hse rr612 whole body vibration

8/12/2019 HSE Rr612 Whole Body Vibration

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Executive

Health and Safety

Whole-body vibration and

ergonomics toolkitPhase 1

Prepared by the Health and Safety Laboratory

for the Health and Safety Executive 2008

RR612Research Report


2/94

Executive

Health and Safety

Whole-body vibration and

ergonomics toolkitPhase 1

A M Darby BSc(Hons) MSc CPhys MInsP

Health and Safety Laboratory

Harpur Hill

BuxtonSK17 9JN

The exact cause of back pain is often unclear but back pain is more common in jobs that involve certain tasks, one of

which is driving. Driving exposes the vehicles occupants to whole-body vibration and in some cases shocks and jolts,factors which are believed to increase the likelihood of injury or pain in the lower back. The report describes a whole-body

vibration and ergonomics toolkit that has been developed for use in assessing driving occupations.

The objectives of this report are:

n to provide a guide on how to approach the control of back pain due to occupational exposure to whole-bodyvibration and ergonomic risk factors;

n to invite recommendations on how the toolkit detailed in the report can be improved for the vehicles andoccupations of interest; and

n to provide a specification for future whole-body vibration data collection activities.This report and the work it describes were funded by the Health and Safety Executive (HSE). Its contents, including anyopinions and/or conclusions expressed, are those of the author alone and do not necessarily reflect HSE policy.

HSE Books


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Crown copyright 2008

First published 2008

All rights reserved. No part of this publication may be

reproduced, stored in a retrieval system, or transmitted

in any form or by any means (electronic, mechanical,

photocopying, recording or otherwise) without the prior

written permission of the copyright owner.

Applications for reproduction should be made in writing to:

Licensing Division, Her Majestys Stationery Office,

St Clements House, 2-16 Colegate, Norwich NR3 1BQ

or by e-mail to [email protected]

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CONTENTS1 INTRODUCTION......................................................................................... 11.1 Background ............................................................................................. 11.2 Development of the toolkit ....................................................................... 21.3 Aims of the report .................................................................................... 32 TOOLKIT - WHOLE-BODY VIBRATION.................................................... 53 TOOLKIT - ANTHROPOMETRIC DESIGN ASSESSMENT....................... 73.1 Taking measurements ............................................................................. 73.2 Calculating percentile ranges ................................................................ 103.3 Suitability of the cab for a specific operator ........................................... 104 TOOLKIT - POSTURE ASSESSMENT .................................................... 11

5 TOOLKIT - MANUAL HANDLING ASSESSMENT .................................. 156 TOOLKIT - MUSCULOSKELETAL DISORDERS QUESTIONNAIRE ..... 197 FUTURE WORK ....................................................................................... 218 REFERENCES.......................................................................................... 23APPENDICES .................................................................................................. 25APPENDIX A. VIBRATION DATA FOR VEHICLES IN STUDY...................... 27APPENDIX B. ANTHROPOMETRIC PROFORMAE AND SPREADSHEETS 65APPENDIX C. POSTURE ANALYSIS ............................................................ 79

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EXECUTIVE SUMMARY

The exact cause of back pain is often unclear but back pain is more common in jobs that involve

certain tasks, one of which is driving. Driving exposes the vehicles occupants to whole-body

vibration and in some cases shocks and jolts, factors which are believed to increase the

likelihood of injury or pain in the lower back. The report describes a whole-body vibration and

ergonomics toolkit that has been developed for use in assessing driving occupations.

The objectives of this report are:

o To provide a guide on how to approach the control of back pain due to occupational

exposure to whole-body vibration and ergonomic risk factors.

o To invite recommendations on how the toolkit detailed in the report can be improved

for the vehicles and occupations of interest.o To provide a specification for future whole-body vibration data collection activities.

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1.1

1 INTRODUCTION

BACKGROUND

Musculoskeletal disorders are the most common form of ill health at work. According to HSEs

website (Back pain),

it is estimated that 4.9 million working days (full-time equivalent) were lost in 2003/2004 due

to musculoskeletal disorders mainly affecting the back that were caused or made worse by

work.

The fact that back disorders are the most common form of ill health at work is one reason why

HSE has made reducing their prevalence a priority.

The exact cause of back pain is often unclear but back pain is more common in jobs that involve

certain tasks, one of which is driving, especially over long distances or over rough ground.

Driving exposes the vehicles occupants to whole-body vibration, and possibly shocks and jolts,factors that are believed to increase the likelihood of injury or pain in the lower back. However

drivers may also be exposed to other factors which may cause lower-back pain such as poor

posture while driving and manual handling while loading and unloading goods. The work

reported here is the first phase of a project looking at whole-body vibration exposure and other

ergonomic risk factors for back pain from driving occupations.

The project is an exploratory study of back pain in drivers. The limited sample size of the study

means that it will not be possible to draw strong conclusions about relationships between

exposure data and self-reported musculoskeletal disorders. However as future studies use the

data collection protocol developed during this project to add to the library of data, it will be

possible to analyse the records for evidence of possible combined effects of whole-body

vibration and ergonomic stressors as sources of back pain.

The project will:

o collect typical daily exposures for comparison with the exposure action and limit values

for whole-body vibration specified in the Control of Vibration at Work Regulations

2005;

o assess the significance of confounding factors for risk of back pain in drivers; and

o consider the relationship of back pain with whole-body vibration quantified by various

standard methods.

The project is organised into three phases. The first phase, which is reported here, involves thetesting and development of a prototype toolkit of data gathering and confounder screening

techniques to a number of different vehicles. Phases 2 and 3 involve data gathering using the

toolkit and investigation of relationships of back pain with occupational driving, respectively.

The toolkit was developed by specialists in HSL in association with HSE Specialist Inspectors.

It seeks to provide a standard data collection procedure for whole-body vibration that provides

for establishing the likelihood of manual handling or posture being significant causes of back

pain. The toolkit comprises:

o whole-body vibration data acquisition and analysis system;

o a base set of measurements of workstation (driving position) dimensions to assess the

adjustability of the workstation to accommodate the operator or range of operators

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employed;

o HSEs Manual handling Assessment Charts (MAC) to rate severity of manual handling

tasks;

o video analysis to assess postures and frequency of adoption; and

o a questionnaire (based on the validated Nordic questionnaire) recording self-reported

musculoskeletal disorders (MSDs).

1.2 DEVELOPMENT OF THE TOOLKIT

Phase 1 of the project, which is reported here, involved testing, and further developing where

necessary, the prototype toolkit by applying it to a number of different driving occupations. The

occupations selected were tipper truck driver, delivery van driver, forklift truck driver, council

tipper truck driver, and council signage (flat back transit) van driver. The cabs of the vehicles

used by these drivers were easy to access, and in most cases it was possible to spend up to three

quarters of an hour fitting equipment and measuring the interior of the cab for the

anthropometric assessment. Accessibility, both physical and in terms of time, of the cabs wasparticularly important at this assessment and development stage of the toolkit.

For four of the vehicles two members of staff, neither of whom was an ergonomics specialist,

attempted to make all the measurements required by the toolkit. The use of non-specialists was

important as the toolkit is intended for use by non-ergonomists. However in one case a third

scientist was involved in the visit to reduce the amount of time required to acquire the necessary

data.

