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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <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>Treatment Outcomes and Associated Factors among Road Traffic Injury Patients in Emergency Departments of Public Hospitals in Awi Zone Northwest Ethiopia</title>
      <link>https://trid.trb.org/View/2694328</link>
      <description><![CDATA[Globally, road traffic injuries (RTIs) cause numerous tragedies such as serious economic loss to the community and death of young people. In Ethiopia, a large proportion of serious injuries result from RTIs and have become major causes of death in hospitals. However, there is insufficient research conducted on treatment outcomes of road traffic injuries and associated factors in the study area. The primary aim of this study was to determine the magnitude of poor treatment outcomes and identify associated factors among patients in the emergency departments of public hospitals in Awi Zone, Northwest Ethiopia. A facility-based cross-sectional study was employed in Awi Zone public hospitals, northwest Ethiopia. With a sample of medical charts of 461 RTI patients were reviewed and data were collected between January 1, 2022 and June 30, 2024. Data were collected by using data collection checklist. Four nurses and one health officer were employed as data collector and supervisor respectively. Data were entered using Epi Data version 4.7 and cleaned, coded, and analyzed using SPSS version 27. Bivariate analysis was computed and variables with p-value < 0.25 were included in multi-variable logistic regression. The significant of statistical associations were tested using odds ratio and 95% confidence interval (CI) and p-value < 0.05. Finally, the results were presented in texts, tables, and graphs. For this study, 461 study subjects of RTIs victims were enrolled. Among these, 49 (10.6%) patients had poor treatment outcomes. Patients aged 31-50 years [AOR = 0.091, 95% CI: 0.019-0.443], patient age > 50 years [AOR = 0.114, 95% CI: 0.021-0.606], absence of complication [AOR: 0.021; CI: (0.002-0.208)], and patients who received first aid [AOR: 0.340; CI: (0.123-0.938)] were significantly associated with poor treatment outcomes. The study showed a high rate of prognosis but still the poor outcome was not underestimated. Age, absence of complications, and first aid service were statistically significant factors that affect treatment outcomes. Therefore, health care providers should prioritize those RTI victims with complication, not received first aid service, and younger age groups.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694328</guid>
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    <item>
      <title>Travel Time to Methadone Treatment Via Personal Vehicle Vs Public Transit</title>
      <link>https://trid.trb.org/View/2672660</link>
      <description><![CDATA[The requirement for in-person, often daily, attendance at opioid treatment programs (OTPs) makes travel times a barrier to methadone treatment. Research on methadone accessibility has primarily focused on travel via personal vehicle, and there is uncertainty about public transit travel time to methadone treatment. To estimate travel time via personal vehicle vs public transit to methadone treatment in the state of Connecticut. This cross-sectional study included geospatial analysis of median travel time to nearest OTP via personal vehicle and public transit from all census block groups (CBGs). This study took place in the state of Connecticut in 2023. Participants were all CBGs in Connecticut., Exposures: Participants were characterized by racial and ethnic demographics; household income; car ownership; urban, suburban, or rural designations; and per-capita opioid overdose deaths. The primary outcome was the median travel time to nearest OTP by via personal vehicle and public transit. Spatial error models using k-nearest neighbor spatial weight matrices were estimated to assess the associations between sociodemographic characteristics and travel times for each transportation mode (personal vehicle vs public transit) at the CBG level. From the centroids of the 2702 CBGs in Connecticut, the median (IQR) travel time to the closest OTP was 11.0 (7.5-16.3) minutes by personal vehicle and 41.7 (31.0-49.5) minutes via public transit, with 1431 CBGs (53%) lacking access to public transit or having high public transit times (>60 minutes or no trip available). Travel times via public transit increased along the urban-rural gradient and across CBGs with an increasing percentage of non-Hispanic White residents. Median (IQR) travel times to an OTP from the 489 CBGs with the highest per-capita overdose death rates were 8.2 (5.9-11.7) minutes by personal vehicle and 37.6 (27.8-48.5) minutes by public transit, with 166 (34%) lacking public transit access.  The findings of this cross-sectional study of barriers to access to methadone treatment suggest that areas with high overdose death rates, low car ownership, and high public transit travel times should be targets for interventions (e.g., mobile services or greater use of take-home doses for patients) to lower travel-based barriers to methadone. Current federal statutes and regulations governing methadone provision are the greatest barrier, as they directly require often daily transit to opioid treatment clinics. Reducing this barrier requires policy changes.]]></description>
