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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Secondhand exposure to cigarettes smoke and e-cigarettes aerosols on sidewalks: Pattern, public attitudes, and support for tobacco bans</title>
      <link>https://trid.trb.org/View/2557326</link>
      <description><![CDATA[This study investigates exposure patterns, public attitudes towards sidewalk exposure to secondhand cigarettes smoke (SHS) and secondhand e-cigarette aerosols (SHA), and support for a sidewalk cigarette and e-cigarette smoking ban in Shenzhen, China. A cross-sectional study. A total of 5003 Shenzhen pedestrians participated in the survey in 2023 using convenience sampling. Participants reported their exposure to SHS and SHA on sidewalks over the past week. Descriptive analyses examined exposure patterns, public attitudes, and support for public bans. Logistic regression was used to identify correlates of SHS/SHA exposure and public attitudes toward sidewalk tobacco regulations. Overall, 68.5 % of participants were exposed to SHS, 38.6 % to SHA, 36.6 % to both, and 70.5 % to SHS or SHA on sidewalks. Men, elders, those with higher education, households with children under 14, and current cigarette and e-cigarette dual users were more exposed to SHS and SHA, and young adults to SHA. A substantial 91.2 % disapproved of cigarette and e-cigarette use on sidewalks, with negative attitudes more common among females, those discomforted by SHS or SHA, and those knowledgeable about tobacco control regulations and tobacco harm, while tobacco users showed less disapproval. There was robust support (81.2 %) for banning cigarette and e-cigarette on sidewalks, especially among those generally opposed to cigarette and e-cigarette use on sidewalks. The results suggest that urgent regulatory and legislative action is required to protect individuals from SHS and SHA exposure on sidewalks.]]></description>
      <pubDate>Fri, 11 Jul 2025 10:00:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2557326</guid>
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      <title>Use of real-time monitors to evaluate the potential exposure of secondhand electronic cigarette particulate matter inside vehicles</title>
      <link>https://trid.trb.org/View/2238316</link>
      <description><![CDATA[Electronic cigarette (ECIG) use continues to be highly prevalent, especially among youth and young adults. Potential exposure from secondhand ECIG particulate matter (PM) places bystanders in danger of inhaling harmful substances, especially in confined spaces. This study was conducted to measure the potential exposure from secondhand ECIG PM exposure in vehicles, with participants completing a 30-min ECIG use session in their own vehicle with their preferred ECIG device. Sessions included a 5-min, 10-puff directed bout (30-s interpuff interval), followed by a 25-min ad libitum bout in which participants could take as many puffs as desired. Real-time PM₁, PM₂.₅, and PM₁₀ (the 50% efficiency mass cut-off of that passes through a size-selective inlet at 1 μm, 2.5 μm, and 10 μm aerodynamic diameters, respectively) measurements were captured during the sessions using portable PM monitors (MiniWRAS, pDR, SidePak, and GeoAir2 low-cost monitors). A total of 56 participants with valid measurements were included in the study, with a total of 13 unique ECIG device brands, including Vuse Alto, Box Air Bar, ElfBar, Esco Bar, Aegis Legend, Hyde Edge, JUUL, Kang Onee Stick, Kang Onee Stick Plus, Nord X, Nord 2, Nord 3, and Vaporesso. During the 5-min directed bout, the highest real-time PM₂.₅ mean concentrations were 175 μg/m³ for the MiniWRAS, 1050 μg/m³ for pDR and 3314 μg/m³ for SidePak. The filter measurements were not detectable in most experiments, except for two participants, with one taking 205 puffs and the other taking 285 puffs, approximately 10 times the mean (30) puffs of all participants. The evaluation of GeoAir2 with the MiniWRAS showed a wide range of Pearson correlation coefficient (r) values, ranging from −0.03 to 1.00, for the 13 ECIG brands. The mass median diameter (0.31 μm–3.42 μm) and geometric standard deviation (2.47–8.21) were different based on the participants for the same ECIG brand.]]></description>
      <pubDate>Tue, 17 Oct 2023 09:16:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2238316</guid>
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    <item>
