RR612 Whole-body vibration and ergonomics toolkit: phase 1 - HSE
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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
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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
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge 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
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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
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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30
Site/meas. no. 1/1 Vehicle: Renault 370 dci (tipper truck)
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
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Site/meas. no. 1/2 Vehicle: Renault 370 dci (tipper truck)
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)
Seat Seat base Seat back
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 -
SEAT factor (RMS) 1.1 0.6 1.3
SEAT factor (VDV) 1.2 0.7 1.3
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) 0.59 (z direction) Time to action value 06:22:41Time to limit value > 24 hrs
VDV for comparison w ith HSE's criterion for significance of shock
VDVexp (m/s1.75
) 13.9 (z direction) Time to 17 m/s1.75
19:51:35
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)
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
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32
Site/meas. no . 1/2
Measurement date: 02/02/2005
Tape/ID no: 2/1
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
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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33
Site/meas. no. 1/2 Vehicle: Renault 370 dci (tipper truck)
x-axis: time (minutes) y-axis (left): unweighted accel. (m/s) y-axis (right): cumulative VDV (m/s1.75
)
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
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35
Site/meas. no . 1/3
Measurement date: 02/02/2005
Tape/ID no: 2/2
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
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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36
Site/meas. no. 1/3 Vehicle: Renault 370 dci (tipper truck)
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 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
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Appendix A.2 Site visi t 2
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
Charge amplifier B&K 2635 1493483
Charge amplifier B&K 2635 1473733
Charge amplifier B&K 2635 1473734
Charge amplifier B&K 2635 1493484
Charge amplifier B&K 2635 1340163
Data recorder TEAC RD135T 730217
Analysis system Pulse 2325758
Analysis system MatLab Program vdv2_4
Figure A.2 Transit van
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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
Seat Seat base Seat back
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 -
SEAT factor (RMS) 1.1 1.1 1.0
SEAT factor (VDV) 1.0 1.2 1.1
Exposure duration: 05:00:00
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) 0.34 (z direction) Time to action value 10:47:09Time to limit value > 24 hrs
VDV for comparison w ith HSE's criterion for significance of shock
VDVexp (m/s1.75
) 9.3 (z 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)
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
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39
Site/meas. no . 2/1
Measurement date: 21/04/2005
Tape/ID no: 1/9
Vehicle: VW Diesel Transit LT35 TDi
Seat: Conventional, no identification
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
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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40
Site/meas. no. 2/1 Vehicle: VW Diesel Transit LT35 TDi
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 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
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Appendix A.3 Site visi t 3
Equipment
Item Type
Transducer B&K 4322
Transducer B&K 4322
Calibrator B&K 4294
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Data recorder TEAC RD135T
Analysis system Pulse
Analysis system MatLab
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)
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Site/meas. no. 3/1 Vehicle: Yale 032 counterbalance lift truck
Measurement date: 02/11/2005 Seat: Conventional, no identification
Tape/ID no: 1/6
Analysis length : 208 seconds Task: Driving round yardFreq. increment: 0.125 Hz
Seat Seat base Seat back
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) - - -
Exposure duration: 04:00:00
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) 0.49 (z direction) Time to action value 04:05:42Time to limit value 21:39:48
VDV for comparison w ith HSE's criterion for significance of shock
VDVexp (m/s1.75) 14.1 (z direction) Time to 17 m/s1.75 08:27:21
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)
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
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43
Site/meas. no. 3/1
Measurement date: 02/11/2005
Tape/ID no: 1/6
Vehicle: Yale 032 counterbalance lift truck
Seat: Conventional, no identification
Freq. increment: 0.125 Hz
x seat
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.
y seat
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD(
m/s)/Hz
.
z seat
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD(
m/s)/Hz
.