1.2.1 Whole-body vibration

The whole-body vibration measurement and analysis system was expanded from three to seven

channels of data, three on the seat pan, three on the seat base (in the same three orthogonaldirections as the seat pan), and one on the seat back (in the fore-aft direction). This allows the

SEAT (seat amplitude transmissibility) factor of the seat, for the vertical and two lateral

directions, to be determined; thereby allowing the transmissibility of the seat to be assessed for

all three directions. The analysis software was also enhanced to determine additional vibration

metrics such as the Maximum Transient Vibration Value (ISO 2631-1:1997) for each channel

and spine response data (ISO 2631-5:2004). In addition the analysis software now produces

resampled time history and cumulative Vibration Dose Value plots for each channel of data.

1.2.2 Anthropometry

The anthropometric proforma in particular underwent substantial development as a result of the

site visits. During the initial measurement visit it became clear that there was insufficient timeavailable for the two staff on site to take all the measurements required by the proforma, in

conjunction with the other tasks that needed to be completed. This conclusion was based on the

premise that in this type of work a loss of production of about half to three quarters an hour at

most is tolerated.

Sixty separate measurements were required by the initial anthropometric proforma and

associated spreadsheet. The seat, and where appropriate the steering wheel, had to be adjusted

during the measurement sequence so that various maximum and minimum distances could be

measured. This process was found to be time consuming on site, and could not be completed

during the time available. Consequently the anthropometric proforma and associated analysis

spreadsheet were revised. On the revised proforma the minimum number of individual

measurements required has been reduced to fourteen. The anthropometric proforma and

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spreadsheet are intended to identify marked mismatches between the cab dimensions and the

relevant anthropometric dimensions of the selected population. Having recorded the

measurements on the proforma the anthropometric spreadsheet is then used to determine the

percentage of the chosen population that could be accommodated by the seating. The

populations chosen are UK 18 to 65 year old males and UK 18 to 65 year old females. Initial

use of the revised proforma has shown it to be useful, however, feedback on its usability in a

wider variety of situations would be welcome.

1.2.3 Posture assessment

In the prototype toolkit the postures adopted by the driver while working were videoed and later

assessed using a draft of a proforma devised by HSLs Ergonomics Section, Video Proforma

v.1. To assess the usefulness of the video proforma an Ergonomist was asked to assess the

video made of the forklift truck driver. The Ergonomist assessed the working postures of the

driver firstly using the video proforma, and then with three working posture assessment tools

available in the literature. The three assessment tools were RULA (Rapid Upper Limb

Assessment tool, which also addresses the trunk and lower limbs) (McAtamney, L. and Corlett,

E.N. 1993), REBA (Rapid Entire Body Assessment tool) (Hignett, S. and McAtamney, L. 2000)

and OWAS (Ovako Working posture Analysis System) (http://turva1.me.tut.fi/owas/).

The Ergonomist expressed a number of reservations about the video proforma, finding it quite

complicated and difficult to use. Her comments on the proforma are reproduced in Appendix

C.2. As a consequence it was decided that one of the assessment tools from the literature would

be used in the toolkit and RULA was the tool selected. RULA is fairly easy to use, and was

developed to investigate the exposure of individual workers to risk factors associated with upper

limb disorders. Consequently it was considered the most suitable of the three assessment tools

for the assessment of driving occupations.

1.2.4 Manual Handling

The MAC tool was developed by HSE to help the user identify high risk workplace manual

handling activities. As the MAC tool underwent considerable development for generic manual

handling activities, and is now an accepted tool for the assessment of manual handling

activities, it has been included in the toolkit without further assessment.

1.2.5 Musculoskeletal disorders questionnaire

The musculoskeletal disorders questionnaire is based on the validated Nordic questionnaire

and has already been used extensively by the HSLs Ergonomics Section. Consequently it has

been included in the toolkit without further development. The questionnaire was given to the

driver of each of the vehicles in the study, and in each case he was happy to complete it while

the instrumentation was fitted to the vehicle cab.

1.3 AIMS OF THE REPORT

The aims of this report are:

o to provide a guide on how to approach the control of back pain due to occupational

exposure to whole-body vibration and ergonomic risk factors;

o to invite recommendations on how the toolkit can be improved for the vehicles and

occupations of interest;

o to provide a specification for future whole-body vibration data collection activities.

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The next five sections provide a guide to the tools contained in the toolkit at this stage of the

project. The appendices to the report give the results obtained for the vehicles included in this

phase of the project. (It should be remembered that the toolkit was developed as phase 1 of the

project progressed, so that the full toolkit was not used on the earlier vehicles.)

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o the working time to reach a daily VDV exposure of 17 m/s1.75(HSEs criterion for risk

including significant shock exposure adopted from ISO 2631-1:1997);

o H1 frequency response spectrum between the seat base and seat pan for each axis and

associated coherence;

o Spine response parameters (ISO 2631-5:2004);

o r.m.s. Seat Effective Amplitude Transmissibility Factor for each axis;

o VDV Seat Effective Amplitude Transmissibility Factor for each axis.

Note: SEAT values greater than 1 imply amplification of vibration by the suspension system,

values less than 1 imply the suspension system is reducing the vibration transmitted to the

driver.

Examples of the data collected and reported from analysis of the vibration recordings can be

found in Appendix A.

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3 TOOLKIT - ANTHROPOMETRIC DESIGN ASSESSMENT

3.1 TAKING MEASUREMENTS

The dimensions required by the anthropometric spreadsheet are given below. (The list of

measurements is for right hand drive vehicles.) As comparison is to be made with statistical

data, measurements to the nearest 5mm are acceptable. Table 1 has been developed for

recording the measurements.

Seat:

Dimensions v and h are required (see Figure 2). These values are used to find the

accommodated buttock to ankle length assuming both an optimum knee angle for a light pedal

force (less than 100N) and an optimum knee angle for a strong pedal force (greater than 100N).

v

h

Figure 2. Seat to pedal distances

Seat pan height at front for comparison with popliteal (back of knee) height

Seat pan depth for comparison with buttock to popliteal length

Seat pan width for comparison with hip breadth

Back rest height for comparison with sitting shoulder height

Back rest width for comparison with chest breadth at nipple

Head rest height + seat back height for comparison with sitting height

Steering Wheel:

Top centre of seat back to top of steering wheel for comparison with forward grip reach

Seat pan to steering wheel for comparison with thigh depth

Gear Lever:

Top left of seat back to top of gear lever for comparison with forward grip reach

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Hand Brake:

Top left of seat back to front of hand brake for comparison with forward grip reach

These measurements are taken at the extremes of the vehicle cab design and represent the

maximum or minimum achievable distances. In reality a combination of adjustments would be

made to achieve the best compromise for competing adjustment parameters. The following is a

guide to setting adjustments to achieve the maximum or minimum of the accommodation range

for particular measurements:

v the seat pan is adjusted such that at the point where it meets the seat back it is set to the

maximum or minimum height above the cab floor.

h the seat pan is set to its maximum or minimum distance back from the pedals or forwardbulkhead. For the maximum distance, if the inclination of the seat back restricts this adjustment,

the seat back should be set vertical before the seat pan is adjusted. For the minimum distance

the seat back should be set to vertical.

Seat pan height at front the seat pan should be set to its lowest height above the cab floor.