      <title>Impact of different ventilation conditions on tobacco smoke-associated particulate matter emissions in a car cabin using the TAPaC platform</title>
      <link>https://trid.trb.org/View/2190075</link>
      <description><![CDATA[Despite antagonizing attempts from the tobacco industry, passive inhalation of tobacco smoke is known to be cancerogenic and toxic to human health for decades. Nonetheless, millions of non-smoking adults and children are still victims of second-hand smoke. Accumulation of particulate matter (PM) in confined spaces such as the car are particularly harmful due to high concentrations. The authors here aimed to analyze the specific effects of ventilation conditions in the setting of a car. By the use of the measuring platform TAPaC (tobacco-associated particulate matter emissions inside a car cabin), 3R4F reference cigarettes, Marlboro red, and Marlboro gold were smoked in a car interior with a volume of 3.709 m3. Seven different ventilation conditions (C1-C7) were analyzed. Under C1, all windows were closed. Under C2-C7, the car ventilation was turned on power level 2/4 with the air directed towards the windshield. Only the passenger side window was opened, where an outer placed fan could create an airstream speed of 15.9-17.4 km/h at one meter distance to simulate a driving car. C2: Window 10 cm opened. C3: Window 10 cm opened with the fan turned on. C4: Window half-opened. C5: Window half-opened with the fan turned on. C6: Window fully opened. C7: Window fully opened with the fan turned on. Cigarettes were remotely smoked by an automatic environmental tobacco smoke emitter and a cigarette smoking device. Depending on the ventilation condition the cigarettes emitted different mean PM concentrations after 10 min under condition C1 (PM10: 1272-1697 microg/m3, PM2.5: 1253-1659 microg/m3, PM1: 964-1263 microg/m3) under C2, C4, and C6 (PM10: 68.7-196.2 microg/m3, PM2.5: 68.2-194.7 microg/m3, PM1: 66.1-183.8 microg/m3) C3, C5, and C7 (PM10: 73.7-139 microg/m3, PM2.5: 72-137.9 microg/m3, PM1:68.9-131.9 microg/m3). Vehicle ventilation is insufficient to protect passengers from toxic second-hand smoke completely. Brand-specific variations of tobacco ingredients and mixtures markedly influence PM emissions under ventilation conditions. The most efficient ventilation mode to reduce PM exposure was achieved by opening the passenger's window 10 cm and turning the onboard ventilation on power level 2/4. In-vehicle smoking should be banned to preserve innocent risk groups (e.g., children) from harm.]]></description>
      <pubDate>Thu, 27 Jul 2023 16:55:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2190075</guid>
    </item>
    <item>
      <title>Transcriptional Responses to Altitude-Induced Hypoxia in Bronchial Epithelium, Broncho-alveolar Cells, and Blood Differ Between Smokers and Nonsmokers</title>
      <link>https://trid.trb.org/View/1866555</link>
      <description><![CDATA[The hypoxic environment of an aircraft cabin may exacerbate underlying health conditions related to respiratory ailments, including those induced by smoking.  In order to assay the differences between smokers and nonsmokers during flight, the authors analyzed the gene expression profiles of bronchial epithelium, alveolar cells, and blood in smokers and nonsmokers before, during, and after exposure in a hypobaric chamber to an 8,000‐ft cabin pressurization.  Unique transcriptional changes were observed between smokers and nonsmokers exposed to flight conditions.  Smoker bronchial epithelial cells exhibited inhibition of the hypoxic response and activation of cellular death pathways compared to nonsmokers.  Smoker alveolar cells displayed a mixed hypoxic regulatory profile and activation of cellular recruitment and inflammation pathways.  Smoker blood displayed very little difference to that of nonsmokers, but presented a restricted hypoxic response.  In summary, smokers exhibit an inhibition of the hypoxic response compared with nonsmokers during exposure to flight conditions, resulting in alternate cellular responses that may mitigate the inhibition of the hypoxic response.]]></description>
      <pubDate>Tue, 03 Aug 2021 15:31:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1866555</guid>
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    <item>
      <title>Exposure to car smoking among youth in seven cities across the European Union</title>
