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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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      <title>SUBLETHAL INJURY PATTERNS IN THE BABOON RESTRAINED WITH A THREE-POINT HARNESS (-GX IMPACT)</title>
      <link>https://trid.trb.org/View/48802</link>
      <description><![CDATA[Tests were conducted with adult male baboon subjects restrained in a three-point restraint harness designed to provide impact protection in the -Gx direction. The objective of the research was to identify the first modes of injury with variations of the webbing properties of this harness and not the maximum G level that can be tolerated. The tests revealed the first modes of injury associated with the lap belt portion of the restraint and the first modes associated with the shoulder strap. Pathology was rated using the Abbreviated Injury Scale. Impact levels were 30, 40 and 50 G at velocities ranging from 47.3 to 67.5 feet per second. Five types of harness materials were used. Suggestions were made for improving the harness configuration and the need to develop new response measures was identified.]]></description>
      <pubDate>Tue, 17 Jun 2003 00:00:00 GMT</pubDate>
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      <title>DYNAMIC RESPONSE OF HUMAN AND PRIMATE HEAD AND NECK TO +GY IMPACT ACCELERATION</title>
      <link>https://trid.trb.org/View/57807</link>
      <description><![CDATA[The report presents the first study of human and chimpanzee response to lateral (+Gy) impact acceleration with three dimensional inertial instrumentation of the head and of the first thoracic vertebral (T1) body. Thirty-four human experiments using six volunteers are reported. The experiments ranged from 2 G to 7.5G peak sled acceleration. Twelve chimpanzee experiments with head and T1 measurement systems identical to those used on human subjects were conducted, and ranged from 6 G to 20 G peak sled acceleration. The data for all experiments are presented. The human lateral response is considerably different from the -Gx response previously reported. There are also major differences between human and chimpanzee response. The implications of the data for modeling and the validation of such models are discussed.]]></description>
      <pubDate>Fri, 07 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57807</guid>
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      <title>CARDIORESPIRATORY ASSESSMENT OF 24-HOUR CRASH-DIET EFFECTS ON ALTITUDE, +GZ, AD FATIGUE TOLERANCES</title>
      <link>https://trid.trb.org/View/171546</link>
      <description><![CDATA[Eleven male surrogates of general aviation pilots, 25-40 years old, were tested for altitude, +Gz, and fatigue tolerances with and without previous fasting for 24 h. Testing included 2 min of lower body negative pressure (LBNP) at -40 torr (equivalent to +2Gz) after 118 min at 3,810 m chamber altitude and, after returning to ground level pressure, ergometry of 50 watts (W) for 6 min. The fast had no statistically significant effect on altitude and fatigue tolerances. One subject, who tolerated 2 min of LBNP in the nonfasting condition, lost useful consciousness during this test in the fasting condition. Although the remaining 10 subjects tolerated 2 min of LBNP in both fasting and nonfasting conditions without statistically significant differences in quantitated parameters, 2 of them during fasting manifested symptoms usually associated with impending syncope. Pilots should be informed that a 24-h fast may reduce the margin for safe tolerance of > or = +2Gz flight maneuvers. (Author)]]></description>
      <pubDate>Wed, 29 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171546</guid>
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      <title>TOLERANCE OF THE HEAD AND NECK TO -GX INERTIAL LOADING OF THE HEAD</title>
      <link>https://trid.trb.org/View/169177</link>
      <description><![CDATA[The purpose of this investigation has been threefold: (1) to review the literature for experimental results which either contribute quantitative tolerance data or data supporting mechanisms or criteria of injury; (2) develop new methods of investigating neck response to indirect loading; (3) further refine a mathematical neck model. It has been found that retinal hemorrhage or mild concussion were the threshold injuries produced in forward facing harnessed individuals subjected to 39-45 g sled acceleration impulses lasting on the order of 0.270 ms depending on head-neck orientation. On the other hand, field collision data indicates insignificant head-neck injuries of belted passengers from purely inertial loading of the head due to collisions at highway automotive speeds. However, in abrupt neck stretch experiments with cats it has been found that neck stretch and possible odontoid process - cord interaction are related to unconsciousness in this species. Tetanizing the cervical muscles reduced the incidence of 'concussion' symptoms produced in this animal. Collars on monkeys subjected to flexion producing occipital impacts, were reported to provide concussion protection. While no clear picture of tolerable levels or even criteria of injury can be pulled out of this array of evidence, it is clear that until the problem can be better defined, relative motion between head and neck and a position which will minimize stretch in the retinal attachments should be part of protective systems, where feasible, when abrupt -G(x) can be anticipated.]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/169177</guid>
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    <item>
      <title>COMFORT CRITERIA FOR PASSENGERS OF RAPID TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/69602</link>
