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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>PSYCHOLOGICAL SEQUELAE OF ACCIDENTAL INJURY</title>
      <link>https://trid.trb.org/View/107542</link>
      <description><![CDATA[LITIGATION FOR PERSONAL INJURY FOLLOWING ACCIDENTAL TRAUMA IS AN EXPENSIVE AND CONFUSED PROCESS INVOLVING THREE PROTAGONISTS' PATIENT, DOCTOR AND LAWYER. ALTHOUGH POST- TRAUMATIC CONDITIONS CAN BE ELABORATELY CLASSIFIED, THE INTRINSIC VALIDITY OF SUCH CLASSIFICATIONS IS OFTEN QUESTIONABLE. CURRENT METHODS OF EVALUATING PSYCHOLOGICAL SEQUELAE OF ACCIDENTAL INJURY ARE INACCURATE AND UNSATISFACTORY, PARTLY BECAUSE OF THE PROTAGONISTS' CONCEPTUAL, MOTIVATIONAL AND SEMANTIC DIFFERENCES. IN ADDITION, THERE IS REALLY NO SATISFACTORY METHOD OF /1/ DETERMINING AND QUANTIFYING MINOR BUT SIGNIFICANT DEGREES OF BRAIN DAMAGE, /2/ DISTINGUISHING THESE FROM POST-TRAUMATIC NEUROSIS, AND /3/ DETERMINING THE RELATIONSHIP BETWEEN THE TRAUMA AND SUBSEQUENT DISTURBANCE OF FUNCTION. INCREASINGLY EXPERT ADVISE IS SOLICITED BUT OWING TO THE NATURE OF THE DATA AND CONDITIONS OF EXAMINATION, SUCH ADVICE DOES LITTLE TO CLARIFY THE UNDERLYING PROBLEMS. FURTHERMORE, DOCTORS ARE OFTEN UNABLE TO COMMUNICATE EFFECTIVELY TO THE JUDICIARY JUST HOW THE TRAUMA HAS AFFECTED THE PATIENT. EVEN THOUGH CERTAIN SUGGESTIONS FOR IMPROVEMENT ARE ADVANCED, THE NEED FOR COMPREHENSIVE, LONGITUDINAL RESEARCH IS INESCAPABLE. /CGRA/]]></description>
      <pubDate>Thu, 11 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107542</guid>
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      <title>THE VALUE OF A CLINICAL SHOCK STUDY PROTOCOL IN THE MANAGEMENT OF REFRACTORY SHOCK</title>
      <link>https://trid.trb.org/View/107576</link>
      <description><![CDATA[THE SUBJECTS FURNISHED FOR THIS DOCUMENT BY HSRI ARE: SHOCK, INJURY/TRAUMA, ACCIDENT: DIAGNOSIS, MEDICAL, METHODS: LABORATORY, EXPERIMENTAL: CASE STUDY, NATURE OF STUDY, STUDY -REPORT TYPE: BLOOD PRESSURE, PHYSIOLOGICAL, TESTING/ MEASURES: TREATMENT/CARE, RECOVERY OF INJURED: CARDIOVASCULAR SYSTEM, ANATOMY/BODY, BIOMEDICAL ASPECT: INSTRUCTIONS, CONTENTS, STUDY-REPORT TYPE.]]></description>
      <pubDate>Fri, 01 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107576</guid>
    </item>
    <item>
      <title>A RETROSPECTIVE ANALYSIS OF CHEST INJURIES IN 280 SEAT BELT WEARERS</title>
      <link>https://trid.trb.org/View/283348</link>
      <description><![CDATA[The usefulness of seat belts is today well documented.  The purpose of the present study was to analyze the factors which caused the fatal outcome of 207 seat belt wearers, a chest injury being recorded as the main cause of death.  The control material consisted of 73 seat belt wearers who sustained severe chest injury in the same kind of traffic accidents.  The basic material consisted of 3,468 traffic accidents investigated by the Boards of Traffic Accidents Investigation of Insurance Companies in Finland. Since 1972, the Boards have investigated accidents involving one or more victims dying within 30 days of the accident.  In the group of fatally injured victims drivers outnumbered passengers statistically (p < 0.01), this being the case especially in frontal impact collisions.  In those frontal crashes the part of the car causing injury was the steering wheel in 28.6% of the cases, but in lateral collisions the injury was in 4.8% due to impact by steering wheel (p < 0.001).  In lateral impact collisions there were more fatalities compared with other directions of impact (p < 0.0001) and only 3.3% survived in the front seat on the side impact. The injury mechanism on the body was grouped as follows: deceleration, contusion, and crushing force.  Crushing force was the most common mechanism leading to the fatal outcome and was statistically more common in lateral impact collisions than in other types of crashes (p < 0.001). Improving the constructions of steering assembly and strengthening side panels of the cars can be considered one of the main priorities in the prevention of fatal crash injuries.]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283348</guid>
    </item>
    <item>
      <title>A CRITICAL ANALYSIS OF EXPERIMENTAL SPINAL CORD INJURY MODELS</title>
      <link>https://trid.trb.org/View/275857</link>
