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By Nancy Estrada, Jane Nowell, Cathy Jennings, Debra Yniguez, Carol Lavery, Kristin Harrer

Pilots of the MH-60S helicopter are exposed to continuous whole body vibration (WBV). Pilot fatigue is a growing operational concern due to the increased frequency of extended durations of missions (6-8+hours) in support of Operations Iraqi Freedom and Enduring Freedom. Endurance aspects of the currently used rotary wing seating systems were not optimized for the longer missions and wide range of pilot anthropometric measurements, which is now typical of naval aviation. The current seating systems were designed primarily to meet crashworthiness requirements, not for the wide range of pilot anthropometry or to mitigate WBV. Albeit, an issue, pilot fatigue and reduced mission effectiveness are also critical concerns. Current Hazard Reports indicated that pain in pilots’ legs and backs begin two to four hours into the flight and increase with time. Mission readiness also decreases with an increase in flight duration due to the constant distraction of pilots shifting in their seats while trying to get comfortable. Froom, et al [2] reported a dose-response relationship between the length of military helicopter flights and back discomfort. He also concluded that this pain is typically dull, over the lower back, and its prevalence and intensity are dependent on the total flight hours of exposure. Methods This study evaluated WBV produced in the pilot seating systems onboard the MH-60S. The purpose of the study was to test and compare the effectiveness of two different seat cushions, the current seat cushion versus an anti-vibration seat cushion. Both seat cushions were measured for acceleration levels averaged over five-minute intervals using a triaxial seat pad accelerometer. The recordings were completed for a 3-hour straight and level flight. A frequency analysis from 0-80 hertz (Hz) was conducted on all acceleration measurements to determine the dominant axis and frequency of the pilots’ vibration exposure. The results were then compared to the applicable Threshold Limit Values (TLVs) established by the American Conference of Governmental Industrial Hygienists (ACGIH) [1] and the International Organization for Standardization (ISO) 2631.1 [3] to determine the MH-60S pilots’ permissible exposure time for both seat cushions. Results The results of the study showed that for both seat cushions the vibration levels of the z-axis at 16 Hz had the shortest allowable exposure duration, according to the ACGIH TLVs. In the z-axis at 16 Hz, the MH-60S’s current seat cushion’s acceleration levels indicated an exposure time limit of approximately 6 hours, while the anti-vibration seat cushion’s acceleration levels pierced the 8-hour exposure time limit curve. This is shown in the graph below.

Jan 6, 2006

By Britt H. Hatfield, Jiu-Chiuan Chen, Wen-Ruey Chang, David C. Christiani

Occupational exposures to whole-body vibration (WBV) at different frequency domains may differentially affect human comfort and the musculoskeletal system. Under this presumption, a frequency-based weighting scheme has been adapted in many widely accepted standards for WBV measurement. However, there is very little human data showing a direct link between WBV frequency and musculoskeletal disorders. We conducted an epidemiologic study to examine the association between WBV frequency and prevalence of low back pain (LBP) and to identify determinants of specific frequencies associated with LBP in urban taxi drivers. Methods The WBV frequency data were collected from 247 professional drivers (aged 44.6±8.3) who participated in an exposure validation study 1 of the Taxi Drivers’ Health Study (TDHS) in 2000. 2 In accordance with the ISO 2631-1 (1997) methods, we measured the frequency-weighted acceleration over drivers’ seat surface, under conditions representing randomly assigned destinations. We developed a WBV record-replay system at the Liberty Mutual Research Institute (LMRI) in Hopkinton, MA, USA. This system includes two tri-axial accelerometers (PCB Piezotronics, NY, USA), one RD-130T PCM data recorder (TEAC, Tokyo, Japan), and one LMWBV meter 2.0 (LMRI, MA, USA). Only the vertical axis of seat-surface WBV frequency was used in this study. To characterize the WBV frequency curve, we manually identified the presence of any peak within each of the following frequency range: <4, 4-10, 10-20, and >20 Hz. Information about the operating vehicles and driving environment was either collected from the vehicle registration record (manufacturer, year of make, transmission, engine size, etc.) or directly measured (wheel-base length, seat inclination, etc.). Structured interviews were conducted by an occupational physician to gather information on LBP that had led to medical attention or absence from driving in past year. We used multiple logistic regression to estimate the prevalence odds ratio (OR) associated with the presence of each index peak frequency, adjusting for age, body mass index, professional seniority, daily driving hours, seat inclination, and the intensity of predicted root-mean-square WBV exposure in m/sec2. For any revealed WBV frequency that was associated with LBP, we constructed a multiple logistic regression model to identify the personal and vehicle characteristics associated with the presence of WBV peak within the indicated frequency range.