      <link>https://trid.trb.org/View/1765454</link>
      <description><![CDATA[Background: In the United States and Canada, cars were found to be a major source of harmful secondhand smoke (SHS) exposure among youth. Little is known about the magnitude of this public health problem in European countries. The authors study SHS exposure in vehicles among adolescents across seven cities of the European Union (EU), with a particular focus on socioeconomic characteristics and smoking in adolescents' social environment. Methods: Self-reported survey data on SHS exposure in cars during the past seven days was obtained from the 2016/17 cross-sectional SILNE-R study for 14- to 17year old adolescents in seven EU cities (N=10,481). The authors applied two multivariable logistic regression models with sociodemographic characteristics and mediating smoking-related factors. Results: SHS exposure in cars varied widely across the seven EU cities: 6% in Tampere (Finland), 12% in Dublin (Ireland), 15% in Amersfoort (the Netherlands), 19% in Hanover (Germany), 23% in Coimbra (Portugal), 36% in Namur (Belgium) and 43% in Latina (Italy). Low paternal (OR 1.65, CI95% 1.38-1.98) and maternal (OR 1.40, CI95% 1.16-1.68) educational levels and parental migration (OR 1.37, CI95% 1.14-1.64) backgrounds were correlated with SHS exposure in cars. Other correlates were one's own or peer smoking and environmental family factors, such as having at least one parental smoker (OR 4.04, CI95% 3.49-4.68) and partial smoking bans at home. Conclusions: In most of these seven cities, a considerable proportion of youth riding in cars, particularly those from disadvantaged and smoking-permissive backgrounds, is exposed to SHS in cars.]]></description>
      <pubDate>Mon, 22 Mar 2021 10:36:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765454</guid>
    </item>
    <item>
      <title>Parental Smoking and E-cigarette Use in Homes and Cars</title>
      <link>https://trid.trb.org/View/1669400</link>
      <description><![CDATA[This article reports on a study undertaken to evaluate parental smoking and e-cigarette (vaping) use in homes and automobiles.  The study also identified  factors associated with not having smoke-free or vape-free policies and how often smoke-free advice is offered at pediatric offices.  The authors conducted secondary analysis of interviews conducted with parents (n = 943) in 2017, in families whose children had visited five physician primary care practices participating in the Clinical Effort Against Secondhand Smoke Exposure trial.  Practices were located in Indiana, North Carolina, Ohio, Tennessee, and Virginia.  The study found that most users of both cigarettes and e-cigarettes had smoke-free home policies (63.8%) but fewer had a vape-free home policy (26.3%).  These dual users were also overall less likely than cigarette users to have a smoke-free car, vape-free home, or vape-free car.  The parental characteristics associated with not having smoke-free or vape-free home and car policies include smoking >=10 cigarettes per day, using e-cigarettes, and having a youngest child >10 years old. In addition, younger parents (ages 18 to 24 years) were less likely to have a home and car policy that prohibits vaping, compared with older parents. The study found that advice from the pediatrician on having a smoke-free home and car was provided only infrequently. The authors conclude with discussing the implications of this study, including that parents may perceive e-cigarette aerosol as safe for children.]]></description>
      <pubDate>Tue, 18 Feb 2020 10:19:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1669400</guid>
    </item>
    <item>
      <title>Prevalence and Correlates of Secondhand Smoke Exposure in the Home and in a Vehicle Among Youth in the United States</title>
      <link>https://trid.trb.org/View/1629471</link>