Top centre of seat back to top of steering wheel the seat pan should be set as far forward as

possible and the seat back inclined back to the vertical position. If the steering wheel or

dashboard is adjustable, it should be set such that the top of the steering wheel is at its furthest

back position i.e. closest to the seat.

Seat pan to steering wheel the seat pan should be set to its maximum height above the cab

floor and if the steering wheel is adjustable, it should be set to its lowest position above the seat

pan.

Top left of seat back to top of gear lever the seat back should be set to its most forward

position as described in Top centre of seat back to top of steering wheel.The gear lever should

be placed in its furthest forwards or left position relative to the driver.

Top left of seat back to front of hand brake the seat back should be set to its most forward

position as described in Top centre of seat back to top of steering wheel.

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Table 1.

Vehicle Cab Anthropometric Assessment Proforma v.1

Date . Location .

Vehicle Type

Driver

Dimension (mm) Min Max Fixed User

v

hv

h

Seat pan height at front

Seat pan depth (front to back)

Seat pan width

Back rest height

Back rest width

Head rest height

Top centre of seat back to top

of steering wheel

Seat pan to steering wheel

(vertical)

Top left of seat back to top ofgear lever

Top left of seat back to front of

hand brake

Officer (1) .. Signed .

Officer (2) .. Signed .

Note: Shaded areas of table will not normally need to be filled in, however for some cabs this

data may be useful.

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3.2 CALCULATING PERCENTILE RANGES

In order to assess the accommodation of the vehicle cab, the percentage of the user population

the adjustments will fit is calculated. In general the adult worker population is the chosen

population range i.e. 18 to 65 year old adult males and females. The maximum and minimum

adjustment measurements will give the upper and lower percentiles. These are calculated as

follows:

Calculate the z score

z = (measurement - body dimension mean value) / Body dimension standard deviation

The z score will give a signed value where 0 is 50th

percentile (average), negative

numbers are smaller than average and positive numbers are larger than average.

Look up the equivalent percentile in a pz table (pz tables are usually published with tables

of body data e.g. Adultdata, DTI).

An example calculation is given below:

Top centre of seat back to top of steering wheel max = 790 mm, min = 690 mm

Forward grip reach adult male mean = 738 mm, SD = 41 mm

Max z = (790 738) / 41 = 1.27 p = 90th

Min z = (690 738) / 41 = -1.17 p = 12th

The accommodated population range is therefore 12thto 90

thpercentile adult male.

To simplify this process an anthropometric spreadsheet has been produced which calculates z

scores and percentiles for British adult males and females. The spreadsheet uses the percentile

rank function to estimate p values from a list of z scores. Examples of completed

anthropometric spreadsheets can be found in Appendix B.2.

3.3 SUITABILITY OF THE CAB FOR A SPECIFIC OPERATOR

If the suitability of the cab for a specific operator is an issue then the subject in question should

set any adjustments to how they would normally use them. Once set, no further adjustment is

made until a full set of measurements is taken. Measurements should be recorded in the user

column in Table 1. Anthropometric measurements of the subject will also be required.

It is useful to ascertain whether adjustments can be made to accommodate the single subject.

Having made the measurements described above, the limits of adjustment can be measured as

described in Section 3.1.

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4 TOOLKIT - POSTURE ASSESSMENT

The drivers postures and actions while working should be videoed for later analysis. After the

site visit the video should be analysed to identify postures that are associated with increased risk

of musculoskeletal disorders using the Rapid Upper Limb Assessment (RULA) tool

(McAtamney, L. and Corlett, E.N. 1993). This tool gives an action level with an indication of

urgency.

RULA uses the concept of numbers to represent postures. The body segments considered by

RULA are divided into two groups, A and B. Group A includes the upper arm, lower arm, and

wrist, while Group B includes the neck, trunk and legs. The range of movement for each body

segment is divided into sections. The segments are numbered so that the number one is given to

the range of movement where the risk factor is minimal and higher numbers are given to ranges

of movement involving the more extreme postures.

The score for each body segment is entered in the appropriate box in the RULA score sheet

(Figure 3) and then posture score A and posture score B are found using Tables A and B

(McAtamney, L. and Corlett, E.N. 1993) respectively. Muscle use scores and force scores are

added to posture scores A and B to find scores C and D respectively. Table C (McAtamney, L.

and Corlett, E.N. 1993) is then used to find the grand score from scores C and D. The grand

score gives the action level, where:

Action level 1 is given by a grand score of 1 or 2, and indicates that the posture is

acceptable if it is not maintained or repeated for long periods;

Action level 2is given by a grand score of 3 or 4, and indicates that further investigation

is needed and changes may be required;

Action level 3is given by a grand score of 5 or 6, and indicates that investigation and

changes are required soon;

Action level 4 is given by a grand score of 7, and indicates that investigation and

changes are required immediately.

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Task:

A

B NeckUsing Table B

Posture score B

Trunk Muscle Force Score D

+ + =

Legs

Figure 3. RULA scoring sheet.

An example of a completed RULA sheet is shown in Figure 4. This assessment was of theposture adopted by a forklift truck driver while reversing (Figure 5), and it produced an action

level of 2.

Upper arm

Lower arm

Wrist

Wrist twist

Using Table A

Posture score A

+

Muscle Force Score C

+ =

Using Table C

Grand score

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Task: Fork lift truck driver (reversing)

A

2

1

1

0

B

Using Table B4 Posture score B

0 0 52 5 + + =

0

Figure 4. RULA scoring sheet for reversing posture (forklif t truck driver)

Using Table A

Posture score A

2 + 0 + 0 2=

Using Table C

Figure 5. Reversing posture

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5 TOOLKIT - MANUAL HANDLING ASSESSMENT

Manual handling tasks carried out by the operator should be identified and rated using HSEs

Manual Handling Assessment Chart (MAC) tool (www.hse.gov.uk/msd). The MAC

incorporates a numerical and a colour coding score system to highlight high risk manual

handling tasks. The colour coding score (green low level of risk, amber medium level of

risk, red high level of risk, purple very high level of risk ) is used by the whole-body

vibration and ergonomics toolkit. The numerical score is not used by the toolkit.

There are three types of assessment that can be carried out with the MAC tool, lifting

operations, carrying operations, and team handling operations. Taking the first of these, lifting

operations, as an example, each of the following factors is considered in turn: load weight /

frequency; hand distance from the lower back; vertical lift region; trunk twisting and sideways

bending; postural constraints; grip on load; floor surface;other environmental factors. Using the

Lifting Operation Assessment Guide in the MAC tool (Figure 5) a colour band (green, amber,

red or purple) is given to each factor.

Figure 5(a). Lift ing Operation Assessment Guide (I) (HSE MAC tool)

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Figure 5(b). Lifting Operation Assessment Guide (II) (HSE MAC tool)

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Figure 5(c). Lif ting Operation Guide (III) (HSE MAC tool)

The colour code is then entered into the MAC score sheet.(Figure 6).

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Figure 6. MAC Score Sheet (HSE MAC tool ).

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6 TOOLKIT - MUSCULOSKELETAL DISORDERSQUESTIONNAIRE

The musculoskeletal disorders questionnaire (Figure 7) is based on the validated Nordicquestionnaire. The questionnaire should be used to record self-reported musculoskeletal

disorders.