      <description><![CDATA[The possibility of determining a common comfort limit for passengers traveling on rapid transit systems was investigated. The impairment of comfort by mechanical vibrations is discussed for low frequencies and the supine, sitting, and standing position. The effects of linear acceleration on comfort are reviewed.]]></description>
      <pubDate>Sun, 26 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69602</guid>
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      <title>PRELIMINARY DESIGN STUDIES OF MAGNETIC SUSPENSIONS FOR HIGH SPEED GROUND TRANSPORTATION. VOLUME II, EXPERIMENTAL RIDE SIMULATION STUDIES</title>
      <link>https://trid.trb.org/View/14250</link>
      <description><![CDATA[The report describes an experimental program using human subjects to evaluate the ride quality resulting from specific suspension strategies, and to compare these with a standard ride. The study is part of a more general task to learn how to isolate guideway irregularities from high speed ground vehicles to insure passenger comfort. The results of the study show the following: A ride evaluation by different individuals is a meaningful approach; the discomfort index criterion is roughly correct but has some limitations; the standard ride which was used for comparison, namely, the DOT ride quality specification, is not a particularly good ride; and magnetic suspensions operating on a moderately smooth guideway at 483 km/hr will require active control in order to produce ride quality approaching that of a jet aircraft on a quiet day.]]></description>
      <pubDate>Wed, 25 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14250</guid>
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      <title>EFFECT OF VIBRATION DURATION ON HUMAN DISCOMFORT</title>
      <link>https://trid.trb.org/View/77991</link>
      <description><![CDATA[The duration effects of random vertical vibration on passenger discomfort were studied in a simulated section of an aircraft cabin configured to seat six persons in tourist-class style. Variables of the study included time of exposure (0.25 min to 60 min) and the rms amplitude of vibration (0.025g to 0.100g). The vibrations had a white noise spectrum with a bandwidth of 10 Hz centered at 5 Hz. Data indicate that the discomfort threshold occurred at an rms vertical acceleration level of 0.027g for all durations of vibration. However, for acceleration levels that exceeded the discomfort threshold, a systematic decrease in discomfort occurred as a function of increasing duration of vibration. For the range of accelerations used, the magnitude of the discomfort decrement was shown to be independent of acceleration level. The results suggest that discomfort from vertical vibration applied in the frequency range at which humans are most sensitive decreases with longer exposure, which is the opposite of the recommendation of the International Standard ISO 2631-1974 (E) Guide for the Evaluation of Human Exposure to Whole-Body Vibration.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77991</guid>
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      <title>SELECTED DESIGN PARAMETERS FOR RECLINING SEATS BASED ON ENGINEERING ANTHROPOMETRY</title>
      <link>https://trid.trb.org/View/69544</link>
      <description><![CDATA[This report discusses selected engineering anthropometric design criteria for reclining cockpit seats. The reclining back-rest positions selected were 13, 27, 51 and 65 deg from the vertical line through the seat reference point (SRP). Two seat pan angles of 10 and 20 deg were utilized. Three seating components were considered in this report, these are: the head rest, arm rest, and foot rest. The specific engineering anthropometric design parameters addressed were: the head rest hinge point location, arm rest location and orientation in space as the seat reclines, location of foot rests and the synchronization of arm rest movement with back rest inclination. (Author)]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69544</guid>
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    <item>
      <title>BRIDGE VIBRATION STUDY</title>
      <link>https://trid.trb.org/View/42586</link>
      <description><![CDATA[The report describes the preparation and initial field testing of highway bridges in Indiana. The ultimate objectives of the study are the establishment and implementation of a practical bridge design technique which will directly regulate the dynamic response characteristics of bridge structures and the establishment of a reasonable set of design criteria for human tolerance to bridge motions. A representative sample of 60 bridges in Indiana were selected from a master computer file. The effects of a standard test vehicle in addition to the typical traffic loading were measured using accelerometers and reflection gauges. A survey of human response to the motion was conducted in conjunction with the testing.]]></description>
      <pubDate>Thu, 22 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42586</guid>
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    <item>
      <title>HUMAN COMFORT RESPONSE TO RANDOM MOTIONS WITH A DOMINANT LONGITUDINAL MOTION</title>
      <link>https://trid.trb.org/View/30340</link>
      <description><![CDATA[Subjective ride comfort response ratings were measured on the Langley Visual Motion Simulator with longitudinal acceleration inputs with various power spectra shapes and magnitudes. The results show only little influence of spectra shape on comfort response. The effects of magnitude on comfort response indicate the applicability of psychophysical precepts for comfort modeling. (Author)]]></description>
      <pubDate>Wed, 04 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30340</guid>
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