      <pubDate>Tue, 19 May 2026 15:12:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672660</guid>
    </item>
    <item>
      <title>Access to hospitals for people with Alzheimer's disease and related dementias</title>
      <link>https://trid.trb.org/View/2681521</link>
      <description><![CDATA[Alzheimer's Disease and Related Dementias (ADRD) affects millions worldwide. Significant disparities exist in ADRD diagnosis and care, disproportionately impacting minority and socioeconomically vulnerable populations. In this study, the authors investigate the relationship between ADRD density and accessibility to hospitals. The authors identify underserved and overserved areas in Maryland based on diagnosed cases and mortality due to ADRD, focusing on geographic disparities in care.2023 Maryland ADRD patients were identified using ICD-10 codes. Accessibility was measured using the Kernel Density Two-Step Floating Catchment Area (KD2SFCA) method and sensitivity analysis. The Gini index and Mann-Whitney U were used to analyze disparities between urban and rural areas. Hot Spot Analysis Getis-Ord Gi∗ and local bivariate relationships analysis were applied to assess spatial correlations. Principal component analysis (PCA) was applied to calculate the health risk index. Hospital accessibility was unevenly distributed. Mortality rates from ADRD were higher in underserved areas with fewer hospitals. Hot spot analysis shows eastern and southern Maryland have zones with high mortality per population and per ADRD patient, surrounded by similarly high-rate zones. Central Maryland shows lower death rates per patient but more hospital facilities. In parts of the southeastern Maryland, higher-poverty areas are surrounded by zones with lower accessibility and higher health risk indices. Hospital accessibility is unevenly distributed, creating major rural disparities. Underserved regions in terms of access to hospitals, particularly in eastern and southern Maryland, exhibit high ADRD mortality rates despite low diagnosis rates. The observed discrepancy supports the hypothesis that a significant portion of the ADRD population in these regions may remain undiagnosed within the inpatient system or face barriers to timely care.]]></description>
      <pubDate>Tue, 07 Apr 2026 15:36:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681521</guid>
    </item>
    <item>
      <title>Scooter accidents in the megacity of Istanbul: An analysis of orthopedic injury trends and characteristics from a level I trauma center</title>
      <link>https://trid.trb.org/View/2655585</link>
      <description><![CDATA[This study aimed to analyze orthopedic injury patterns and characteristics resulting from scooter accidents in Istanbul, Turkey, focusing on trends related to time, day, season, and demographic factors. The authors conducted a retrospective analysis of 375 patients treated for scooter-related injuries at a Level I trauma center in Istanbul. The study period spanned the years of 2018 to 2023. Injuries were categorized by body region and treatment types were analyzed, including the need for surgical intervention and associated costs. Seasonal and temporal patterns of injuries were examined with specific attention to peak admission times and days of the week. The study population consisted of 250 male (66.7%) and 125 female patients (33.3%), with a mean age of 22.6years. Most injuries were due to low-energy trauma (86.4%), with only 13.6% resulting from high-energy trauma. The majority of patients had upper extremity injuries (45.1%), followed by lower extremity injuries (26.9%). Fractures were present in 57% of cases with common injuries including hand-wrist fractures (17.1%) and elbow fractures (13.9%). Surgical intervention was required for 10.9% of these patients and the remainder were treated conservatively. The mean cost for patients with fractures was significantly higher for those requiring surgical treatment ($602.28) compared to conservative management ($36.49, p=0.001). A peak in admissions was identified at 8:00PM, with significant injury rates observed on Mondays, Thursdays, Saturdays, and