Figure 7(a). HSL Musculoskeletal Disorders Questionnaire (I)

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7 FUTURE WORK

Phase 1 of the project, which involved testing the prototype toolkit and developing it further

where necessary, has successfully been completed. The toolkit has been effectively applied to

the occupations of tipper truck driver, delivery van driver, forklift truck driver, council tipper

truck driver and council signage (flat back transit) van driver. Initial use of the toolkit has

shown it to be useful, however, feedback on its usability in a wider variety of situations would

be welcome, and recommendations on how the all parts of the toolkit can be improved for the

vehicles and occupations of interest are invited.

The next phase of the project involves the collection of whole-body vibration and ergonomic

data from a wider variety of vehicles. Phase 2 is planned for 12 machines, but can be extended

to cover whatever range of machinery and tasks HSE may require subject to time and cost

extensions. The use of the toolkit will allow ergonomic data to be recorded as well as the usual

whole-body vibration data. This is important, as non-vibration risk factors for back pain are

often present in driving occupations.

The following issues will be addressed in the report on phase 2:

how vibration exposures are likely to compare with the exposure action values and

exposure limit values in the regulations and hence the applicability of generic

assessments within particular industries;

the importance of manual handling and posture as risk factors for back pain in the

operators of the machinery assessed;

the prevalence and nature of musculoskeletal disorders reported by volunteers from the

workforce.

Phase 3 of the project will be an investigation of relationships of back pain with occupational

driving. The effect of using different whole-body vibration metrics for vibration assessments,

comparing the back injuries reported on the questionnaire with the vibration exposure, will be

assessed. Phase 3 will provide information in support of holistic guidance on the management

of back pain in drivers.

Progression through the project phases is sequential and dependent upon successful completion

of the previous phase as ascertained from the draft report on that phase. Phases 2 and 3 are: also

dependent upon the successful completion of the whole-body vibration database, which is part

of a separate piece of work currently being undertaken by HSL for HSE.

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8 REFERENCES

1. European Parliament and the Council of the European Union (2002) Official Journal of the

European Communities Directive 2002/44/EC on the minimum health and safety

requirements regarding the exposure of workers to the risks arising from physical agents

(vibration). OJ L177, 6.7.2002, p13.

2. Control of Vibration at Work Regulations 2005, ISBN 0110727673, Statutory Instrument

2005 No. 1093

3. Darby, A. Assessment of whole-body vibration exposure and other ergonomic factors

associated with back pain. Proceedings of the Institute of Acoustics: Lets get Physical.

HSL, Buxton 13th

July 2005

4. Hignett, S. and McAtamney, L. Rapid Entire Body Assessment (REBA) Applied

Ergonomics 2000, 31, 201-205

5. ISO 10326-1:1992 Mechanical vibration - Laboratory method for evaluating vehicle seatvibration -- Part 1: Basic requirements

6. ISO 2631-1:1997 Mechanical vibration and shock -- Evaluation of human exposure to

whole-body vibration -- Part 1: General requirements

7. ISO 2631-5:2004 Mechanical vibration and shock -- Evaluation of human exposure to

whole-body vibration -- Part 5: Method for evaluation of vibration containing multiple

shocks

8. McAtamney, L. and Corlett, E. N. Rula a survey method for the investigation of work-

related upper limb disorders. Applied Ergonomics 1993, 24(2), 91-99

9. http://www.hse.gov.uk/msdand http://www.hse.gov.uk/pubns/indg143.pdf(manual

handling)10. http://turva1.me.tut.fi/owas/(OWAS)

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APPENDICES

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APPENDIX A. VIBRATION DATA FOR VEHICLES IN STUDY

Appendix A.1 Site visi t 1

Equipment

Item Type

Transducer B&K 4322

Transducer B&K 4322

Calibrator B&K 4294

Charge amplifier B&K 2635

Charge amplifier B&K 2635Charge amplifier B&K 2635




Data recorder TEAC RD135T

Analysis system Pulse

Analysis system MatLab

Serial number or

1249795 (w/o nitrile

pad)

2010827

1688502

1493483

24480131473734

1709839

1493485

2448014

723517

2325758

Program vdv2_4

Section ID

445

674

Figure A.1 Tipper truck

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Site/meas. no. 1/1 Vehicle: Renault 370 dci (tipper truck)

Measurement date: 02/02/2005 Seat: ISRI, no model number

Tape/ID no: 1/8 self adjusting air suspension

Analysis length : 5215 seconds Task: Depot to construction site to golf course

Freq. increment: 0.125 Hz (transporting soil)

Seat Seat base Seat back

x y z x y z x

RMS (m/s)

(Unweighted)0.43 0.44 0.68 0.44 0.73 0.68 -

RMS (m/s)

(ISO 2631-1:1997)0.20 0.22 0.44 0.17 0.38 0.43 -

VDV (m/s1.75

)

(ISO 2631-1:1997)5.40 3.84 6.23 3.54 6.42 10.12 -

eVDV (m/s1.75

)

(ISO 2631-1:1997)2.40 2.58 5.26 2.06 4.58 5.12 -

Crest factor

(ISO 2631-1:1997)38 18 12 18 13 28 -

MTVV linear (m/s)

(ISO 2631:1997)4.24 2.77 2.18 1.52 3.68 5.10 -

MTVV exp. (m/s)

(ISO 2631:1997)3.50 2.25 1.90 1.45 3.12 4.33 -

SEAT factor (RMS) 1.2 0.6 1.0

SEAT factor (VDV) 1.5 0.6 0.6

Exposure duration: 09:00:00

A(8) value for comparison with the exposure action (0.5 m/s A(8)) and l im it (1.15 m/s A(8)) values

in the Control of Vibration at Work Regulations 2005

A(8) (m/s) 0.47 (z direction) Time to action value 10:14:47Time to limit value > 24 hrs

VDV for comparison w ith HSE's criterion for significance of shock

VDVexp (m/s1.75

) 11.9 (x direction) Time to 17 m/s1.75

> 24 hrs

Spine response data for comparison w ith the criterion set out in ISO 2631-5:2004, R < 0.8 low

probability of an adverse health effect, R > 1.2 high probability of an adverse health effect

Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

13.2 7.6 8.2 0.4

R

Age (yrs)

20 30 40 50 60 65

0.2 0.3 0.4 0.5 0.6 0.6

28


36/94

29

Site/meas. no . 1/1

Measurement date: 02/02/2005

Tape/ID no: 1/8

Vehicle: Renault 370 dci (tipper truck)

Seat: ISRI, no model number

Freq. increment: 0.125 Hz

0.001

0.01

0.1

1

0.1 1 10 100Frequency (Hz)

Acc.