-
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44
Site/meas. no. 3/1 Vehicle: Yale 032 counterbalance lift truck
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 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
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Site/meas. no. 3/2 Vehicle: Yale 032 counterbalance lift truck
Measurement date: 02/11/2005 Seat: Conventional, no identification
Tape/ID no: 1/7
Analysis length : 290 seconds Task: Simulated loading and unloading
Freq. increment: 0.125 Hz
Seat Seat base Seat back
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) - - -
Exposure duration: 04:00:00
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) 0.27 (x direction) Time to action value 13:13:46Time to limit value > 24 hrs
VDV for comparison w ith HSE's criterion for significance of shock
VDVexp (m/s1.75
) 8.2 (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)
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
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47
Site/meas. no. 3/2 Vehicle: Yale 032 counterbalance lift truck
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 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
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Appendix A.4 Site visi t 4
Equipment
Item Type
Transducer B&K 4322
Transducer B&K 4322
Transducer B&K 4322
Calibrator B&K 4294
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Data recorder TEAC RD135T
Analysis system Pulse
Analysis system MatLab
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
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Site/meas. no. 4/1 Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
Measurement date: 22/11/2005 Seat: Conventional, no identification
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
Seat Seat base Seat back
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
SEAT factor (RMS) 0.9 1.2 1.1
SEAT factor (VDV) 0.9 1.2 1.4
Exposure duration: 06:00:00
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
in the Control of Vibration at Work Regulations 2005
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
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)
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
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50
Site/meas. no . 4/1
Measurement date: 22/11/2005
Tape/ID no: 1/1
Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
Seat: Conventional, no identification
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 back
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
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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51
Site/meas. no. 4/1 Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
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
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Site/meas. no. 4/2 Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
Measurement date: 22/11/2005 Seat: Conventional, no identification
Tape/ID no: 1/2
Anal ysis length : 1500 seconds Task: Driving from Goyt valley to tipping area
Freq. increment: 0.125 Hz
Seat Seat base Seat back
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
SEAT factor (RMS) 1.0 1.2 1.0
SEAT factor (VDV) 1.0 1.2 1.0
Exposure duration: 06:00:00
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
) 12.4 (z direction) Time to 17 m/s1.75
21:25:26
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)
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
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53
Site/meas. no . 4/2
Measurement date: 22/11/2005
Tape/ID no: 1/2
Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
Seat: Conventional, no identification
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 back
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
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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Site/meas. no. 4/3 Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
Measurement date: 22/11/2005 Seat: Conventional, no identification
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
Seat Seat base Seat back
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
SEAT factor (RMS) 1.0 1.2 1.1
SEAT factor (VDV) 1.0 1.2 1.3
Exposure duration: 06:00:00
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) 0.55 (z direction) Time to action value 04:53:13Time to limit value > 24 hrs
VDV for comparison wit h HSE's criterion fo r signif icance of shock
VDVexp (m/s1.75
) 15.9 (z direction) Time to 17 m/s1.75
07:48:17
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)
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
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56
Site/meas. no . 4/3
Measurement date: 22/11/2005
Tape/ID no: 1/2
Vehicle: Leyland DAF 55 tipper truck (Y746 HKY)
Seat: Conventional, no identification
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 back
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
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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Appendix A.5 Site visi t 5
Equipment
Item Type
Transducer B&K 4322
Transducer B&K 4322
Transducer B&K 4322
Calibrator B&K 4294
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Charge amplifier B&K 2635
Data recorder TEAC RD135T
Analysis system Pulse
Analysis system MatLab
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
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Site/meas. no. 5/1 Vehicle: Ford transit LF 53 (Y599 PHL)
Measurement date: 30/11/2005 Seat: Conventional, no identification
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
Seat Seat base Seat back
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
SEAT factor (RMS) 1.2 1.2 1.0
SEAT factor (VDV) 1.1 1.3 1.0
Exposure duration: 06:00:00
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) 0.32 (z direction) Time to action value 14:13:38Time to limit value > 24 hrs
VDV for comparison wit h HSE's criterion fo r signif icance of shock
VDVexp (m/s1.75
) 7.4 (z 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)
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
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60
Site/meas. no . 5/1
Measurement date: 30/11/2005
Tape/ID no: 1/8
Vehicle: Ford transit LF 53 (Y599 PHL)
Seat: Conventional, no identification
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 back
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
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s
)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magnitud
e.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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61
Site/meas. no. 5/1 Vehicle: Ford transit LF 53 (Y599 PHL)
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 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
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Site/meas. no. 5/2 Vehicle: Ford transit LF 53 (Y599 PHL)
Measurement date: 30/11/2005 Seat: Conventional, no identification
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
Seat Seat base Seat back
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
SEAT factor (RMS) 1.0 1.3 1.0
SEAT factor (VDV) 0.9 1.3 1.0
Exposure duration: 06:00:00
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) 0.28 (z direction) Time to action value 19:47:10Time to limit value > 24 hrs
VDV for comparison wit h HSE's criterion fo r signif icance of shock
VDVexp (m/s1.75
) 6.0 (z 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)
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
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63
Site/meas. no . 5/2
Measurement date: 30/11/2005
Tape/ID no: 1/9
Vehicle: Ford transit LF 53 (Y599 PHL)
Seat: Conventional, no identification
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 back
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
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
x frequencyresponse
x coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.y seat
y seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
y frequencyresponse
y coherence
0.001
0.01
0.1
1
0.1 1 10 100Frequency (Hz)
Acc.