Sundays. Increased admissions were observed from May to September, with July being the busiest month. From 2018 to 2021; there was a 250–350% increase in scooter injuries, followed by a decrease in 2022 and 2023. Our study reveals a notable trend of increased scooter-related orthopedic injuries in Istanbul, particularly during late afternoon and evening hours and on weekends. The seasonal peak in injuries supports the association between warmer weather and higher scooter use on holidays and days off. The observed increase in injuries followed by a more recent decline may reflect changes in mobility patterns due to the COVID-19 pandemic. These results highlight the need for targeted preventive measures and safety interventions during peak times and seasons to reduce scooter-related injuries in urban settings.]]></description>
      <pubDate>Wed, 18 Feb 2026 08:53:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655585</guid>
    </item>
    <item>
      <title>Evaluation of a Bone Conducted Vibration Device Designed for Motion Sickness Mitigation</title>
      <link>https://trid.trb.org/View/2636018</link>
      <description><![CDATA[Historical and modern science has produced many remedies for motion sickness; however, few if any of these remedies have demonstrated successful mitigation without producing negative side effects. The purpose of this study was to determine if a newly created commercial bone conducted vibration (BCV) device could reduce motion sickness symptoms in a simulated visual and provocative motion flight environment.  Subjects (N = 12) passively experienced two 30-min, auto-pilot simulated flights in a motion-based simulator while wearing a BCV device during experimental or placebo conditions. Trial condition presentations were counterbalanced to control potential order effects with a minimum of 1 d between trials. During each trial, subjects completed a tracking task and verbally reported subjective motion sickness ratings every 2 min. After completion of each trial, a Motion Sickness Assessment Questionnaire (MSAQ) was administered.  No significant differences in overall MSAQ scores were observed between experimental (29.3 ± 19.4) and placebo (31.1 ± 17.4) BCV conditions. Significant differences in motion sickness scores were observed between the first (34.0 ± 17.6) and second (26.3 ± 18.4) trial sessions.  The commercial BCV device did not affect the presence or absence of motion sickness during placebo or experimental conditions and had no effect on tracking task performance. During the second trial session, MSAQ scores were lower and time to nausea and failure were longer; however, observed increases in motion tolerance during the second trial sessions likely resulted from sensory adaptation and appeared to be unrelated to the BCV device.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636018</guid>
    </item>
    <item>
      <title>Medical cannabis and driving in Australia: Results from the cannabis as medicine survey 2022–2023 (CAMS-22)</title>
      <link>https://trid.trb.org/View/2651554</link>
      <description><![CDATA[As access to medical cannabis continues to expand, understanding how patients perceive and respond to driving-related risks is important for road safety. The authors conducted a cross-sectional online survey of Australians using cannabis for a medical condition between December 2022 and April 2023. In addition to collecting demographic and clinical information, the authors assessed self-reported driving under the influence of cannabis (DUIC, defined here as ‘driving while high’), driving-related behaviors, and beliefs about impairment. Binary logistic regression was used to identify predictors of past-year DUIC. Of the 2,609 respondents who had driven in the past 12 months, 73 % (N = 1905) were accessing prescribed medicinal cannabis and 28.3 % (N = 750) reported DUIC. Several factors were associated with significantly increased odds of DUIC, including more frequent medical cannabis use, being male, using illicit and smoked cannabis, and believing that cannabis does not impair driving. The most common reason for DUIC was respondents thinking they were unimpaired (N = 518, 69.1 %). While 69 % (N = 1,790) reported that roadside drug testing deterred them from driving after cannabis use, 51 % (N = 1,340) also indicated it influenced their treatment decisions. These findings reaffirm trends identified in earlier CAMS studies and align with international literature demonstrating that perceived risk and enforcement significantly influence DUIC behavior. Efforts to reduce DUIC among medical cannabis users need to account for the nuances of therapeutic use, noting that high-visibility enforcement strategies like roadside drug testing can reduce risky behaviors but may also restrict treatment choices. Policymakers must strike a balance between road safety and equitable access to medical cannabis.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651554</guid>