      <description><![CDATA[This critical review examines the several models which have been proposed to study mechanisms of acute spinal cord injury.  From a physiologic point of view, each model offers particular advantages and is useful to address specific questions about the pathophysiology.  From a biomechanics point of view, however, adequate simulation of clinically occurring spinal cord injuries requires control of impact parameters which are important to injury outcome, such as amount of compression and velocity of loading.  A controlled contusion technique developed by the authors provides this control and results in clinically relevant experimental injury.  Both transient and maintained compression are important in determining the neurologic outcome of injury. When combined with an improved understanding of vertebral failure kinematics, neurologic injury potential may be estimated from specific vertebral loading (and failure) parameters.  Beyond the biomechanics of injury, physiology must be carefully considered in the experimental protocol. The effects of alternative anesthetics, respiratory parameters, adjunctive agents and laminectomy will be reviewed.  Standardized protocol would facilitate communication and comparability between laboratories.  Also, the severity and outcome of clinical injury may be affected by factors such as high blood alcohol and hemorrhagic shock. Experimental study of these factors requires particular attention to baseline physiologic parameters in the experimental setting.  (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Oct 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/275857</guid>
    </item>
    <item>
      <title>PRINCIPLES OF SHOCK AND NUTRITION TREATMENT</title>
      <link>https://trid.trb.org/View/189632</link>
      <description><![CDATA[In the severely injured patient the treatment must be started immediately in the emergency room with administration of fluids and controlling of the ventilation. Once the airway is controlled, ventilation is adequate and external bleeding has been stopped, the cardiovascular condition must be controlled.  A shock can be due to cardiac failure, reduced circulatory blood volume or septic shock. Pump failure should be suspected in any patient in shock generally with hypotension whose extremities are cool, pale or clammy and whose veins are distended.  However, in the majority of the trauma cases, the shock is due to reduced circulatory blood volume from internal haemorrhage.  Septic shock is extremely unusual in the early period after trauma. Later on, however, the development of multisystemic failure, usually from sepsis, results in death for many traffic accident patients who survive their initial injuries. (TRRL)]]></description>
      <pubDate>Thu, 30 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189632</guid>
    </item>
    <item>
      <title>AVAILABLE STANDARDS FOR MEASURING AND EVALUATING THE EFFECTS OF VIBRATION AND SHOCK ON HUMAN BEINGS</title>
      <link>https://trid.trb.org/View/189604</link>
      <description><![CDATA[For evaluation of the influence of whole-body vibration on, for instance, human performance, the most widely used method is the one described in ISO Standard 2631 "Guide for the Evaluation of Human Exposure to Whole-Body Vibration". There is, however, a recent Swedish proposal concerning the evaluation of strongly non-stationary vibration and mixtures of vibrations and shocks which is more similar to the vibration environment of a vehicle on a rough road.  This proposal is based on the shock-response analysis as the only reliable method for the evaluation of transient vibrations. As this analysis is somewhat complicated to perform the proposal is amended with a simplified principle suggesting how to determine the rms acceleration level versus frequency of the transient by using a short, a medium and a long integration time and to make comparisons with corresponding exposure curves derived from three calculated shock-response levels.  This proposal will probably be subject to further elaboration but seems very promising.  (TRRL)]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189604</guid>
    </item>
    <item>
      <title>THE USE OF A RESCUE HELICOPTER FOR FIRST AID AND TRANSPORTATION OF MULTITRAUMATIZED PATIENTS. EXPERIENCE OF MORE THAN 1000 MISSIONS</title>
      <link>https://trid.trb.org/View/189625</link>
