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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Perceived discomfort and neuromuscular fatigue during long-duration real driving with different car seats</title>
      <link>https://trid.trb.org/View/2085685</link>
      <description><![CDATA[Identification of the seat features that could improve driving experience is a main issue for automotive companies. Long duration real driving sessions were performed to assess the effect of three seats (soft–S₁, firm–S₂ and suspended–S₃) on perceived discomfort and neuromuscular fatigue (NMF). For each seat, the muscular activity of bilateral Trapezius Descendens (TD), Erector Spinae (ES) and Multifidus (MF) muscles of twenty-one participants was recorded during real driving sessions of 3-hours each lasting approximately 3 hours and following the same itinerary. During each driving session, participants were also regularly asked to self-evaluate their level of whole-body and local discomfort. In addition, an endurance static test (EST) was performed before (ESTpre) and after (ESTpost) each driving session to assess the seat effect on physical capacity. Whole-body discomfort increased with driving time for all seats, but this increase became significant latter for S₃. The highest scores of local discomfort occurred for neck and lower back. Contrary to S₁ and S₂, the duration of ESTpost was not significantly lower compared to ESTpre with the S₃. Interestingly, muscular activity of S₁ remained stable throughout the driving task which could be attributed to sustained muscular contraction, while muscular recruitment adjustments occurred for S₂ and S₃ from 1H00 of driving. This muscular compensation concerns mostly the right side for S₂ and S₃ but with different profiles. On the left side, the muscular adjustments concern only the MF with S₂ and the ES with S₃. Overall, tbe authors' results demonstrated that S₃ could be considered as the most suitable seat to delay discomfort and NMF appearance.]]></description>
      <pubDate>Thu, 02 Feb 2023 09:22:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2085685</guid>
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    <item>
      <title>Comparison of Control Strategies for the Cervical Muscles of an Average Female Head-Neck Finite Element Model</title>
      <link>https://trid.trb.org/View/1688179</link>
      <description><![CDATA[ViVA OpenHBM is the first open source Human Body Model (HBM) for crash safety assessment. It represents an average size (50th percentile) female and was created to assess whiplash protection systems in a car. To increase the biofidelity of the current model, further enhancements are being made by implementing muscle reflex response capabilities as cervical muscles alter the head and neck kinematics of the occupant during low-speed rear crashes. The objective of this study was to assess how different neck muscle activation control strategies affect head-neck kinematics in low speed rear impacts. The VIVA OpenHBM head-neck model, previously validated to PMHS data, was used for this study. To represent the 34 cervical muscles, 129 beam elements with Hill-type material models were used. Two different muscle activation control strategies were implemented: a control strategy to mimic neural feedback from the vestibular system and a control strategy to represent displacement feedback from muscle spindles. To identify control gain values for these controller strategies, parameter calibrations were conducted using optimization. The objective of these optimizations was to match the head linear and angular displacements measured in volunteer tests. Muscle activation changed the head kinematics by reducing the peak linear displacements, as compared to the model without muscle activation. For the muscle activation model mimicking the human vestibular system, a good agreement was observed for the horizontal head translation. However, in the vertical direction there was a discrepancy of head kinematic response caused by buckling of the cervical spine. In the model with a control strategy that represents muscle spindle feedback, improvements in translational head kinematics were observed and less cervical spine buckling was observed. Although, the overall kinematic responses were better in the first strategy. Both muscle control strategies improved the head kinematics compared to the passive model and comparable to the volunteer kinematics responses with overall better agreement achieved by the model with active muscles mimicking the human vestibular system.]]></description>
      <pubDate>Mon, 20 Apr 2020 10:56:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1688179</guid>
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    <item>
      <title>Characterization of the Motion of Booster-Seated Children During Simulated In-Vehicle Precrash Maneuvers</title>
      <link>https://trid.trb.org/View/1688138</link>