    </item>
    <item>
      <title>A comparison of HIV pre-exposure prophylaxis accessibility by public transit- and drive-time in Dallas-Fort Worth, Texas, 2024</title>
      <link>https://trid.trb.org/View/2601909</link>
      <description><![CDATA[This article reports on a study that compared HIV pre-exposure prophylaxis accessibility by public transit- and drive-time in Dallas-Fort Worth, Texas, 2024.  The authors found that disparities exist between public transit- and driving-based HIV PrEP accessibility. Bayesian spatial modeling is used to link transit-based PrEP accessibility and SDOH. Residents in areas with higher new HIV diagnosis rates or socioeconomic deprivation have better PrEP accessibility by transit. Residents in areas with higher percentages of Black or Hispanic populations have lower PrEP accessibility by transit.]]></description>
      <pubDate>Tue, 18 Nov 2025 09:30:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601909</guid>
    </item>
    <item>
      <title>Hormones and Biomarkers in Student Pilots Before and After Rehabilitation from Airsickness</title>
      <link>https://trid.trb.org/View/2611103</link>
      <description><![CDATA[Airsickness (AS) affects many aviators and has been associated with hormonal and other biomarker variations. An analysis of hormones and biomarkers potentially predicting an individual’s adaptation to AS was performed. Plasma levels of vasopressin, cortisol, ghrelin, C-reactive protein, substance P, antioxidant capacity, and 15-F2tisoprostane were analyzed in seven student pilots (five men and two women) affected with incapacitating AS and undergoing a rehabilitation program. Peripheral blood was sampled before and after a nauseogenic Coriolis Stress Test (CST) at the beginning and end of rehabilitation.  All individuals were sensitive and vomited upon initial CST, while no symptoms were provoked by the final one. No significant differences between men and women were observed. After return to real flight activity, one man was still affected with AS (fail case). Higher levels of vasopressin and ghrelin were detected in this individual before the initial CST, with respect to the rest of the sample. A cortisol peak was observed in all subjects after the initial CST (average from 6288–29,861 pg · mL-1), but only in the fail case at the final CST (from 10,040–63,050 pg · mL-1). No relevant changes were observed for C-reactive protein, substance P, and antioxidant capacity, but 15-F2t-isoprostane was significantly reduced after rehabilitation in all subjects with respect to the first recording.  Although various hormonal/biomarker changes can be observed during rehabilitation from AS, cortisol plasma levels were noted as a potentially promising parameter for predicting the success of desensitization.]]></description>
      <pubDate>Mon, 20 Oct 2025 13:38:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611103</guid>
    </item>
    <item>
      <title>Performance of Fluid Infusion Systems in the Changing Atmospheric Pressures Encountered in Aviation</title>
      <link>https://trid.trb.org/View/2543226</link>
      <description><![CDATA[With the increasing use of aeromedical transport for critically ill patients, it is essential to understand the impact of pressure changes on drug infusion delivery systems. As airplanes ascend and descend, gases/bubbles are released from solutions when ambient pressure decreases and dissolves when pressure increases. This may affect mechanical fluid delivery systems and cause clinically significant changes, especially within a critical care setting.  the authors aimed to evaluate the impact of pressure changes on volumetric pumps and syringe drivers. An in vitro study of six volumetric pumps and eight syringe drivers was conducted in a hypobaric chamber to mimic pressure changes during flights. Infusion devices were set to deliver water at 0.2 ml ⋅ h−1 and infused volumes were measured. There were 15 open-ended syringes also studied. During ascent, syringe drivers and volumetric pumps over-delivered 173 µL and 38 µL of fluid. During descent, syringe drivers under-delivered by 166 µL, whereas volumetric pumps under-delivered by 9 µL. Syringe drivers experienced statistically significant changes in fluid delivery during both ascent and descent. In volumetric pumps, only the descent phase infusion differed significantly from other phases. The volume of fluid expansion is dependent on volume and the mechanical properties of the fluid. Decreasing ambient pressure causes bubble formation, which displaces fluid, and increasing ambient pressure causes bubble reabsorption in mechanical infusion devices. Hence, atmospheric pressure changes during air travel may alter fluid delivery from medical fluid delivery systems and affect critically ill patients who require both aeromedical evacuation and accurate infusion of drugs.]]></description>