      <description><![CDATA[To examine the effectiveness of rescue helicopters, a prospected study of 48 polytraumatized patients was carried out.  They were divided into two groups.  In the first group an aggressive treatment for shock was started at the site of the accident by the helicopter crew and continued during the transport to the Hannover Medical School.  The second group was transported to the nearest hospital with an ambulance and treatment started there.  Afterwards these patients were transferred to the Hannover Medical School because of the severe injury picture.  All injury patterns were rated as critical and the injuries were of the same severity in both groups.  The results show that in comparison to the ambulance group the helicopter supplied the patient in less than half the therapy free interval, despite the increased fourfold distance to the site of accident.  According to the average amount of fluid infused (711 ml) until arrival at the hospital the patients of the helicopter group showed clearly better readings of blood pressure, heart rate and shock index.  As a result of this favourable circulatory replacement, the average duration of the intensive therapy was only half as long compared with the ambulance group.  On investigating the cause of death, the high amount of respiratory insufficiency and sepsis falls into the ambulance group, the overall mortality was 3.5 times as high as in the helicopter group.  (TRRL)]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189625</guid>
    </item>
    <item>
      <title>DRIVER'S BACK PAIN AND ITS PREVENTION. A REVIEW OF THE POSTURAL, VIBRATORY AND MUSCULAR FACTORS, TOGETHER WITH THE PROBLEM OF TRANSMITTED ROAD-SHOCK</title>
      <link>https://trid.trb.org/View/141119</link>
      <description><![CDATA[There is evidence that those who spend more than half their working lives driving are three times more likely to suffer back trouble than the rest of the population.  The causes have not been clearly defined.  Sitting is a source of postural, spinal stress which can be disabling for those who have had serious back and sciatic pain.  The muscular exertion of driving also adds to spinal stress.  In many commercial vehicles, the driver is subjected to vibration at the natural frequency of the human trunk: and the resulting "vibrocreep" may contribute further to the pattern of spinal stress.  In addition, the transmission of road-shocks increases the muscular effort of driving as well as loading the spine.  The capacity of the spine to resist such jerks is not fully understood, but it is believed that the mechanical "conditioning" of the spine increases its susceptibility to minor injury which, if repeated, leads to an early onset of degeneration.  The solution is to design a seat to support the back in a posture which minimises spinal stress, and to isolate the seat from the effects of vibration and road-shock. /Author/TRRL/]]></description>
      <pubDate>Wed, 17 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141119</guid>
    </item>
    <item>
      <title>DETERMINATION OF INJURY THRESHOLD LEVELS BY RECONSTRUCTION OF REAL ROAD ACCIDENTS</title>
      <link>https://trid.trb.org/View/47391</link>
      <description><![CDATA[All methods used to determine the biomechanical tolerance levels of humans exposed to shock loads are hampered by the fact that it is not possible to simulate human reactions. The only possibility of investigating the real load of car occupants in the injury threshold range consists in the reconstruction of suitable road accidents. After assessing the damage to parts in the interior of the vehicle and the injuries to the occupants the damage is simulated in a laboratory. Subsequently, the loads which have caused the injuries are measured in dynamic and static experiments. After definition of the threshold levels, injuries and loads are then correlated. The first results have shown that this method yields statistically significant tolerance levels, provided that a sufficient number of cases are investigated. In addition, it is possible to check data obtained by other methods.]]></description>
      <pubDate>Wed, 09 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47391</guid>
    </item>
    <item>
      <title>PROTECTION OF VEHICLE OCCUPANTS IN CASE OF HEAD ON COLLISIONS</title>
      <link>https://trid.trb.org/View/53394</link>
      <description><![CDATA[There exist several means of protecting vehicle occupants from secondary shock: Systems fixed directly or not to a non-deformed part of the vehicle structure (mainly safety belts of all types), systems which protect the occupants by means of absorbing devices placed in front of them to prevent them from hitting the sides of the vehicle, some of them being very efficient in the case of very violent shocks.  Those various restraint methods are evaluated together with selection criteria. /TRRL/]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53394</guid>
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