      <description><![CDATA[Precrash occupant motion may affect head and trunk position and restraint performance in a subsequent crash, particularly for young children. Others have studied seat belt–restrained adult drivers and adult and adolescent passengers in precrash maneuvers. For younger children, optimal restraint includes a belt-positioning booster seat, which in precrash maneuvers may contribute in unique ways to the overall body motion. Therefore, the objective of this study was to quantify booster-seated child occupant kinematic, kinetic, and muscle responses during precrash maneuvers and characterize booster movement with respect to the overall occupant kinematics. Vehicle maneuver tests were conducted with a recent model year sedan at the Transportation Research Center Inc. (TRC, Marysville, Ohio). Three precrash vehicle maneuvers were simulated: Automated and manual emergency braking (AEB and MEB) and oscillatory swerving or slalom (SLA). Each maneuver was repeated twice for each participant. Seven 6- to 8-year-old booster-seated children participated in the study and all subjects were seated in the right rear seat. Vehicle dynamics (i.e., motion, position, and orientation) were measured with an inertial and Global Positioning System navigation system (Oxford RT 3003). Kinematic data from human volunteers were collected with an 8-camera 3D motion capture system (Optitrack Prime 13 200 Hz, NaturalPoint, Inc.). Photoreflective markers were placed on participants’ head and trunk. Electromyography (EMG; Trigno EMG Wireless Delsys, Inc., 2,000 Hz) sensors were placed on bilateral muscles predicted to be most likely involved in bracing behaviors. Children demonstrated greater head and trunk velocity in MEB (head 123.7 ± 13.1 cm/s, trunk 77.6 ± 14.1 cm/s) compared to AEB (head 45.31 ± 11.5 cm/s, trunk 27.1 ± 5.5 cm/s; P < .001). Participants also showed greater head motion in MEB (18.9 ± 1.4 cm) vs. AEB (15.1 ± 4.8 cm) but the differences were not statistically significant (P < .1). Overall, the booster seats themselves did not move substantially (<3 cm) in the braking maneuvers. During the SLA, however, the booster seat moved laterally up to 5 cm in several subjects, contributing substantially to peak trunk (6.5–14.0 cm) and head (9.9–21.4 cm) excursion during the maneuver. Booster-seated children also exhibited a greater activation of biceps and deltoid muscles and abdominal and middle trapezii muscles than the sternocleidomastoids during these maneuvers. The quantification of booster seat motion and neuromuscular control and the relationship between kinematics and muscle activation in booster-seated children in precrash maneuvers provides important data on the transition between the precrash and crash phases for this young age group and may help identify opportunities for interventions that integrate active and passive safety.]]></description>
      <pubDate>Mon, 20 Apr 2020 10:56:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1688138</guid>
    </item>
    <item>
      <title>Determination of Critical Time Points in Non-Collision Incidents of Elderly Passengers in Standing Position on Urban Bus</title>
      <link>https://trid.trb.org/View/1693812</link>
      <description><![CDATA[Due to the reduced physical ability of elderly, the occurrence of non-collision incidents is higher for these passengers in standing position. Therefore, the purpose of the present study is to determine the critical time points of non-collision incidents using the level of leg muscle activity in elderly standing passengers on urban bus. To determine the critical time points in the occurrence of non-collision incidents, the level of muscular activity of the standing passengers was analyzed using a surface electromyography (surface EMG) device during the movement scenario of the bus. The results of assessing the leg muscle activity was analyzed in SPSS software. The contraction pattern of the leg muscles in standing passengers was consistent with Newton’s First Law. The results showed that the level of muscular activity decreased in the right leg muscles when changing the phase of bus motion from acceleration to constant velocity. This level of muscular activity in the left leg muscles increased when constant velocity changed to deceleration. These changes were quite significant in the medial gastrocnemius and soleus muscles (P < 0.05). According to these findings, it was found that the acceleration and deceleration phases, especially the starting and changing phases of bus motion, are the most critical time points in the occurrence of non-collision incidents in elderly standing passengers on urban bus.]]></description>
      <pubDate>Fri, 17 Apr 2020 09:35:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693812</guid>
    </item>
    <item>
      <title>Predictive Variables for Musculoskeletal Problems in Professional Drivers</title>
      <link>https://trid.trb.org/View/1631859</link>
      <description><![CDATA[Professional drivers are considered prone to health risks with a high prevalence of diverse types of pain. Several authors have analyzed how certain work characteristics can produce musculoskeletal disorders in professional drivers. Drivers usually report back pain as a stressor, but they also report pain in areas such as the neck, shoulders and knees. Physical agents (vibrations and noise), postural stress, high density of traffic, numerous and frequent tasks put professional drivers at high risk of musculoskeletal disorders, fatigue, effects on drivers’ mental health. For this reason, the authors have conducted a predictive study to analyze variables that may be predictors of stress in driving. In the present work the authors develop a predictive model for musculoskeletal disorders in professional drivers that uses the following indicators: Age, Gender, Seat Comfort, Seat Suspension, Adjustable Lumbar Support for the driver's seat, Driving Hours, Sleep Quality, Driver Stress, Irritation, Hardiness, Burnout, Safety Behaviors and Impulsivity. Participants in the study were 372 professional drivers from various transport sectors recruited via non-probabilistic sampling. For this study the authors used the SPSS 25.0 program. The variables to predict trunk musculoskeletal problems were: Psychophysiological Disorders, Challenge, and ME Extremities. These variables account for 30.6% of the criterion variable's variance. The variables to predict musculoskeletal problems of the extremities were: Psychophysiological Disorders, ME Truck, Cognitive Irritation, Seat Suspension, Hours, Cynicism and Emotional Irritation. These variables account for 34.3% of the criterion variable's variance. The best predictor was Psychophysiological Disorders. This study helps to extend knowledge of musculoskeletal disorders with the aim of improving the health of professional drivers. The results highlight the importance of designing individual interventions to reduce the incidence of musculoskeletal problems in professional drivers. This would provide greater well-being and lead to a reduction in sick leave.]]></description>