PSD
(m/s)/Hz
.z seat
z seat base
0.1
1
10
0.1 1 10 100Frequency (Hz)
Magn
itude.
0
0.5
1
Coherence
z frequencyresponse
z coherence
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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
-
8/12/2019 HSE Rr612 Whole Body Vibration
74/94
-
8/12/2019 HSE Rr612 Whole Body Vibration
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
Seat pan depth (front to back)
(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
Male drivers above 99 percentile
and female drivers above 99 percentile will find the seat back too narrow
Head rest height 200
Sitting height 810
68
-
8/12/2019 HSE Rr612 Whole Body Vibration
76/94
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
Dimension used: forward grip reach
Male drivers below 1 percentile
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
Dimension used: forward grip reach
Male drivers below 1 percentile
and female drivers below 1 percentile may have difficulty reaching the hand brake from a neutral posture
69
-
8/12/2019 HSE Rr612 Whole Body Vibration
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)
Male drivers above 71 percentile
and female drivers above 99 percentile should be able to place their feet on the floor while seated
Seat pan depth (front to back)
(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 470
(Dimension used: hip breadth)
Male drivers above 99 percentile
and female drivers above 94 percentile may find the seat pan too narrow
Back rest height 570
(Dimension used: sitting shoulder height)
Male drivers above 1 percentile
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)
Male drivers above 99 percentile
and female drivers above 99 percentile will find the seat back too narrow
Head rest height 150
Sitting height 720
Percentile 1
70
-
8/12/2019 HSE Rr612 Whole Body Vibration
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
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) 330
(Dimension used: thigh depth)
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
mens on used: forward grp reach
Male drivers below 79 percentile
and female drivers below 96 percentile may have difficulty reaching the gear lever from a neutral posture
(Di i i )
Hand Brake
Top left of seat back to front of hand brake 730
mens on used: forward grp reach
Male drivers below 41 percentile
and female drivers below 76 percentile may have difficulty reaching the hand brake from a neutral posture
71
-
8/12/2019 HSE Rr612 Whole Body Vibration
79/94
-
8/12/2019 HSE Rr612 Whole Body Vibration
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
mens on used: forward grp reach
At the limits of adjustment males below 1 percentile, and females below 2 percentile
may have difficulty reaching the far edge of the steering wheel
Seat pan to steering wheel (vertical) 170
(Dimension used: thigh depth)
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
mens on used: forward grp reach
Male drivers below 1 percentile
and female drivers below 1 percentile may have difficulty reaching the gear lever from a neutral posture
(Di i i )
Hand Brake
Top left of seat back to front of hand brake 580
mens on used: forward grp reach
Male drivers below 1 percentile
and female drivers below 1 percentile may have difficulty reaching the hand brake from a neutral posture
73
-
8/12/2019 HSE Rr612 Whole Body Vibration
81/94
350 0
485 0 0
520 0 0
610 0 0
530 0 0
0
610 0 0
WBV Anthropometric D