      <pubDate>Mon, 19 May 2025 09:11:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2543226</guid>
    </item>
    <item>
      <title>Attention Deficit/Hyperactivity Disorder Assessment and Aviation Safety Using Major Depression as a Reference</title>
      <link>https://trid.trb.org/View/2470565</link>
      <description><![CDATA[Attention deficit/hyperactivity disorder (ADHD) in pilots is considered a threat to flight safety. The U.S. Federal Aviation Administration has recently revised assessment pathways for applicants with attentional problems because of an increasing recognition that ADHD is a clinical condition with a broad symptom spectrum; some individuals may have a historical diagnosis which has been in remission for several years, while others may be using psychostimulants to enhance mental focus. This commentary compares major depression as a reference and its Federal Aviation Administration certification/clearance policy with those policies associated with ADHD. Major depression can be considered a model example of a mental disorder where appropriate treatment strategies such as medication have been demonstrated not to have adverse effects upon aviation safety. The authors wish to highlight that when reviewing certification and assessment practice guidelines for the assessment of pilots with ADHD, decisions must be based upon robust scientific evidence that has been obtained in aviation.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:35:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470565</guid>
    </item>
    <item>
      <title>Investigating factors influencing hospital admissions of injured road users</title>
      <link>https://trid.trb.org/View/2509116</link>
      <description><![CDATA[In the realm of road safety research, understanding the multifaceted factors influencing the number of injured individuals admitted to hospitals is paramount for effective policy-making and intervention strategies. This paper delves into this critical area by harnessing machine learning techniques to analyse historical road injury data (2011-2021) collected by the Australian Institute of Health and Welfare (AIHW). Specifically, the study investigates the impact of various factors, including personal characteristics such as gender and age, as well as locational factors such as urban and regional settings, on both the frequency and duration of hospital length of stay for injured road users. Through the utilisation of machine learning techniques, this research endeavors to unveil intricate patterns and relationships within the dataset.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509116</guid>
    </item>
    <item>
      <title>A qualitative exploration of the management of impaired driving in medicinal cannabis patients</title>
      <link>https://trid.trb.org/View/2481723</link>
      <description><![CDATA[This study aimed to identify the strategies that medicinal cannabis patients employ to manage the risk of impaired driving, and the etiological factors that influence the use of these strategies. A sample of medicinal cannabis patients (N = 58) from Queensland, Australia, participated in qualitative interviews. Thematic analysis revealed that medicinal cannabis patients employ a variety of strategies to mitigate impaired driving risk, despite commonly reporting driving after the recent use of cannabis. These strategies included the subjective assessment of impairment, waiting a specific post-consumption time-period, regulating cannabis consumption and driving behavior, and adjusting on-road driving behavior. Perceptions of safety, deterrence mechanisms, knowledge, and the perceived right and need to drive all influenced the extent and type of risk management undertaken. The implications of these findings for policy, enforcement, and future research surrounding medicinal cannabis and driving are discussed.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2481723</guid>
    </item>
    <item>
      <title>The acute effects of vaporized cannabis on drivers’ hazard perception and risk-taking behaviors in medicinal patients: A within-subjects experiment</title>
      <link>https://trid.trb.org/View/2480466</link>