      <description><![CDATA[Private settings are major sources of secondhand smoke (SHS) exposure among youth. The authors measured prevalence and correlates of youth exposures to home and vehicle SHS. The 2016 National Youth Tobacco Survey of U.S. 6th–12th graders was analyzed (n = 20,675). Past-7-day home or vehicle SHS exposures were self-reported. Descriptive and multivariable analyses were performed on weighted data. Among all students, past-7-day SHS exposures were: vehicle (21.4%, 5.56 million); home (21.7%, 5.64 million); home or vehicle (29.0%, 7.50 million); vehicle and home (14.0%, 3.63 million). By household tobacco-use status, home or vehicle SHS exposure was: tobacco-free households, 8.4%; households with combustible-only tobacco users, 59.8%; households with smokeless tobacco/e-cigarette-only users, 21.8%; and households with combined tobacco products usage, 73.9%. Where only the youth respondent but no other household member(s) used tobacco, the measure of association (vs. tobacco-free households) was ~two-fold higher for vehicle SHS exposures (Adjusted Odds Ratio [AOR] = 6.09; 95% Confidence Interval [CI] = 4.93–7.54 than for home SHS exposures (AOR = 3.16; 95%CI = 2.35–4.25). Conversely, where only household member(s) but not the youth respondent used tobacco, the measure of association was over two-fold higher for home SHS exposures (AOR = 22.15; 95%CI = 19.12–25.67) than for vehicle SHS exposure (AOR = 7.91; 95%CI = 6.96–8.98). In summary, nearly one-third of U.S. youth (7.50 million) were exposed to either home or vehicle SHS. Among non-tobacco-using youth with tobacco-using household member(s), the home was a dominant SHS exposure source; among tobacco-using youth with non-tobacco-using household member(s), a vehicle was a dominant exposure source, possibly peers'. Smoke-free environments, including homes and cars, can reduce youth SHS exposure.]]></description>
      <pubDate>Mon, 22 Jul 2019 07:58:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1629471</guid>
    </item>
    <item>
      <title>Rules to Prohibit the Use of Electronic Vapor Products Inside Homes and Personal Vehicles among Adults in the U.S., 2017</title>
      <link>https://trid.trb.org/View/1531226</link>
      <description><![CDATA[Most U.S. adults have voluntary rules prohibiting the use of smoked tobacco products in their homes and vehicles. However, the prevalence of similar rules for electronic vapor products (EVPs) is uncertain. This study assessed the prevalence and correlates of rules prohibiting EVP use inside homes and vehicles. Data from a 2017 Internet-based panel survey of U.S. adults aged ≥18 years (n = 4107) were analyzed. For homes and vehicles, prevalence of reporting that EVP use was not allowed, partially allowed, fully allowed, or unknown was assessed overall and by covariates. Correlates of prohibiting EVP use was assessed by multivariable logistic regression. In homes, 58.6% of adults did not allow EVP use, 7.7% partially allowed use, 10.1% fully allowed use, and 23.6% were unsure of the rules. In vehicles, 63.8% of respondents did not allow EVP use, 6.0% partially allowed use, 8.9% fully allowed use, and 21.4% were unsure of the rules. Following multivariable adjustment, prohibiting EVP use inside homes and vehicles was more likely among respondents with higher income and education, and with a child aged <18 years. Users of EVPs and other tobacco products, and respondents living with users of EVPs and other tobacco products, were less likely to prohibit EVP use in these locations. These findings show that about 6 in 10 U.S. adults have rules prohibiting EVP use inside homes and vehicles, but variations exist by population subgroups. Voluntary smoke-free rules in homes and vehicles that include EVPs can help protect children and non-users from secondhand EVP aerosol exposure.]]></description>
      <pubDate>Fri, 21 Sep 2018 09:32:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1531226</guid>
    </item>
    <item>
      <title>Social disparities in children's exposure to secondhand smoke in privately owned vehicles</title>
      <link>https://trid.trb.org/View/1517687</link>
      <description><![CDATA[In this study, traffic was monitored from September to November 2011 at intersections in Montreal, Canada looking for vehicles with occupants smoking and child passengers. License plates were identified and linked with neighborhoods where the car was registered. Smoking was observed in 143 cars with child passengers or .7% of the 20,922 observed vehicles. Children being exposed to second hand smoke in vehicles were more likely to be traveling in cars registered to the most disadvantaged Montreal neighborhoods. Data in this study included month, day of week, hour, age of youngest child in vehicle, and socioeconomic grouping.]]></description>
      <pubDate>Mon, 17 Sep 2018 09:08:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1517687</guid>
    </item>
    <item>