PSD

(m/s

)/Hz

.x seat

x seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.y seat

y seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.z seat

z seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

z frequencyresponse

z coherence


37/94

30


x-axis: time (minutes) y-axis (left): unweighted accel. (m/s) y-axis (right): cumulative VDV (m/s1.75

)

x seat

-20

-10

0

10

20

0 10 20 30 40 50 60 70 80

0

5

10

15

20

y seat

-20

-10

0

10

20

0 10 20 30 40 50 60 70 80

0

5

10

15

20

z seat

-20

-10

0

10

20

0 10 20 30 40 50 60 70 80

0

5

10

15

20

x base

-20

-10

0

10

20

0 10 20 30 40 50 60 70 80

0

5

10

15

20

y base

-20

-10

0

10

20

0 10 20 30 40 50 60 70 80

0

5

10

15

20

z base

-20

-10

0

10

20

0 10 20 30 40 50 60 70 80

0

5

10

15

20


38/94


Measurement date: 02/02/2005 Seat: ISRI, no model number

Tape/ID no: 2/1 self adjusting air suspension

Analysis length : 5215 seconds Task: Golf course to Paddington to golf course

Freq. increment: 0.125 Hz (transporting soil)


x y z x y z x

RMS (m/s)

(Unweighted)0.44 0.50 0.86 0.45 0.82 0.56 -

RMS (m/s)

(ISO 2631-1:1997)0.21 0.29 0.56 0.19 0.48 0.42 -

VDV (m/s1.75

)

(ISO 2631-1:1997)3.45 4.75 8.83 2.97 7.21 6.72 -

eVDV (m/s1.75

)

(ISO 2631-1:1997)2.55 3.45 6.66 2.32 5.68 5.05 -

Crest factor

(ISO 2631-1:1997)20 14 28 10 11 14 -

MTVV linear (m/s)

(ISO 2631:1997)1.80 2.55 3.61 1.20 3.09 2.10 -

MTVV exp. (m/s)

(ISO 2631:1997)1.53 2.20 3.30 1.04 2.69 1.84 -








VDVexp (m/s1.75

) 13.9 (z direction) Time to 17 m/s1.75

19:51:35



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

7.3 8.9 22.6 1.0

R

Age (yrs)

20 30 40 50 60 65

0.5 0.8 0.9 1.1 1.4 1.5

31


39/94

32

Site/meas. no . 1/2


Tape/ID no: 2/1




0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.x seat

x seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.y seat

y seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.z seat

z seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

z frequencyresponse

z coherence


40/94

33



)

x seat

-10

-5

0

5

10

0 10 20 30 40 50 60 70 80

0

5

10

y seat

-10

-5

0

5

10

0 10 20 30 40 50 60 70 80

0

5

10

z seat

-10

-5

0

5

10

0 10 20 30 40 50 60 70 80

0

5

10

x base

-10

-5

0

5

10

0 10 20 30 40 50 60 70 80

0

5

10

y base

-10

-5

0

5

10

0 10 20 30 40 50 60 70 80

0

5

10

z base

-10

-5

0

5

10

0 10 20 30 40 50 60 70 80

0

5

10


41/94


42/94

35

Site/meas. no . 1/3


Tape/ID no: 2/2




0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.x seat

x seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.y seat

y seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.z seat

z seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

z frequencyresponse

z coherence


43/94

36



)

x seat

-5

0

5

0 2 4 6 8 10 12 14

0

5

10

y seat

-5

0

5

0 2 4 6 8 10 12 14

0

5

10

z seat

-5

0

5

0 2 4 6 8 10 12 14

0

5

10

x base

-5

0

5

0 2 4 6 8 10 12 14

0

5

10

y base

-5

0

5

0 2 4 6 8 10 12 14

0

5

10

z base

-5

0

5

0 2 4 6 8 10 12 14

0

5

10


44/94


Equipment

Item Type Serial number or Section ID

Transducer B&K 43221249795 (w/o nitrile

pad)445

Transducer B&K 4322 2010827 674

Calibrator B&K 4294 2361765

Charge amplifier B&K 2635 17009921






Data recorder TEAC RD135T 730217

Analysis system Pulse 2325758

Analysis system MatLab Program vdv2_4

Figure A.2 Transit van

37


45/94

Site/meas. no. 2/1 Vehicle: VW Diesel Transit LT35 TDi

Measurement date: 21/04/2005 Seat: Conventional, no identification

Tape/ID no: 1/9

Analysis length : 2406 seconds Task: Driving from HSL, Buxton to

Freq. increment: 0.125 Hz edge of Newcastle-under-Lyme


x y z x y z x

RMS (m/s)

(Unweighted)0.71 0.74 0.68 0.65 0.96 1.04 -

RMS (m/s)

(ISO 2631-1:1997)0.18 0.25 0.43 0.16 0.22 0.43 -

VDV (m/s1.75

)

(ISO 2631-1:1997)2.73 3.04 5.62 2.69 2.56 5.31 -

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.72 2.44 4.22 1.59 2.15 4.19 -

Crest factor

(ISO 2631-1:1997)15 11 17 16 10 14 -

MTVV linear (m/s)

(ISO 2631:1997)1.38 1.67 2.73 1.40 1.38 1.90 -

MTVV exp. (m/s)

(ISO 2631:1997)1.21 1.41 2.50 1.23 1.14 1.77 -








VDVexp (m/s1.75


> 24 hrs



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

6.6 6.2 9.4 0.4

R

Age (yrs)

20 30 40 50 60 65

0.2 0.3 0.4 0.5 0.6 0.7

38


46/94

39

Site/meas. no . 2/1


Tape/ID no: 1/9

Vehicle: VW Diesel Transit LT35 TDi

Seat: Conventional, no identification


0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.x seat

x seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.y seat

y seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.z seat

z seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

z frequencyresponse

z coherence


47/94

40

Site/meas. no. 2/1 Vehicle: VW Diesel Transit LT35 TDi


)

x seat

-5

0

5

0 5 10 15 20 25 30 35 40

0

5

10

y seat

-5

0

5

0 5 10 15 20 25 30 35 40

0

5

10

z seat

-5

0

5

0 5 10 15 20 25 30 35 40

0

5

10

x base

-5

0

5

0 5 10 15 20 25 30 35 40

0

5

10

y base

-5

0

5

0 5 10 15 20 25 30 35 40

0

5

10

z base

-5

0

5

0 5 10 15 20 25 30 35 40

0

5

10


48/94


Equipment

Item Type

Transducer B&K 4322

Transducer B&K 4322

Calibrator B&K 4294










Figure A.3 Fork lift truck

Serial number or Section ID

1249795 (w/o nitrile

pad)445

2010827 674

1688502

17009921

1658804

1340163

1493483

1493485

1473733

730217

2325758

Program vdv2_4

Figure A.4 Fork lift truck (cab)

41


49/94

Site/meas. no. 3/1 Vehicle: Yale 032 counterbalance lift truck


Tape/ID no: 1/6

Analysis length : 208 seconds Task: Driving round yardFreq. increment: 0.125 Hz


x y z x y z x

RMS (m/s)

(Unweighted)0.76 0.93 0.73 - - - -

RMS (m/s)

(ISO 2631-1:1997)0.20 0.35 0.70 - - - -

VDV (m/s1.75

)

(ISO 2631-1:1997)1.16 1.92 4.89 - - - -

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.09 1.88 3.72 - - - -

Crest factor

(ISO 2631-1:1997)5 6 9 - - - -

MTVV linear (m/s)

(ISO 2631:1997)0.62 1.10 2.95 - - - -

MTVV exp. (m/s)

(ISO 2631:1997)0.52 0.99 2.55 - - - -

SEAT factor (RMS) - - -

SEAT factor (VDV) - - -




A(8) (m/s) 0.49 (z direction) Time to action value 04:05:42Time to limit value 21:39:48


VDVexp (m/s1.75) 14.1 (z direction) Time to 17 m/s1.75 08:27:21



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

2.5 5.2 5.3 0.4

R

Age (yrs)

20 30 40 50 60 65

0.2 0.3 0.4 0.5 0.6 0.6

42


50/94

43

Site/meas. no. 3/1


Tape/ID no: 1/6

Vehicle: Yale 032 counterbalance lift truck



x seat

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.

y seat

0.001

0.01

0.1

1


Acc.