      <pubDate>Mon, 22 Jul 2019 07:58:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1631859</guid>
    </item>
    <item>
      <title>PARATRANSIT ELIGIBILITY: BETTER TRAINING MEANS BETTER DECISIONS</title>
      <link>https://trid.trb.org/View/704381</link>
      <description><![CDATA[The Americans with Disability Act (ADA) paratransit services are intended to be available for people who are determined to be eligible for those services.  The eligibility criteria is defined in the ADA and in the Code of Federal Regulations.  The article argues that many eligibility decisions are made with little understanding of the applicant's diagnosis and treatment plan. Spotlighted are some important issues for which an eligibility team should be prepared. The following issues are considered imperative and should be addressed in a training program:  fixed route and paratransit travel; mobility devices; orientation and mobility; the ADA; physical therapy; mental health issues; sensitivity training; respiratory concerns; pharmacology issues; reference manual use; oncology and transplant patients; aggression management; infection control; cerebral palsy/spina bifida/muscle disorders; traumatic brain injuries; and diabetes.]]></description>
      <pubDate>Sat, 24 Jul 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/704381</guid>
    </item>
    <item>
      <title>THE EFFECT OF POSTMORTEM TIME AND FREEZER STORAGE ON THE MECHANICAL PROPERTIES OF SKELETAL MUSCLE</title>
      <link>https://trid.trb.org/View/514607</link>
      <description><![CDATA[Data is currently lacking to define the state of skeletal muscle properties within the cadaver. This study sought to define changes in the postmortem properties of skeletal muscle as a function of mechanical loading and freezer storage. The tibialis anterior of the New Zealand White rabbit was chosen for study. Modulus and no-load strain were found to vary greatly from live after 8 hours postmortem. Following the dynamic changes that occur at the onset and during rigor mortis, a semi-stable region of postmortem, post-rigor properties occurred between 36 to 72 hours postmortem. A freeze-thaw process was not found to have a significant effect on the post-rigor response. The first loading cycle response of post-rigor muscle was unrepeatable but stiffer than live passive muscle. After preconditioning, the post-rigor muscle response was repeatable but significantly less stiff than live passive muscle due to an increase in no-load strain. Failure properties of postmortem muscle were found to be significantly different than live passive muscle with significant decreases in failure stress (61%) and energy (81%), while failure strain was unchanged. Results suggest that the post-rigor response of cadaver muscle is unaffected by freezing but sensitive to even a few cycles of mechanical loading.]]></description>
      <pubDate>Thu, 21 Dec 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/514607</guid>
    </item>
    <item>
      <title>PRESERVING MOBILITY IN OLDER ADULTS</title>
      <link>https://trid.trb.org/View/512916</link>
      <description><![CDATA[This article discusses issues related to preserving mobility in older adults. Age-related loss of strength contributes to impaired mobility and increases fall risks. Recent research has focused on promoting physical activity and exercise and using trophic factors to enhance muscle performance. Randomized controlled trials provide evidence that strength and endurance training improved muscle performance in older adults. Randomized trials also demonstrate that endurance, strength, and balance training promote mobility and reduce fall risks. Strength training is recommended for all older adults as part of a regular activity program. Insufficient evidence exists to recommend the long-term use of trophic factors to preserve muscular performance. An intervention meriting additional study is avoiding the use of psychoactive drugs, as they may contribute to inactivity and may have unrecognized direct effects on muscle performance. Further randomized trials comparing strength training with other interventions would be useful in determining whether strength training has advantages in improving health-related quality of life in chronic illness.]]></description>
      <pubDate>Sat, 18 Dec 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/512916</guid>
    </item>
    <item>
      <title>AN APPARATUS FOR STUDYING THE NEURAL CONTROL AND BIOMECHANICS OF BILATERAL COORDINATION IN CONVENTIONAL VERSUS NOVEL PEDALING</title>
      <link>https://trid.trb.org/View/211276</link>
      <description><![CDATA[An unusual stationary pedaling system has been built to test the interaction of neural control and biomechanics during difficult bilateral coordination tasks.  Subjects are tested during both conventional and novel pedaling. Neuromuscular and biomechanical data (electromyograms, kinematics and pedaling forces) are collected as the subject pedals.  A brief discussion of the study's rationale, theoretical approach and preliminary results is presented as background to an understanding of the functional design features of the apparatus.]]></description>