Jan 6, 2006

By Alan Mayton, Bertrand Valero, Farid Amirouche

Handling of heavy vehicles such as tractors, trucks and buses require a large roll stiffness which causes large high accelerations at the seat level during impacts. To provide comfort and minimize the energy transfer from the chassis and the seat a pneumatic active seat suspension is proposed. An active seat suspension design and control algorithm under development at the University of Illinois at Chicago, UIC, is being developed and tested. Preliminary results are presented in this paper. The design of a passive suspension typically consists of optimizing the value of two parameters: the stiffness and the damping of the suspension. The general dynamic performance of the suspension is limited to the conditions under which these parameters were obtained. A change in the input conditions might lead to poor suspension and an amplification of the vibration transmitted to the body. The focus of this paper is a robust, semi-active suspension system with a variable controlled damping and using the body response an index measure to minimize the acceleration at the interface of the seat and operator. A summary of existing suspensions, such as MR and ER fluids, and spring loaded and dual valve shock absorbent will be discussed to highlight the need of a semi-active pneumatic suspension system design. Methods A model of the proposed suspension was developed in MATLB (Simulink) and different control strategies for the valve position in relation to the cylinder pressure tested. The effects of stiffening and softening resulting from pressure changes in the cylinder were examined. The vertical accelerations of the seat was computed for different control strategies and configurations of the suspension and compared to the response of a passive seat suspension. A lump -mass model was created to represent the human body including the head, the upper, middle and lower torso as well as the legs. The connective forces between body segments were modeled through modal analysis techniques from previous experiments at the Vehicle Technology Laboratory. ISO standards and absorbed power were used to evaluate the different configuration of the seat suspension system in relation to the dynamic response of the operator. Results Initial results of the semi-active suspension system show a significant reduction in the RMS value of the acceleration of the seat. A reduction of the total absorbed power by the operator is expected to provide an insight into the control strategies adapted in the active suspension.

Jan 6, 2006

By Jeanne A. Smith, Suzanne D. Smith

Annoyance, fatigue, and musculoskeletal pain have been reported during prolonged exposures to propulsion-generated vibration in military propeller aircraft1. The objective of this study was to determine the vibration mitigation properties of selected seat cushions and the effects of occupant seating posture during exposure to higher frequency multi-axis vibration associated with military propeller aircraft. Methods A Navy E-2C Hawkeye crew seat was mounted onto the Six Degree-of-Freedom Motion Simulator (SIXMODE). Six seat pan cushion configurations were tested during exposure to an E-2C vibration signal collected in the field1. Seat pan cushions 1 – 5 were used with the original E-2C seat back cushion. Cushion configuration 6 included seat pan cushion 5 with a prototype seat back cushion. Triaxial accelerometer pads were mounted onto the seat pan and seat back cushions to measure the vibration entering the human. Data were collected for seven subjects seated upright with their backs in contact with the seat (back-on) and not in contact with the seat (back-off). Spectral analysis techniques were used to analyze data at the two dominant frequencies associated with the propulsion system (propeller rotation frequency (PRF) ~18.5 Hz, and blade passage frequency (BPF) ~73.5 Hz). Overall accelerations were also calculated between 1 and 80 Hz. Vibration Total Values (VTVs) were calculated using the weighted seat pan and seat back (back-on only) accelerations and compared to the comfort reactions given in ISO 2631-1: 19972. Results In general, the highest accelerations observed at the seat pan occurred in the fore-and-aft (X) direction at both the PRF and the BPF for all cushions and both postures. The most pronounced effect was at the BPF in the X direction, where all configurations showed significantly lower seat pan accelerations than configuration 1 (original E-2C cushion) with the back-on posture. Configuration 5 was the exception with the back-off posture (Fig. 1A, Repeated Measures ANOVA, P<0.05). The most pronounced effect of posture occurred at the PRF in the X direction, where all cushion configurations showed significantly lower seat pan accelerations with the back-off posture (Fig. 1B). All configurations except configuration 2 showed similar VTVs as compared to Configuration 1 (Fig. 2, P<0.05). Configuration 2 tended to show the lowest weighted acceleration levels. The overall VTVs (back-on only, Fig. 2B) showed significantly higher accelerations as compared to both the back-on and back-off seat pan point VTVs (Figs. 2A &