PSD(

m/s)/Hz

.

z seat

0.001

0.01

0.1

1


Acc.

PSD(

m/s)/Hz

.


51/94

44



)

x seat

-5

0

5

0 0.5 1 1.5 2 2.5 3

0

5

10

y seat

-5

0

5

0 0.5 1 1.5 2 2.5 3

0

5

10

z seat

-5

0

5

0 0.5 1 1.5 2 2.5 3

0

5

10


52/94



Tape/ID no: 1/7

Analysis length : 290 seconds Task: Simulated loading and unloading



x y z x y z x

RMS (m/s)

(Unweighted)0.68 0.64 0.35 - - - -

RMS (m/s)

(ISO 2631-1:1997)0.28 0.22 0.29 - - - -

VDV (m/s1.75

)

(ISO 2631-1:1997)2.20 1.46 2.62 - - - -

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.60 1.26 1.68 - - - -

Crest factor

(ISO 2631-1:1997)7 7 9 - - - -

MTVV linear (m/s)

(ISO 2631:1997)1.47 0.75 1.44 - - - -

MTVV exp. (m/s)

(ISO 2631:1997)1.34 0.66 1.21 - - - -

SEAT factor (RMS) - - -

SEAT factor (VDV) - - -




A(8) (m/s) 0.27 (x direction) Time to action value 13:13:46Time to limit value > 24 hrs


VDVexp (m/s1.75

) 8.2 (x direction) Time to 17 m/s1.75

> 24 hrs



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

4.9 3.6 3.0 0.3

R

Age (yrs)

20 30 40 50 60 65

0.1 0.2 0.2 0.3 0.3 0.4

45


53/94


54/94

47



)

x seat

-5

0

5

0 0.5 1 1.5 2 2.5 3 3.5 4

0

5

10

y seat

-5

0

5

0 0.5 1 1.5 2 2.5 3 3.5 4

0

5

10

z seat

-5

0

5

0 0.5 1 1.5 2 2.5 3 3.5 4

0

5

10


55/94


Equipment

Item Type

Transducer B&K 4322

Transducer B&K 4322

Transducer B&K 4322

Calibrator B&K 4294











Force gaugeMecmesin Advanced

Force Gauge

Serial number or Section ID1249795 (w/o nitrile

pad)445

2010827 674

1793182 (borrowed

from L. Beirne)

1688502

17009921

1658804

1340163

1493483

1493485

1473733

1709839

730217

2325758

Program vdv2_4

KN03032606

Figure A.5 Road repair depot tipper truck (1) Figure A.6 Road repair depot tipper truck

(2)

48


56/94

Site/meas. no. 4/1 Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)


Tape/ID no: 1/1

Analysis length : 1500 seconds Task: Driving from depot at Chapel-en-le-FrithFreq. increment: 0.125 Hz to Goyt valley


x y z x y z x

RMS (m/s)

(Unweighted)0.55 0.69 0.83 1.09 0.72 0.78 0.65

RMS (m/s)

(ISO 2631-1:1997)0.19 0.30 0.64 0.22 0.25 0.60 0.53

VDV (m/s1.75

)

(ISO 2631-1:1997)2.03 3.17 8.95 2.33 2.68 6.21 5.30

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.69 2.60 5.59 1.95 2.22 5.24 4.59

Crest factor

(ISO 2631-1:1997)9 9 25 8 9 10 11

MTVV linear (m/s)

(ISO 2631:1997)0.76 1.42 4.53 1.07 1.35 2.21 1.75

MTVV exp. (m/s)

(ISO 2631:1997)0.69 1.21 4.25 0.89 1.16 1.97 1.55




A(8) value for comparison w ith the exposure action (0.5 m/s A(8)) and l imit (1.15 m/s A(8)) values


A(8) (m/s) 0.56 (z direction) Time to action value 04:51:39

Time to limit value > 24 hrs

VDV for comparison wi th HSE's criterion for significance of shock

m/s1.75VDVexp ( ) 17.4 (z direction) Time to 17 m/s1.75 05:25:05

Spine response data for comparison with the criterion set out i n ISO 2631-5:2004, R < 0.8 low


Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

4.5 7.4 43.6 2.2

R

Age (yrs)

20 30 40 50 60 65

1 1.7 2 2.5 3 3.4

49


57/94

50

Site/meas. no . 4/1


Tape/ID no: 1/1

Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)



0.001

0.01

0.1

1


Acc.

PSD(m/s)/Hz

. x seat back

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.x seat

x seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.y seat

y seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.z seat

z seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

z frequencyresponse

z coherence


58/94

51


x-axis: time (minutes) y-axis (left): unweighted accel. (m/s) y-axis (right): cumulative VDV (m/s1.75)

x seat

-5

0

5

0 5 10 15 20 250

5

10

y seat

-5

0

5

0 5 10 15 20 25

0

5

10

z seat

-5

0

5

0 5 10 15 20 25

0

5

10

x base

-5

0

5

0 5 10 15 20 25

0

5

10

y base

-5

0

5

0 5 10 15 20 25

0

5

10

z base

-5

0

5

0 5 10 15 20 25

0

5

10

x back

-5

0

5

0 5 10 15 20 25

0

5

10


59/94



Tape/ID no: 1/2

Anal ysis length : 1500 seconds Task: Driving from Goyt valley to tipping area



x y z x y z x

RMS (m/s)

(Unweighted)0.45 0.67 0.80 0.55 0.67 0.79 0.68

RMS (m/s)

(ISO 2631-1:1997)0.18 0.31 0.61 0.18 0.26 0.60 0.49

VDV (m/s1.75

)

(ISO 2631-1:1997)2.27 3.06 6.35 2.37 2.61 6.36 5.40

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.56 2.68 5.31 1.59 2.25 5.24 4.29

Crest factor

(ISO 2631-1:1997)18 7 9 15 9 11 9

MTVV linear (m/s)

(ISO 2631:1997)1.64 1.28 2.16 1.81 1.05 2.18 2.65

MTVV exp. (m/s)

(ISO 2631:1997)1.30 1.10 1.91 1.49 0.90 1.91 2.14




A(8) value for comparison w ith the exposure action (0.5 m/s A(8)) and l im it (1.15 m/s A(8)) values

in the Contro l of Vibration at Work Regulations 2005

A(8) (m/s) 0.53 (z direction) Time to action value 05:23:03

Time to limit value > 24 hrs

VDV for comparison wit h HSE's criterion fo r signif icance of shock

VDVexp (m/s1.75


21:25:26



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

6.5 7.0 6.7 0.4

R

Age (yrs)

20 30 40 50 60 65

0.2 0.3 0.4 0.5 0.6 0.6

52


60/94

53

Site/meas. no . 4/2


Tape/ID no: 1/2




0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

. x seat back

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.x seat

x seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.y seat

y seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.z seat

z seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

z frequencyresponse

z coherence


61/94


62/94



Tape/ID no: 1/2

Anal ysis length : 1800 seconds Task: Dumping load and driving from tipping area

Freq. increment: 0.125 Hz to Goyt valley


x y z x y z x

RMS (m/s)

(Unweighted)0.52 0.67 0.85 0.62 0.67 0.82 0.68

RMS (m/s)