      <pubDate>Thu, 28 Feb 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211276</guid>
    </item>
    <item>
      <title>ACUTE EFFECTS OF ALCOHOL ON SACCADIC EYE MOVEMENTS</title>
      <link>https://trid.trb.org/View/194859</link>
      <description><![CDATA[Four components of 20 horizontal saccadic eye movements (latency, mean and maximum velocities, and duration) were measured in 16 students under the influence of alcohol and also in a control situation.  Experimental procedures were standardized and automated as much as possible to find a sensitive, quantitative neurophysiological measure for detecting effects of small alcohol doses on motor performance and to distinguish the effects of alcohol from those of fatigue.  Latency (simple eye reaction time) was not affected by alcohol in blood concentrations of 0.056-0.116%.  Mean and maximum eye velocities decreased by about 9%, and the duration of saccades increased by 11%. Maximum changes occurred 90-120 minutes after the start of alcohol ingestion.  Changes in velocities and durations correlated more closely with feelings of intoxication than with blood alcohol concentrations.  Marked intrasubject and intersubject variations were observed in reactions to alcohol.  The close resemblance between effects of certain psychotropic drugs or alcohol and fatigue, and decreased attention to eye movement control suggests that these factors may act upon the same nervous structures in the brain stem.]]></description>
      <pubDate>Sat, 30 Jul 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194859</guid>
    </item>
    <item>
      <title>NEUROMUSCULAR CERVICAL SPINE MODEL FOR WHIPLASH</title>
      <link>https://trid.trb.org/View/54368</link>
      <description><![CDATA[A computer model of the neuromusculature and passive elements of the cervical spine during whiplash is presented. The model indicates that the neuromusculature increases the rotational stability of the cervical spine during low level accelerations.  This results in decreased bending but increased axial compressive stresses in the passive structures and increased axial tensile stresses in the neuromusculature.  Increased neural feedback augments peak acceleration and stress because the "active" neuromusculature causes a flexion response near the end of the acceleration pulse.  A decrease in neural delay time allows the muscles to act earlier and decrease peak accelerations and bending stresses.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54368</guid>
    </item>
    <item>
      <title>PSYCHOLOGICAL AND PHYSIOLOGICAL RESPONSES TO STIMULATION</title>
      <link>https://trid.trb.org/View/37788</link>
      <description><![CDATA[A major impediment in the design of transportation systems is the opinion that the passenger may give about his comfort.  In a global sense, the passenger's opinion is determined by three factors: (a) the physical characteristics of the ride; (b) neurological factors in processing and rejecting information; and (c) psychological variables in processing information.  Changing the passenger's opinion by manipulating the first factor is an engineering problem.  The third factor is notoriously complex, and will be avoided here as far as possible.  This report will discuss mostly the second factor, the passenger's neurological response to stimulation.  Some measures of individual differences in responsiveness will be discussed.]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/37788</guid>
    </item>
    <item>
      <title>RELATIONSHIP OF NEUROMUSCULAR PERFORMANCE TO THE BLOOD ALCOHOL CONCENTRATION</title>
      <link>https://trid.trb.org/View/31804</link>
      <description><![CDATA[The intent of the study was to determine if neuromuscular impairment occurring as blood alcohol concentrations increase or decrease through corresponding ranges of concentrations; and, the effect on neuromusclar control of maintaining peak BAC's. Group A, 11 subjects, were to determine effects of a rapidly changing BAC; Group B, 6 subjects, demonstrated effects of maintaining high BAC after an initial rapid rise. The Koerth type pursuit rotor was the means of measuring motor control. Subjects' reaction time was measured with a modified electronic counter for 30 sequences. All were administered 95% ethanol in an 8:1 concentration with standard D5W intravenously. Stephenson Breathalyzer determined BAC's. All subjects underwent a control session 1 day prior to alcohol infusion. Data shows no definitive correlation between reaction time and motor coordination deterioration during alcohol intoxication. Peak BAC leads to impairment, descent increases reaction time but deteriorates motor coordination. /SRIS/]]></description>
      <pubDate>Wed, 02 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31804</guid>
    </item>
    <item>
      <title>THE INFLUENCE OF ALCOHOL AND MARIJUANA ON A MANUAL TRACKING TASK</title>
      <link>https://trid.trb.org/View/21558</link>
      <description><![CDATA[Two projects have been carried out to determine the usefulness of employing human operator describing functions in the study of the influence of alcohol and marijuana on subjects performing a visual-manual control task. Significant alterations in the linear operator models were observed and interpreted as changes in the time delay, neuromuscular system, and operator noise injection.  The results provide the basis for a linear model capable of describing the dynamic response of human operators while under the influence of the two drugs.]]></description>
      <pubDate>Wed, 26 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/21558</guid>
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