      <title>Association of Water Pipe Smoking and Traffic Accidents</title>
      <link>https://trid.trb.org/View/1084216</link>
      <description><![CDATA[This paper shows how smokers are at risk of chronic diseases and that they experience increased risk of road traffic crash (RTC) compared to non-smokers. Water pipe smoking is a sort of tobacco use with an estimated 100 million daily smokers throughout the world including the Inited States, United Kingdom, Australia, Germany, Canada and Middle East. The objective of this paper was to examine whether water pipe smokers experience increased risk of RTC. A telephone survey was arranged over a random sample of Iranian drivers. Using a Poisson regression analysis, the association of the number of RTC during the last year and the drivers’ characteristics (age, gender, diabetes, cigarette or water pipe smoking, average daily drive time [DDT]) and vehicle characteristics (vehicle age, antilock braking systems) was evaluated. A total of 2,070 drivers were included and 14.9% reported at least one RTC during the last year. The paper showed that there was significant association between the number of RTCs and DDT, cigarette smoking and water pipe smoking after adjustment for other variables. The association of RTC with water pipe smoking was stronger than cigarette smoking. The prevalence of RTC in drivers who reported smoking cigarettes and water pipe was more than those who reported only water pipe smoking, which was more than those who smoked only cigarettes. The paper is among the first to show the association between water pipe smoking and the risk of RTC, yet the mechanisms of actions need to be studied further. Public health initiatives to increase awareness on the harms of water pipe smoking among male youngsters can decrease the burden of RTC.]]></description>
      <pubDate>Mon, 20 Dec 2010 08:24:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1084216</guid>
    </item>
    <item>
      <title>Measuring Air Quality to Protect Children from Secondhand Smoke in Cars</title>
      <link>https://trid.trb.org/View/815260</link>
      <description><![CDATA[Secondhand tobacco smoke (SHS) is a major, preventable contributor to acute and chronic adverse health outcomes that affect children disproportionately. The predominant source of SHS among children is domestic exposure, and while up to two thirds of U.S. households have car smoking bans, an unacceptable number of children remain vulnerable. To help promote more effective protection through legislation, health communication strategies, or behavioral interventions, data demonstrating the adverse effect of SHS on air quality in cars are needed. In this study, secondhand tobacco smoke in a motor vehicle under actual driving conditions was monitored by measuring respirable suspended particles (RSPs) of less than 2.5 microns in diameter, and carbon monoxide. Forty-five driving trials were conducted, using teams of volunteer drivers and smokers recruited from the general community. Three smoking conditions (nonsmoking baseline, active smoking, and immediate post-smoking period, each 5 minutes) were crossed with two ventilation conditions (windows open, closed) in a 3 × 2 within-sessions factorial design.  The highest mean observed RSP level was 271 micrograms per meter cubed, which is unsafe, particularly for children. Peak RSP levels were considerably higher. RSPs and carbon monoxide increased significantly from baseline after smoking, and these increases were greatest during the closed ventilation condition, compared with open ventilation.  The authors conclude that private passenger cars are a domestic environment with the potential to yield unsafe levels of SHS contaminants. These data may assist policymakers and health advocates to promote protective strategies to ensure smoke-free domestic environments for children.]]></description>
      <pubDate>Thu, 30 Aug 2007 12:36:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/815260</guid>
    </item>
    <item>
      <title>THE EFFECTS OF TOBACCO ON AVIATION SAFETY</title>
      <link>https://trid.trb.org/View/678177</link>