(ISO 2631-1:1997)0.22 0.35 0.64 0.23 0.29 0.61 0.52

VDV (m/s1.75

)

(ISO 2631-1:1997)2.44 3.81 8.55 2.45 3.24 6.64 5.82

eVDV (m/s1.75

)

(ISO 2631-1:1997)2.01 3.19 5.83 2.08 2.67 5.56 4.73

Crest factor

(ISO 2631-1:1997)10 8 29 8 9 9 13

MTVV linear (m/s)

(ISO 2631:1997)0.98 1.59 3.89 1.00 1.37 2.44 2.15

MTVV exp. (m/s)

(ISO 2631:1997)0.82 1.28 3.61 0.81 1.10 2.13 1.96








VDVexp (m/s1.75


07:48:17



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

5.3 8.2 22.6 1.1

R

Age (yrs)

20 30 40 50 60 65

0.5 0.8 1 1.2 1.5 1.7

55


63/94

56

Site/meas. no . 4/3


Tape/ID no: 1/2




0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

. x seat back

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.x seat

x seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.y seat

y seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.z seat

z seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

z frequencyresponse

z coherence


64/94


65/94


Equipment

Item Type

Transducer B&K 4322

Transducer B&K 4322

Transducer B&K 4322

Calibrator B&K 4294











Serial number or Section ID1249795 (w/o nitrile

pad)445

2010827 674

1793182 (borrowed

from L. Beirne)

1688502

17009921

1658804

1340163

1493483

1493485

1473733

1709839

723517

2325758

Program vdv2_4

Figure A.7 Flat back transit van (1) Figure A.8 Flat back transit van (2)

58


66/94

Site/meas. no. 5/1 Vehicle: Ford transit LF 53 (Y599 PHL)


Tape/ID no: 1/8

Anal ysis length : 1190 seconds Task: Driving from depot at Chapel-en-le-Frith to check

Freq. increment: 0.125 Hz road works at Bamford


x y z x y z x

RMS (m/s)

(Unweighted)0.49 0.64 0.54 1.75 0.69 0.70 0.43

RMS (m/s)

(ISO 2631-1:1997)0.17 0.19 0.37 0.15 0.16 0.38 0.31

VDV (m/s1.75

)

(ISO 2631-1:1997)1.72 1.77 3.60 1.53 1.41 3.63 2.76

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.42 1.59 3.08 1.24 1.32 3.09 2.52

Crest factor

(ISO 2631-1:1997)8 8 9 8 7 9 7

MTVV linear (m/s)

(ISO 2631:1997)0.81 0.89 1.51 0.77 0.62 1.30 1.05

MTVV exp. (m/s)

(ISO 2631:1997)0.71 0.74 1.33 0.64 0.55 1.14 0.98








VDVexp (m/s1.75


> 24 hrs



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

4.2 4.3 4.6 0.3

R

Age (yrs)

20 30 40 50 60 65

0.1 0.2 0.3 0.3 0.4 0.4

59


67/94

60

Site/meas. no . 5/1


Tape/ID no: 1/8

Vehicle: Ford transit LF 53 (Y599 PHL)



0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

. x seat back

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.x seat

x seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.y seat

y seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s

)/Hz

.z seat

z seat base

0.1

1

10


Magnitud

e.

0

0.5

1

Coherence

z frequencyresponse

z coherence


68/94

61



)

x seat

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10

y seat

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10

z seat

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10

x base

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10

y base

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10

z base

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10

x back

-20

-10

0

10

20

0 2 4 6 8 10 12 14 16 18

0

5

10


69/94



Tape/ID no: 1/9

Anal ysis length : 1500 seconds Task: Driving from road works at Bamford to depot

Freq. increment: 0.125 Hz at Chapel-en-le-Frith


x y z x y z x

RMS (m/s)

(Unweighted)0.42 0.58 0.43 0.41 0.54 0.59 0.36

RMS (m/s)

(ISO 2631-1:1997)0.14 0.16 0.32 0.14 0.13 0.32 0.27

VDV (m/s1.75

)

(ISO 2631-1:1997)1.43 1.62 3.10 1.61 1.27 3.17 2.50

eVDV (m/s1.75

)

(ISO 2631-1:1997)1.18 1.39 2.77 1.23 1.11 2.80 2.32

Crest factor

(ISO 2631-1:1997)10 9 8 8 8 7 7

MTVV linear (m/s)

(ISO 2631:1997)0.65 0.89 1.04 0.91 0.60 1.09 0.83

MTVV exp. (m/s)

(ISO 2631:1997)0.60 0.73 0.93 0.84 0.49 0.92 0.73








VDVexp (m/s1.75


> 24 hrs



Dx Dy Dz Sed

(m/s2) (m/s

2) (m/s

2) (MPa)

3.2 4.6 3.7 0.3

R

Age (yrs)

20 30 40 50 60 65

0.1 0.2 0.2 0.3 0.4 0.4

62


70/94

63

Site/meas. no . 5/2


Tape/ID no: 1/9

Vehicle: Ford transit LF 53 (Y599 PHL)



0.001

0.01

0.1

1


Acc.

PSD(m/s)/Hz

. x seat back

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.x seat

x seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

x frequencyresponse

x coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.y seat

y seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

y frequencyresponse

y coherence

0.001

0.01

0.1

1


Acc.

PSD

(m/s)/Hz

.z seat

z seat base

0.1

1

10


Magn

itude.

0

0.5

1

Coherence

z frequencyresponse

z coherence


71/94


72/94


73/94

Anth rop ometr ic Cab Desi gn Ass essm ent fo r Driv ing Oc cup ation s Versi on 1.2

Body dimensions taken from Peebles & Norris, 1998, Adultdata, DTI All dimensions in millim

HSL Project Number: Site:

Date of measurements: Vehicle :

British Adult Male British Adult Female

Pedals Low force High force PedalsMin Max Min Max Measure pedal force accurately using a force dynamometer

Angle (degrees) 135 95 150 150 Altern ativel y sim ply p lace a 10kg weig ht o n

H point height 450 450 the pedals and note whether it moves them down

H point to heel 650 990

Buttock to heel 791 1087

Accommodated leg length836 1455 798 1106

Z Score -4.99 5.32 -5.61 -0.49 Z Score

Z Score Corrected -2.34 2.34 -2.34 -0.49 Z Score Corrected

Percentile 0 100 0 31 Percentile

Required force < 100N (10kg) Required force < 100

Males between 0 and 100 percentile Females between

can sit with the recommended knee angle (95 to 135 degrees) can sit with the recom

Required force > 100N (10kg) Required force > 100

Males between 0 and 31 percentile Females between

can sit with the recommended knee angle (150 degrees) can sit with the recom

Steering

Gap A Gap B Gap A = Horizontal, wheel set as close to driver as possible and seat as far forwards as possible Steering

Top wheel - backrest 500 800 Gap B = Horizontal, wheel set as close to driver as possible and seat as for back as possible Top wheel

Z Score -5.80 1.51 **although the reach zone ranges may be satisfied, the position of the pedals will Z Score

Z Score Corrected -2.34 1.51 primarilly determine the seat position and therefore the required wheel position / potential grip distances Z Score Corrected

Percentile 0 93 Dimension used is Forward Grip Reach Percentile

The smallest male who can reach the far edge of the steering wheel is 0.00 percentile