Jan 6, 2006

By H. John Head, Fred N. Kissell

In This Chapter [Gas reports from around the world Regulations for gassy mines in the United States Differences between metal/nonmetal mines and coal mines Monitoring for methane and taking action Diluting methane with additional ventilation Eliminating ignition sources What experienced mine operators say about methane control and Looking for methane when starting a new mine or expanding an existing mine] This chapter gives guidelines for preventing methane gas explosions during metal and nonmetal mine development and subsequent production operations.3 Emphasis is placed on recognizing the differences between coal mines, where the potential for methane hazards is relatively well understood, and metal/nonmetal mines, where methane may accumulate unexpectedly. Also, interviews with experienced mine operators add much to a complete understanding of what must be done to address methane problems in metal/nonmetal mines. METHANE GAS IN METAL/NONMETAL MINES Gas reports from around the world. The presence of methane gas in metal/nonmetal mines around the world is more common than one might imagine [Edwards and Durucan 1991]. For example: • The former Soviet republics have occurrences of methane and hydrogen in apatite, gold, and diamond ores, where solid or liquid bitumen occurs in the rock. • Scandinavian iron ore deposits include methane and other hydrocarbons in boreholes that intersect pitch and asphalt within the deposits, and methane and nitrogen in boreholes and fissures in arsenic and sulfide ores.

Jan 6, 2006

By Fred N. Kissell

In This Chapter [Instruments available to measure methane in mines and tunnels Using a portable detector in both accessible and restricted spaces Machine-mounted monitors: placement and response time Calibration of catalytic detectors for different gases and Misinterpreting warning signs This chapter gives guidelines for methane measurement in mines and tunnels. The emphasis is on the measurement procedure and the interpretation of the measurement rather than on the instrument itself.] The failure to properly sample for methane is a major contributing factor to methane explosion risk. Sampling errors are most likely to occur at mines or tunnels where the presence of methane is not suspected or during nonroutine tasks at mines or tunnels known to have gas. More specific information on methane sampling at continuous miner sections is in Chapter 3. Chapters 4 and 5 discuss sampling at longwall sections, and Chapter 14 discusses sampling at tunnels. METHANE DETECTORS FOR MINING Many models of gas detectors are available to measure methane concentrations, as well as most of the other contaminant gases found in mines and tunnels. An example is the iTX Multi-Gas Monitor, a portable gas detector available from Industrial Scientific Corp., Oakdale, PA. This handheld instrument measures several gases simultaneously. The cost (2004) ranges from $1,300 to $2,200, depending on the number of gases measured. Similar instruments are available from other manufacturers. Most methane detectors used in mining use a catalytic heat of combustion sensor to detect methane and other combustible gases. These have been proven through many years of reliable operation. For detection of methane, proper operation of catalytic heat of combustion sensors