      <description><![CDATA[In 1976, the Federal Aviation Administration was petitioned to issue regulations that would prohibit all smoking in the cockpit during commercial flight operations and prohibit preflight smoking by flight crewmembers within 8 hours before commercial flight operations.  A review of the literature was conducted to determine the effects on pilot performance of carbon monoxide, nicotine, and smoking withdrawal.  The literature is confusing because it frequently contains the results of studies using nonsmokers, carbon monoxide only, estimated carboxyhemoglobin (COHb) levels, small and poorly ventilated chambers and discrimination tasks where spare capacity is not a factor.  Some frequently quoted results cannot be duplicated.  Significant changes in psychomotor and cardiovascular performance with COHb levels less than 10 percent are doubtful.  The records of 2,660 fatal general aviation aircraft accidents that occurred in 1973-1976 have been examined.  Toxicology reports are contained in 1,559 records, and 225 without fire had COHb levels greater than one percent.  Smoking was not identified as a causal factor but may have contributed to the cause of some of these accidents. However, the compound factors that were often found and the dire consequences are far less likely to occur in commercial air operations.  For some, withdrawal symptoms may occur and more than offset any benefits to aviation safety that are claimed for a ban on preflight and in-flight smoking.]]></description>
      <pubDate>Sat, 15 Nov 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/678177</guid>
    </item>
    <item>
      <title>THE EFFECTS OF CIGARETTE SMOKING ON THE RESPONSE TO STRESS IN A DRIVING SIMULATOR</title>
      <link>https://trid.trb.org/View/115521</link>
      <description><![CDATA[DETAILS ARE GIVEN OF EXPERIMENTS IN WHICH SOME BEHAVIORAL AND PHYSIOLOGICAL RESPONSES OF CIGARETTE SMOKERS AND NON-SMOKERS EXPOSED TO VARYING DEGREES OF STRESS IN A DRIVING SIMULATOR WERE COMPARED.  IT WAS FOUND THAT, WHEN THE SMOKERS WERE SMOKING A CIGARETTE, SOME OF THEIR REACTION TIMES TO LIGHT SIGNALS DIFFERED SIGNIFICANTLY FROM THOSE OF NON-SMOKERS, SOME BEING LONGER AND SOME SHORTER.  THESE DIFFERENCES DISAPPEARED WHEN THE SMOKERS WERE NOT SMOKING. OF THE PHYSIOLOGICAL MEASUREMENTS, ONLY HEART RATE DIFFERED SIGNIFICANTLY BETWEEN SMOKERS AND NON-SMOKERS, BEING HIGHER AT ALL LEVELS OF STRESS IN THE SMOKERS.  THERE WERE NO SIGNIFICANT DIFFERENCES IN BLOOD PRESSURE, CALF BLOOD FLOW AND RESPIRATION RATE BETWEEN SMOKERS AND NON-SMOKERS.  THE RESULTS OF THE CATTELL SIXTEEN PERSONALITY FACTOR QUESTIONNAIRE SHOWED THAT THE SMOKERS WERE SIGNIFICANTLY MORE EXTROVERTED AND SELF-RELIANT THAN THE NON-SMOKERS. THE RESULTS ARE DISCUSSED IN RELATION TO THE PHARMACOLOGY OF CIGARETTE SMOKING.  IT IS CONCLUDED THAT THE DIFFERENCES IN REACTION TIMES AND HEART RATES BETWEEN SMOKERS AND NON-SMOKERS WERE A CONSEQUENCE OF CIGARETTE SMOKING.  /TRRL/]]></description>
      <pubDate>Fri, 31 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115521</guid>
    </item>
    <item>
      <title>PASSIVE SMOKING ON COMMERCIAL AIRLINE FLIGHTS</title>
      <link>https://trid.trb.org/View/345099</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 31 May 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/345099</guid>
    </item>
    <item>
      <title>MARKERS OF EXPOSURE TO DIESEL EXHAUST IN RAILROAD WORKERS</title>
      <link>https://trid.trb.org/View/356790</link>
      <description><![CDATA[The study measured the exposure of railroad workers to diesel exhaust and environmental tobacco smoke by using personal air samples taken over two consecutive work shifts. Urine samples were collected from 87 subjects at the end of the study work shifts and were analyzed for markers of cigarette smoking (nicotine, cotitine) and for mutagenicity, using a sensitive microsuspension assay (Salmonella strain TA98 with or without S9 enzyme).  Among smokers, a dose-response relationship was observed between urinary mutagenicity and the number of cigarettes smoked on the study day.  After cigarette smoking was controlled for, no association was present between diesel exhaust exposure and urinary mutagenicity.  Among nonsmokers, detectable concentrations of mutagens were present in the urine, but no association could be found between markers of diesel exhaust or environmental tobacco smoke and urinary mutagenicity.  It was concluded that the mutagens associated with the levels of exposure to diesel exhaust or environmental tobacco smoke in the study were undetectable in the urine.]]></description>
      <pubDate>Mon, 30 Sep 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/356790</guid>
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