<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    </image>
    <item>
      <title>Disc Pressure Effects on the Spine, Influenced by Extra Equipment and a Massage System in Car Seats</title>
      <link>https://trid.trb.org/View/1429583</link>
      <description><![CDATA[Car seats with a variety of adjustments and massage systems are available in many cars. It could increase comfort. In a vehicle, particularly a car, it is difficult to increase comfort by variation in posture, since the person has to concentrate on traffic conditions and steering. A car seat has to support the body, since various forces occur, such as acceleration, slowing down and lateral forces. The driver / passenger is well supported by the car seat, and spends a certain time there in an unchanged position. Due to these facts it is meaningful to integrate a massage activity system (MAS) into a car seat. In this way, it is possible to devote oneself fully to the task of driving and the surrounding traffic. A MAS can take control of revitalising and changing the sitting position of the car occupants. Until now, the effect of the use of massage systems and additional equipment such as lumbar support on the intervertebral discs has never been studied.         For this experiment a pressure sensor was implanted with a canula in the middle of an intervertebral disc of a voluntary subject. In this way the local pressure in the disc was measured in an automobile with a massage system in the seat.         All measurements were taken in an ideal seat position. In this position the pressure in the disc was very low (0.5bar).         From these results we are able to improve our knowledge about extra equipment and massage systems and the subsequent reaction of the discs.       ]]></description>
      <pubDate>Thu, 28 Feb 2019 09:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1429583</guid>
    </item>
    <item>
      <title>Comfort Evaluation of a Subject-Specific Seating Interface Formed by Vibrating Grains</title>
      <link>https://trid.trb.org/View/1542442</link>
      <description><![CDATA[Sitting is the most common posture for work in offices, and spinal cord injury (SCI) patients who are wheelchair dependent spend 10.6 h per day seated in wheelchairs. Thus, the comfort of subject-specific interfaces is increasingly important for the well-being of patients and office workers. This paper introduces a new method of forming a subject-specific interface, based on vibrating grains. Twenty subjects (10 females and 10 males) participated in the sitting test. Interface comfort was evaluated using the pressure distribution and subjective rating methods. Five seating interface types were compared. The results showed that compared with a flat interface, the interfaces formed by vibrating grains had a significantly reduced peak contact pressure (PeakCP) (by more than 58.03%), and that PeakCP was highly correlated with the comfort rating (R = −0.533) and discomfort rating(R = −0.603). This new method shows promise for guiding the future development of customized seating interfaces.]]></description>
      <pubDate>Mon, 22 Oct 2018 09:18:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1542442</guid>
    </item>
    <item>
      <title>Subjective Absolute Discomfort Threshold Due to Idle Vibration in Passenger Vehicles According to Sitting Posture</title>
      <link>https://trid.trb.org/View/1442437</link>
      <description><![CDATA[Idle vibration, occurring when a vehicle comes to a stop while the engine is on, is known to be a main cause of discomfort for passengers, and the customer effect has been recently growing. The frequency of idle vibration is determined by the engine type. To lower the vibration, various technologies have been applied to optimize the engine mount and vehicle body structure. In addition to the technological developments, research on human response with a consideration of idle vibration is needed to effectively reduce the level of discomfort experienced by passengers. Seats aimed at enhancing static comfort influence the sitting posture of passengers; sitting posture is a factor affecting human body characteristics that response to idle vibration. This study examined the absolute discomfort threshold of idle vibration according to the sitting postures of 13 taxi drivers. The four sitting postures of subjects on a rigid-body seat without a backrest were variables in the determination of absolute discomfort threshold of idle vibration. The absolute discomfort threshold curves obtained in this experiment were less sensitive to frequency changes than the frequency weighting function of International Organization for Standardization (ISO) 2631-1.]]></description>
      <pubDate>Wed, 25 Jan 2017 15:30:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1442437</guid>
    </item>
    <item>
      <title>Beat the seat : drivers have a tough challenge to avoid the back and circulatory problems associated with a sedentary lifestyle, but there are ways to compensate</title>
      <link>https://trid.trb.org/View/1428519</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 01 Nov 2016 14:50:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1428519</guid>
    </item>
    <item>
      <title>Valuation of sitting and standing in metro trains using revealed preferences</title>
      <link>https://trid.trb.org/View/1400917</link>
      <description><![CDATA[The estimation of differences in the value of in-vehicle time sitting and standing is usually made with stated choice (SC) data, partly due to the lack of revealed preference data. In this paper, the authors use the observed behaviour of a subset of metro users in Singapore, who are willing to travel a longer time (into the opposite direction or backwards) to secure a seat for the actual trip in the direction towards their destination. They use smart card transactions to estimate the share of users who are willing to travel in the opposite direction during the first part of their trip and the average train occupancy per section to estimate differences in the valuation of travel time sitting and standing – translated into a standing multiplier or standing premium, which is analogous to the crowding multiplier that is usually found in the crowding valuation literature. The authors find that the standing multiplier is between 1.18 and 1.24 with the current crowding levels in the morning peak and can be as much as 1.55 with a density of 3 standing passengers per square metre. The results are compared to previous SC studies from other countries. The values found here are an indication of a standing premium that can be used to assess the social benefit of increasing the seat capacity of a public transport system and of applying peak spreading strategies.]]></description>