Jan 6, 2006

By Robert G. Gibson, Joel D. Gibbons

Measurements and analyses were conducted of whole-body vibration aboard seven commercially available passenger and/or recreational vehicles: sedan; sport-utility vehicle (SUV); pickup truck; moving truck; motorcycle; all-terrain vehicle (ATV); and boat. The purpose of the testing was to measure and assess whole-body vibration exposure in a range of typical vehicle environments in order to gain understanding of typical exposure levels characteristic of activities of daily living. Vehicle models tested (and model year) were: Ford Taurus (1995); Jeep Cherokee Sport (2000); Toyota Tundra SR5 (2002); Ford F-350 (1997); Harley-Davidson Electra Glide Classic (2004); Yamaha Kodiak 400 4x4; and Steiger Craft Model 21 Montauk. All vehicles were tested with their standard factory-installed seats and were operated under a range of normal operating conditions and speeds typical of intended vehicle use. Methods The measurement, processing, analysis, and exposure assessment methods follow the guidance of generally accepted, national and international consensus standards relevant to the evaluation of whole-body vibration, including ISO 2631-1 [1] and ANSI S3.18 [2]. Seats were instrumented with low-mass triaxial accelerometers mounted in seat pads. Accelerometers used in the test are specified to have flat frequency response over the frequency range of 0.5 to 80 Hz, and all accelerometers were recently calibrated traceable to the National Institute of Standards and Technology (NIST). Seat pads were installed following guidance in the relevant standards [1, 2], with sensitive axes of the accelerometers following the standard coordinate system with respect to the seated occupant. (The x-axis represents fore-aft motion; the y-axis represents side-to-side motion; and the z-axis represents vertical motion with respect to the occupant.) Vibration data processing and analysis, including filtering, sampling, frequency-weighting, averaging, summation, and determination of basic and additional metrics followed procedures in the relevant standards [1, 2]. Digitized time series data were acquired and stored using a PC-based data acquisition system. Whole-body vibration exposure analyses were conducted via post-processing. During data processing, recorded periods of seat acceleration that were identified and verified as resulting from occupant-induced motion rather than vehicle motion were excluded prior to exposure analysis. The basic evaluation metric for whole-body vibration is the frequency-weighted root-mean-square (r.m.s.) acceleration, aw. The primary additional evaluation metric is the fourth-power

Jan 6, 2006

By Ren G. Dong, Kristine M. Krajnak, Dan Welcome

Continual occupational exposure to vibrating hand tools can damage the neural, vascular and other soft tissues of the fingers. Rat tail models have been developed to investigate the biological responses of the tissues to vibration.1-2 However, the biodynamic response of the tail relative to that of the human fingers has not been characterized. The objective of this pilot study was to compare the transmissibilities of rat tails measured via a scanning laser vibrometer to those of human fingers gripping a handle. Methods In Part I of this experiment, four male Sprague Dawley rats (6 weeks old) were exposed to discrete 5g-rms sinusoids of 32, 63, 125, 160, 250, and 500 Hz. The rats were restrained in Broome-style restrainers with their tails constrained without compression to an exposure platform via elastic straps as shown in Figure 1. The platform was attached to a vertically vibrating shaker. The vibration was measured for the array of points shown in Figure 1 using a scanning laser vibrometer (Polytec) and the transmissibility calculated for each point on the tail relative to the reference points on the platform. In Part II, three male human subjects were exposed at the frequencies specified in Part I - with the addition of 1000 Hz - at a magnitude at the ANSI <0.5-hr limit up to 63 Hz, after which the acceleration was held constant at 5g-rms. The subjects gripped an instrumented handle at 20 N as shown in Figure 2. The transmissibility was calculated relative to the reference points on the handle. [ ]