      <description><![CDATA[As the medically prescribed use of cannabis flower continues to increase, there is a need to understand how vaporized cannabis can acutely affect driving-related skills and risk-taking behaviors in medicinal populations. Given this, the present study examined the acute effects of vaporized cannabis flower on measures of hazard perception, driving-related risk-taking behaviors, and subjective perceptions of driving skills in a sample of adult medicinal cannabis patients. Participants (N = 38, M age = 43) attended both a baseline (no cannabis) and intervention appointment (with cannabis consumption), where they completed video-based tasks and self-report measures of driving ability. After vaporizing one dose of their prescribed cannabis flower, participants exhibited no significant changes in performance on any of the video-based tasks (hazard perception skill, gap acceptance, following distance or speed) compared to baseline. However, cannabis consumption resulted in significant reductions in perceived hazard perception task performance and on-road traffic conflict prediction ability. Furthermore, there was a lack of association between objective and subjective hazard perception performance at both time points. These results suggest that while acute prescribed cannabis consumption may reduce appraisals of selected skills, overall hazard perception ability and driving-related risk-taking behavior may remain unchanged.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2480466</guid>
    </item>
    <item>
      <title>Ridesharing and substance use disorder treatment</title>
      <link>https://trid.trb.org/View/2488073</link>
      <description><![CDATA[The authors examine whether ridesharing provides a meaningful transportation alternative for those who require ongoing healthcare. Specifically, the authors combine variation in UberX entry across the U.S. with the Treatment Episode Data Set to estimate the effect of ridesharing on admissions to substance use disorder treatment. People needing such treatment report transportation as a barrier to receiving care. The authors find that UberX entry into a Core Based Statistical Area has no effect on the overall number of treatment admissions. However, the authors find a decline in non-intensive outpatient treatment which is fully offset by an increase in intensive outpatient treatment. Given the required relative frequency of non-intensive and intensive outpatient treatment in terms of visits per week, the findings indicate that UberX helps to reduce transportation barriers to accessing healthcare. Event-studies show parallel trends in outcomes before UberX entry and results are robust to numerous sensitivity checks.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2488073</guid>
    </item>
    <item>
      <title>Chest compression quality decreases in hypoxic conditions simulating an airliner cabin at cruising altitude: A randomized, controlled, double-blind Manikin Study</title>
      <link>https://trid.trb.org/View/2449408</link>
      <description><![CDATA[Air traveler numbers are predicted to reach 4.0 billion in 2024. Between 1/15,000-50,000 passengers will experience acute medical problems inflight with cardiac arrests requiring cardiopulmonary resuscitation (CPR) accounting for 0.3% of medical emergencies. Hypoxia in airplane cabins could impair oxygenation and physical performance of caregivers. The authors conducted a randomized controlled, double-blind study to test the hypothesis that hypoxia decreases the effectiveness in performing CPR. The authors randomized 24 healthcare professionals to two different study arms, each consisting of two conditions: arm (1) 'hypoxia (FiO2 15%, equivalent to 2400 m altitude)' versus 'normoxia'; arm (2) 'hypoxia + supplemental oxygen' versus 'normoxia + supplemental oxygen'. The order of conditions was counterbalanced and a minimum wash-out period of 24 h was granted between conditions. In each condition participants performed a 5-min cardiac compression only CPR (CCO-CPR) using a full-body manikin after one, three and six hours in an altitude chamber. Mixed ANOVAs with post-hoc false-discovery-rate adjusted pairwise comparisons indicated that although compression frequency was maintained, the number of compressions with correct depth was decreased at all times during hypoxia compared to normoxia (all p < 0.002). After 6 h hypoxia exposure, mean compression depth was below the recommended compression depth defined by ERC/AHA guidelines and reduced compared to normoxia (42.4 +/- 12.6 mm vs. 54.6 +/- 4.3 mm, p < 0.0001). Supplemental oxygen during CCO-CPR in hypoxia prevented the decrease of compression-depth (55.3 +/- 3 mm). Extended hypoxia exposure akin to conditions in airplane cabins can reduce quality of chest compressions during CPR. Supplemental oxygen for healthcare providers is an effective countermeasure.]]></description>
      <pubDate>Fri, 22 Nov 2024 14:27:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2449408</guid>
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