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

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

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

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

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

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

214 Motor vehicles struck and killed 4739 pedestrians in the

215 : 0.1, 3.1) was not greater among persons in motor vehicles than among those in houses.

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

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

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

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

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

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

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

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

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

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

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

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

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

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