Jan 6, 2006

By Miyuki Morioka, Michael J. Griffin

Discomfort, annoyance, or interference with activities due to exposure to vibration is only expected if the vibration exceeds the threshold for the perception of vibration. When there is more than one vibration input to the body (e.g. at the hands, seat and feet), the sensation is first experienced at the location with greatest sensitivity. Knowledge of differences in the thresholds of perception for vibration at the hand, seat, and feet should assist the identification of sources of discomfort caused by vibration. Perception thresholds for vibration have been determined in several studies, but only a few studies have investigated perception thresholds in the horizontal direction for hand-transmitted vibration 1, 6 or whole-body vibration 4-5, and there has been little consideration of perception thresholds for the foot resting on a vibrating surface. This study determines absolute thresholds for the perception of sinusoidal lateral vibration, examining the effect of vibration frequency (8 to 315 Hz for the hand and foot; 2 to 315 Hz for the seat) and the effect of input location (the hand, the seat and the foot). Methods Three groups of twelve males aged between 20 and 29 years participated in the experiment. Subjects in each group attended an experiment to determine perception thresholds for lateral vibration via either a rigid handlebar (30 mm diameter) at the left hand (left hand), or a rigid contoured seat (250 mm x 150 mm), or a footrest at the left foot (30.5 mm x 10.5 mm with 10-degree inclination). For the non-exposed hand (right hand) or foot (right foot), a stationary handle and footrest with the same dimensions as the vibrating handle and footrest were provided so that the same body posture was adopted among the three groups of subjects. An up-down (staircase) algorithm was employed to determine thresholds in conjunction with a three-down one-up rule. A single test stimulus (2.0 seconds) was presented with a cue light illuminated during this period. The task of the subjects was to indicate whether they perceived the vibration stimulus or not. The threshold was calculated from the mean of the last two peaks and the last two troughs, omitting the first two reversals. Results The median absolute thresholds of the 12 subjects determined at each frequency for the hand, seat and foot are shown in Figure 1. A frequency dependence of the threshold contours within the investigated frequency range is evident, with similar shape to the threshold contours

Jan 6, 2006

By Alan Mayton, N. Kumar Kittusamy, Christopher Jobes, Farid Amirouche

Industrial equipment exposes individuals to whole-body vibration (WBV) and mechanical shock. This exposure can negatively impact their health, safety, comfort, and working efficiency and performance. Accordingly, proper seat design is an important consideration in reducing the adverse effects of WBV exposure to vehicle operators. Since the human body is sensitive to low frequency WBV, ride quality is a basic and important element of good seat design. When designing a suitable seat, it is essential to understand vibration exposure environment of workers and how well they can tolerate this environment [1]. This is particularly true in the mining industry. Mayton et al. [2] reported on a low-coal shuttle car seat design that underwent limited, yet successful underground mine trials. Building on this work, a follow-up study compared NIOSH and existing seat designs on low- and mid-coal seam shuttle cars. The NIOSH seat designs included viscoelastic foam, which has properties similar to those found in a mechanical spring/damper suspension system. The seats also included an adjustable lumbar support and a fore-aft seat adjustment. The NIOSH seat designs contrast with the existing seat design, which have little or no lumbar support and include inexpensive foam padding of the type commonly used in furniture. This paper will focus on the seat designs for the mid-coal seam shuttle car and compare subjective comfort data collected from five vehicle operators with ISO 2631 – based reduced comfort boundary (RCB) analysis of recorded vibration levels. Methods Experimental data were collected using three different tools: triaxial accelerometers, pre-amplifiers, and filters connected to a data recorder; a visual analog scale (VAS); and a short questionnaire. Researchers recorded quantitative or objective vehicle vibration data to determine the input and output acceleration at the operator cab floor and operator seat interface. Qualitative or subjective data, collected with the VAS, allowed researchers to obtain the operators’ immediate impressions of shock, vibration, and discomfort levels for the vehicle ride on each of the seat designs. Each shuttle car operator made six round trips with the vehicle each seat. The shuttle car operator marked the VAS on the first, third, and sixth round trip of the trials for each seat. A round trip consisted of traveling to the coal face with no load and returning to the load discharge location with a full load of coal. Results Total overall average ratings for the five vehicle operators of the mid-coal seam shuttle car, showed that operators sensed from 45 to 87% less discomfort with NIOSH seat designs compared to the existing seat design. Using a 95% CI, researchers computed a strong positive correlation for discomfort. Figure 1 illustrates the RCB analysis method for one of two NIOSH seat designs.