With the seat as far back as possible, a male of 93.00 percentile can reach the back of the steering wheel

380 500

Bottom wheel - backrest

Bottom wheel - backrest

Step 1. Set seat up so that small (5th %ile) male is in comfortable pedal zone (ideally approximately 110 degrees)(use spreadsheet cells to calculate position) then measure Gap AStep 2. Set seat up so that large (95th %ile male) is in comfortable pedal zone - measure Gap B

Gap A Gap B Gap A = Horizontal, wheel set max dist from driver and seat for 5th %ile maleGap B = Horizontal, wheel set as close to driver as possible and seat set for 95th %ile driver Bot wheel

Z Score 0.70 6.70 **If wheel is not adjustable, do seat adjustments and take measurements Z Score

Z Score Corrected 0.70 2.34 Dimension used is Back of elbow to grip Z Score Corrected

Percentile 75 100 Percentile

Small (5th %ile) drivers have adequate space available between the seat back and the near edge of the wheel when seating is adjusted

If Gap B = 400mm there is adequate clearance for larger drivers (but check they can reach the far edge of the wheel)

Gap A Gap B Gap A = vertical distance with seat in lowest pos and wheel fully raised

Wheel to pan 500 200 Gap B = vertical distance when seat fully up and wheel fully raised Wheel to pan

Z Score 17.53 1.74 **must remember though that between these positions the potential gap may be much greater Z Score

Z Score Corrected 2.34 1.74 Dimension used is thigh depth Z Score Corrected

Percentile 100 95 Percentile

With the seat in its lowest height setting, all drivers will have sufficient thigh clearance available

With the seat at highest setting some larger drivers (Gap B %ile and above) may not have sufficient thigh clearance

** If the seat at highest setting potentially restricts the thigh clearance for larger drivers, consider whether the seat would actually

be used in that position. Adjust the seat into a 95th %ile comfortable pedal zone position and measure the gap again.

If it is greater than 198mm, the clearance is likely to be adequate during normal use for larger drivers

66


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75/94

400 0

0 0 0

450 0 0

610 0 0

410 0 0

0

810 0 0

Appendix B.2 Anthropometric spreadsheets for vehicles in study

WBV Anthropometric Design Assessments v4

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Project number: JR45083 Site: 1

Date of measurements: 21/04/2005 Vehicle: Renault tipper truck

British Adult Male British Adult Female

Min. or Min. orMax Min Max Max Min Max

Fixed Fixed

Pedals

Knee angle 135 95 160 140 135 95 160 140

H-point vertical height 340

Projection of H-point to heel point (horizontal) 810

Accommodated hip to ankle distance 926

340 340 340 340 340 340 340

810 810 810 810 810 810 810

1166 867 910 926 1166 867 910

For light pedal force ( < 100N ) male drivers above 88 percentileand female drivers above 99 percentile may not have sufficient leg room to adopt a comfortable knee angle For strong pedal force ( > 100N ) male drivers above 1 percentileand female drivers above 1 percentile may not have sufficient leg room to adopt a knee angle in the optimum range

400

Seat

Seat pan height at front

(Dimension used: popliteal height)

Male drivers above 1 percentile

and female drivers above 31 percentile should be able to place their feet on the floor while seated


(Dimension used: buttock to popliteal)

Male drivers below 1 percentile

and female drivers below 1 percentile may find the seat pan too deep (front to back)

Seat pan width 450

(Dimension used: hip breadth)

Male drivers above

and female drivers above

98

87

percentile

percentile may find the seat pan too narrow

Back rest height

(Dimension used: sitting shoulder height)

610

Male drivers above

and female drivers above

19

85

percentile

percentile will have a greater shoulder sitting height than the seat back

Back rest width

(Dimension used: chest breath at nipple)

410


and female drivers above 99 percentile will find the seat back too narrow

Head rest height 200

Sitting height 810

68


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880 0 0

0 210 0

400

0 0 0

l 880

( )

Steering

Top of seat back to top of steering whee

Dimension used: forward grip reach

At the limits of adjustment males below 99 percentile, and females below 99 percentile

may have difficulty reaching the far edge of the steering wheel

Seat pan to steering wheel (vertical) 210

(Dimension used: thigh depth)

With the seat at lowest height setting male drivers above 98 percentile may not have sufficient thigh clearance

and female drivers above 98 percentile may not have sufficient thigh clearance

400

( )

Gear Lever

Top left of seat back to top of gear lever



and female drivers below 1 percentile may have difficulty reaching the gear lever from a neutral posture

( )

Hand Brake

Top left of seat back to front of hand brake



and female drivers below 1 percentile may have difficulty reaching the hand brake from a neutral posture

69


77/94

470 0

0 0 0

470 0 0

570 0 0

500 0 0

0

720 0 0

1

WBV Anthropometric Design Assessments v4

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Project number: JR45083 Site: 2

Date of measurements: 21/04/2005 Vehicle: Transit

British Adult Male British Adul t Female

User Max Min Max User Max Min Max

Pedals

Knee angle 135 95 160 140 135 95 160 140

H-point vertical height 520 520 520 520 520 520 520 520

Projection of H-point to heel point (horizontal) 790 790 790 790 790 790 790 790

Accommodated hip to ankle distance 999 1258 935 981 999 1258 935 981

For light pedal force ( < 100N )

male drivers above 99 percentile

and female drivers above 99 percentile may not have sufficient leg room to adopt a comf ortable knee angle

For strong pedal force ( > 100N )male drivers above 2 percentile

and female drivers above 19 percentile may not have sufficient leg room to adopt a knee angle in the optimum range

Seat

470Seat pan height at front

(Dimension used: popliteal height)


and female drivers above 99 percentile should be able to place their feet on the floor while seated


(Dimension used: buttock to popliteal)


and female drivers below 1 percentile may find the seat pan too deep (front to back)

Seat pan width 470

(Dimension used: hip breadth)


and female drivers above 94 percentile may find the seat pan too narrow

Back rest height 570

(Dimension used: sitting shoulder height)


and female drivers above 34 percentile will have a greater shoulder sitting height than the seat back

Back rest width 500

(Dimension used: chest breath at nipple)


and female drivers above 99 percentile will find the seat back too narrow

Head rest height 150

Sitting height 720

Percentile 1

70


78/94

950 0 0

0 330 0

770

730 0 0

i

(Di i i )

Steering

Top of seat back to top of steer ng wheel 950

mens on used: forward grp reach





With the seat in its lowest height setting, all male drivers will have sufficient thigh clearance available

and all female drivers will have sufficient thigh clearance available

(Di i i )

Gear Lever

Top left of seat back to top of gear lever 770




(Di i i )

Hand Brake

Top left of seat back to front of hand brake 730




71


79/94


80/94

630 0 0

0 170 0

0

580 0 0

i

(Di i i )

Steering

Top of seat back to top of steer ng wheel 630






With the seat at lowest height setting male drivers above 62 percentile may not have sufficient thigh clearance

and female drivers above 60 percentile may not have sufficient thigh clearance

(Di i i )

Gear Lever

Top left of seat back to top of gear lever




(Di i i )

Hand Brake

Top left of seat back to front of hand brake 580




73


81/94

350 0

485 0 0

520 0 0

610 0 0

530 0 0

0

610 0 0

WBV Anthropometric D

hse rr612 whole body vibration

Documents