      <pubDate>Wed, 16 Mar 2016 09:36:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1400917</guid>
    </item>
    <item>
      <title>A Literature Review on Optimum and Preferred Joint Angles in Automotive Sitting Posture</title>
      <link>https://trid.trb.org/View/1278987</link>
      <description><![CDATA[In this study, a survey of the scientific literature in the field of optimum and preferred human joint angles in automotive sitting posture was conducted by referring to thirty different sources published between 1940 and today. The strategy was to use only sources with numerical angle data in combination with keywords. The aim of the research was to detect commonly used joint angles in interior car design. The main analysis was on data measurement, usability and comparability of the different studies. In addition, the focus was on the reasons for the differently described results.  It was found that there is still a lack of information in methodology and description of background. Due to these reasons published data is not always usable to design a modern ergonomic car environment. As a main result of the literature analysis the authors suggest undertaking further research in the field of biomechanics and ergonomics to work out scientific based and objectively determined “optimum” joint angles in automotive sitting position.]]></description>
      <pubDate>Mon, 23 Dec 2013 07:52:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1278987</guid>
    </item>
    <item>
      <title>Commuting by Car: Weight Gain Among Physically Active Adults</title>
      <link>https://trid.trb.org/View/1250732</link>
      <description><![CDATA[Prolonged sitting, including time spent sitting in cars, is detrimentally associated with health outcomes. This study examined whether commuting by car was associated with adults' weight gain over 4 years. Among 822 adult residents of Adelaide, Australia, weight change was ascertained from self-reported weight at baseline (2003–2004) and at follow-up (2007–2008). Using time spent for car commuting and work status at baseline, participants were categorized as non–car commuters, occasional car commuters, and daily car commuters. Multilevel linear regression (conducted in 2012) examined associations of weight change with car-commuting category, adjusting for potential confounding variables, for the whole sample, and among those who were physically inactive or active (=150 minutes/week) in their leisure time. For the overall sample, adjusted mean weight gain (95% CI) over 4 years was 1.26 (0.64, 1.89) kg for non–car commuters; 1.53 (0.69, 2.37) kg for occasional car commuters; and 2.18 (1.44, 2.92) kg for daily car commuters (p for trend=0.090). Stratified analyses found a stronger association for those with sufficient leisure-time physical activity. For non–car commuters with sufficient leisure-time physical activity, the adjusted mean weight gain was 0.46 (-0.43, 1.35) kg, which was not significantly greater than 0. Over 4 years, those who used cars daily for commuting tended to gain more weight than those who did not commute by car. This relationship was pronounced among those who were physically active during leisure time. Reducing sedentary time may prevent weight gain among physically active adults.]]></description>
      <pubDate>Wed, 22 May 2013 13:07:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1250732</guid>
    </item>
    <item>
      <title>Frequency-based transit assignment considering seat capacities</title>
      <link>https://trid.trb.org/View/1090576</link>
      <description><![CDATA[This paper proposes a frequency-based assignment model that considers travellers probability of finding a seat in their perception of route cost and hence also their route choice. The model introduces a "fail-to-sit" probability at boarding points with travel costs based on the likelihood of travelling seated or standing. Priority rules are considered; in particular it is assumed that standing on-board passengers will occupy any available seats of alighting passengers before newly boarding passengers can fill any remaining seats. At the boarding point passengers are assumed to mingle, meaning that first in, first out (FIFO) is not observed, as is the case for many crowded bus and metro stops, particularly in European countries. The route choice considers the common lines problem and an user equilibrium solution is sought through a Markov type network loading process and the method of successive averages. The model is first illustrated with a small example network before being applied to the inner zone of London's underground network. The effect of different values passengers might attach to finding a seat are illustrated. Applications of the model for transit planning as well as for information provision at the journey planner stage are discussed.]]></description>
      <pubDate>Wed, 16 Feb 2011 13:41:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1090576</guid>
    </item>
    <item>
      <title>Evidence of Pelvis-Driven Flexion Pattern: Are the Joints of the Lower Lumbar Spine Fully Flexed in Seated Positions</title>
      <link>https://trid.trb.org/View/888952</link>
