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Nov 1988

Volume 84, Issue S1, pp. S2-S224

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back to top Session K. Bioresponse to Vibration II: Physiological Response to Vibration
Invited Papers
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Adverse effects of low‐frequency ship motion: Problems of defining physiological criteria for crew protection (A)

D. J. Thomas, J. C. Guignard, and G. C. Willems

J. Acoust. Soc. Am. Volume 84, Issue S1, pp. S25-S26 (1988); (2 pages)

Online Publication Date: 13 Aug 2005

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Large surface effect ship (SES) motion simulations and supporting studies using low‐frequency (0.17–0.5 Hz) harmonic “heave” (vertical) motion indicated an urgent need to continue research to elucidate mechanisms of motion sickness and to develop predictive models of motion sickness incidence suitable for incorporation into human vibration exposure standards. Nineteen young male naval volunteers underwent severe SES motion simulations and a larger cohort of civilian volunteers underwent compound harmonic motion in a large‐amplitude motion generator. Occurrence of and time to emesis were recorded, as well as head inertial and related biomedical responses, during the SES simulations. [The harmonic motion experiments have been reported previously by J. C. Guignard and M. E. McCauley, Aviat. Space Environ. Med. 53, 554–563 (1982)]. Severe kinetosis, usually leading to abandonment of tasks, was observed in 16 of 19 subjects exposed to the simulated operational environment; and marked postrun illness and postural instability were frequent. Habituation to severe motion was not observed. Some correlation emerged between inertial head motion and susceptibility to sickness. Time to emesis varied idiosyncratically and is of uncertain value as a criterion of exposure severity. Further systematic research is recommended to establish the significant parameters of the physical stimulus to seasickness. [Work performed while the authors were at the NAMRL Detachment, now the Naval Biodynamics Laboratory, New Orleans, LA.]
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A comparative study on the response of brain monoamines to whole body vibration and local vibration in rats (A)

Makoto Ariizumi

J. Acoust. Soc. Am. Volume 84, Issue S1, pp. S26-S26 (1988); (1 page)

Online Publication Date: 13 Aug 2005

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Rats were subjected to whole body vibration in the prone position, and the rats' hind legs were subjected to local vibration for 4 h. The changes in levels of the major brain monoamines, norepinephrine (NE), dopamine (DA), and serotonin (5‐HT), were measured in the whole brain and in seven brain regions. Regarding the affected degree of the NE level in the whole brain, NE was decreased significantly to 57% of that of the control level by whole body vibration (20 Hz, 50 m/s2), and was decreased only to 79% of that of the control level by local vibration (120 Hz, 50 m/s2). DA was unaffected either by whole body vibration or by local vibration. 5‐HT was remarkably elevated by whole body vibration and slightly elevated by local vibration. These changes in NE and 5‐HT were observed commonly in the hypothalamus and the hippocampus. The degree of response of NE and 5‐HT was much more severe in whole body vibration exposure than in local vibration exposure.
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Very‐low‐frequency vibration in a motion‐base helicopter simulator compared to the simulated platform (A)

G. O. Allgood, R. S. Kennedy, and K. S. Berbaum

J. Acoust. Soc. Am. Volume 84, Issue S1, pp. S26-S26 (1988); (1 page)

Online Publication Date: 13 Aug 2005

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The physiological symptoms of simulator sickness parallel those of true motion sickness, and are being reported with increasing regularity in Navy flight trainers, particularly helicopter simulators. It was hypothesized that nauseogenic energies in the very‐low‐frequency (VLF) domain (viz., <1 Hz) would be present in moving base helicopter simulators but not in the actual aircraft that should have energies present at higher frequencies (viz., >2 Hz). A Navy helicopter and its simulator were instrumented to record frequency of acceleration and acceleration profiles with pilots‐in‐the‐loop. Motion sickness was reported in the simulator where recorded energies exceeded limits for VLF vibration directed in Military Standard 1472C (MIL‐STD‐1472C). No sickness was recorded for pilots flying the helicopter where vibration profiles were at higher frequencies. The presence of VLF vibration in flight simulators and not in aircraft is implied as a cause of simulator sickness. Development of an advanced biomechanical motion analyzer could be employed to signal when on‐line devices exceed human exposure limits as well as for test and evaluation. Furthermore, such data could inform future revisions of military standards for dynamic vehicle operations.
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Human physiological response to low sound‐pressure level infra‐ and low‐frequency noise (A)

Yasuo Tokita

J. Acoust. Soc. Am. Volume 84, Issue S1, pp. S26-S26 (1988); (1 page)

Online Publication Date: 13 Aug 2005

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During the last 20 years or so, there have been many complaints about infra‐ and low‐frequency noise as an environmental problem in the neighborhood of factories, long road bridges, civil engineering blast sites, high‐speed train tunnels, etc. The correlation between the physiological response in laboratory experiment results and field surveys on complaints is important in evaluating the infra‐ and low‐frequency noise. This study has been with pure tone and band noise exposure (frequency: 2–500 Hz; level: 50–110 dB SPL) on the following items: (1) respiration and pulse, (2) blood pressure, (3) evoked potentials of brain waves, (4) stress hormones, and (5) sleep interference. According to these results, the quantitative relation between the human responses and sound‐pressure level and frequency are not clear but, among these items, sleep interference has a rather better correlation with the sound‐pressure level and frequency than the other items, and corresponds with the results of psychological experiments. [Work supported by Environment Agency.]
Contributed Paper
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Shipboard rest, sleep, and seasickness: Evidence of interaction (A)

A. C. Bittner, Jr. and J. C. Guignard

J. Acoust. Soc. Am. Volume 84, Issue S1, pp. S27-S27 (1988); (1 page)

Online Publication Date: 13 Aug 2005

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Sea‐keeping trials of a United States Coast Guard cutter included a human factors engineering evaluation having particular regard to problems of seasickness in certain work stations. Some motion sickness incidence and related data, and the derivation of human factors engineering principles therefrom, were reported in 1985 [A. C. Bittner, Jr. and J. C. Guignard, Nav. Eng. J. 97 (4), 207–213; 97 (5), 107–111]. Further analysis [A. C. Bittner, Jr. and J. C. Guignard, in Trends in Ergonomics/Human Factors V, edited by F. Aghazadeh (Elsevier, New York, 1988), pp. 529–539] showed that, contrary to traditional assumptions, seasickness is characterized by at least two functionally independent factors, identified as F1 (symptomatic general motion illness) and F2 (retching‐vomiting). It was shown that the validity of future sea trials requires: (a) multiple‐score scaling of motion sickness (e.g., using F1 and F2); (b) control of subject crew activity and movements about the ship during periods of observation; and (c) avoidance of steaming patterns that induce extraneous carryover effects. The present paper draws attention to an incidental finding concerning the influence of brief sleep and rest (lying down in the bunk) upon motion sickness susceptibility and recovery in the shipboard environment. Analyses of questionnaire data including amount and subjective quality of sleep showed that these were affected by the passage of time in an adverse (nauseogenic) motion environment, as has been observed generally in naval operations. An apparent ameliorative effect of unscheduled rest periods and naps upon susceptibility to adverse motion effects was incidentally detected and is commented upon in this report. [Observations made while the authors were at the Naval Biodynamics Laboratory, New Orleans.]
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