      <description><![CDATA[Seated postures are achieved with a moderate amount of lumbo-sacral flexion and sustained lumbo-sacral spine flexion has been associated with detrimental effects to the tissues surrounding a spinal joint. The purpose of this study was to determine if the lower intervertebral joints of the lumbo-sacral spine approach their end ranges of motion in seated postures. Static sagittal digital X-ray images of the lumbo-sacral region from L3 to the top of the sacrum were obtained in five standing and seated postures from 27 participants. Vertebral body bony landmarks were manually digitized and intervertebral joint angles were calculated for the three lower lumbo-sacral joints. In upright sitting, the L5/S1 intervertebral joint was flexed to more than 60% of its total range of motion. Each of the lower three intervertebral joints approached their total flexion angles in the slouched sitting posture. These observations were the same regardless of gender. The results support the idea that lumbo-sacral flexion is driven by rotation of the pelvis and lower intervertebral joints in seated postures.  This is the first study to quantitatively show that the lower lumbo-sacral joints approach their total range of motion in seated postures. While not directly measured, the findings suggest that there could be increased loading of the passive tissues surrounding the lower lumbo-sacral intervertebral joints, contributing to low back pain and/or injury from prolonged sitting.]]></description>
      <pubDate>Mon, 18 May 2009 08:37:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/888952</guid>
    </item>
    <item>
      <title>Development of a Set of Numerical Human Models for Safety</title>
      <link>https://trid.trb.org/View/815172</link>
      <description><![CDATA[The objective of the European Commission (EC) funded HUMOS2 project is to develop Finite Element (FE) human models representing a large range of the European population and allowing an accurate injury risk prediction for victims involved in road accidents. A human model of a male in a driving position close to the 50th percentile – HUMOS model – resulting from the previous HUMOS project was presented (Robin) at the ESV conference in 2001. The present paper focuses on the new developments that have been made in the still running HUMOS2 project. Firstly, methods allowing the personalization (anthropometry, geometry and position) of human numerical models have been developed. They include a scaling tool enabling to derive any individual model from the original one through mesh control points and statistical relationships between external and internal dimensions. These were established from geometric data collected on standing and sitting human volunteers with a low dose bi-plane X-ray system, but also directly measured on isolated bone parts. A positioning tool has also been developed, based on a set of reference postures including seated car occupant, out of positions (OOPs) and pedestrian postures, in order to adjust and test the models for different sitting and standing postures. Secondly, experimental work has been conducted on human volunteers in order to identify the influence of muscular tensing on body response to moderate impacts. A data base of biomechanical test results, appropriate for model validation, has been set up. It includes new biomaterial laws for ligament and skeletal muscles, as well as existing cadaver test results coming from former EC projects and Heidelberg University. It will be further completed by specific tests performed by consortium members. On-going work includes injury prediction rules introduction in the models, then extensive testing of the model in various conditions defined for validation.]]></description>
      <pubDate>Tue, 11 Sep 2007 14:04:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/815172</guid>
    </item>
    <item>
      <title>INFLUENCES OF THE PHYSICAL PARAMETERS ON THE RISK TO NECK INJURIES IN LOW IMPACT SPEED REAR-END COLLISIONS</title>
      <link>https://trid.trb.org/View/474679</link>
      <description><![CDATA[The current state of neck injuries sustained in car-to-car rear end collisions were investigated according to recent automobile accident statistical data in Japan.  To clarify the neck injury mechanisms for low impact speed car collisions, the newly developed impact sled experiment which simulates actual car impact acceleration was performed using human subjects.  In order to measure and analyze the physical parameters such as human head rotational acceleration, neck bending moment, shearing and axial forces, the component measurement method with six degrees of freedom was applied and demonstrated. Furthermore, relationships among the physical parameters - impact speed, sitting positions, headrest heights and neck muscle tones applied on the subject's head and neck system - were analyzed. These analyses would enable the authors to comprehend the conditions of the neck muscle tone and the effects of the sitting postures including headrest height, factors which are of vital importance to the understanding of neck injury mechanisms.]]></description>
      <pubDate>Tue, 16 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474679</guid>
    </item>
    <item>
      <title>IDENTIFYING FACTORS OF COMFORT AND DISCOMFORT IN SITTING.</title>
      <link>https://trid.trb.org/View/632655</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 16 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/632655</guid>
    </item>
    <item>
      <title>HOW DRIVERS SIT IN CARS</title>
      <link>https://trid.trb.org/View/458316</link>
      <description><![CDATA[This paper presents results from a study to measure the separation of the driver's head and shoulder to various internal features of the car.  Drivers were filmed while driving in general traffic flow, hence were unaware that they were involved in a study.  The results show that certain sub-groups of the driver population are likely to be more at risk for certain impact types.  Small females are considerably closer to the steering wheel than the rest of the population, and therefore prone to head strikes in frontal impacts.  Large males are likely to interact with the cant rail and B-pillar in side impacts.]]></description>
      <pubDate>Tue, 19 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458316</guid>
    </item>
  </channel>
</rss>