Jan 6, 2006

By E. Owens, R. Gudavalli, D. Wilder, T. Xia

As mechanical shock and vibration environments evolve, it is important to understand their potential effect on human operators. Human beings are sophisticated mechanisms comprised not only of passive components with mass, damping, and stiffness characteristics, but also of components that can actively affect apparent mass, stiffness, and damping. Because the lumbar spine can exhibit local, short-column buckling, stability of the human trunk depends on the responsiveness of the neuromuscular control system.1-2 We have been evaluating the ability of patients with back pain to respond to a series of sudden loads. We believe the results have implications for isolation design and standards development. Methods 153 patients, aged 21 to 55, presenting with back pain agreed to enroll in a research study that randomly assigned them to one of three treatment arms: high velocity low amplitude spinal manipulation, low velocity variable amplitude spinal manipulation, or wait for 2 weeks and then be randomized to one of the above groups. Response to sudden load testing was one of a battery of baseline evaluations performed upon entry into the study and prior to treatment. EMG electrodes were attached to the skin over the paraspinal muscles of the standing participant bilaterally 3 cm from midline at the L3 level. While standing upright on a force plate (Bertec), participants were fitted with a strap around their back and hooked to a load cell in front of their chest. An accelerometer was rigidly attached to the load cell. Impact was applied to the chest using a cord attached to a falling weight. The weight’s fall distance was varied between 9 and 13 inches to account for the size of the subject. The subject was blindfolded and wore headphones playing white noise to prevent cueing of when the weight was dropped to apply the load. Hence, although the participant knew a load was about to be applied, he or she did not know the instant it would occur. Just before the weight was dropped, a 4 second data collection process was started for the two EMG electrodes, load cell, accelerometer, and force plate. The load drop was repeated 6 times, at irregular intervals, over a period of 2 minutes. The raw data thus collected was reduced to obtain several values: 1) length of time from the pull on the harness to the beginning of the response of the left and right paraspinal muscles (LES, RES), 2) time and magnitude of the maximum response, 3) force and acceleration experienced at the chest, and 4) the time and magnitude of the center of pressure location (COP). A general linear model was used to evaluate the results. Results For the EMG data, of the 1,824 observations made, 90% of them indicated a response. Prior to the sudden load, resting muscle activity was different between left and right sides (p=0.0001) and between males and females (p=0.0001). Female subjects began to respond to the sudden load within 92 to 110 ms and males from 101 to 109 ms. Females exhibited more variation in starting

Jan 6, 2006

By Ren G. Dong, John Z. Wu, Daniel E. Welcome, Kristine Krajnak

Although the exact mechanisms underlying vibration white finger (VWF) are not clear, it has been speculated that VWF is associated with variations of the blood flow patterns due to the physical damage and/or degeneration in neural and vascular tissue caused by vibration loading [1]. Excessive dynamic deformation of the soft tissues in the fingertip under vibration loading is believed to induce multiple occupation-related hand/finger disorders. However, the in vivo distributions of the dynamic stress/strain of the tissues in the fingertip under vibration conditions have not been studied because they cannot be measured experimentally to date. The goal of this study is to analyze, theoretically, the location and frequency-dependent dynamic deformation of the soft tissue in the fingertip during vibration exposures. [ ] Methods The fingertip considered in the model is the distal phalanx, the portion from the distal end of the fingertip to the distal interphalangeal (DIP) joint articulation (Fig. 1). The external shape of the fingertip was determined using a smooth mathematical surface fitting to the observed fingertip shapes. The fingertip surface was then scaled to the dimensions of a typical male index finger: length 25 mm, width 20 mm, and height 18 mm. The fingertip was approximated to be symmetric, such that only a half of the fingertip was considered in the FE modeling. The fingertip was assumed to be composed of outer and inner skin layers, subcutaneous tissue, bone, and nail. The soft tissues (inner skin layer and subcutaneous tissues) were assumed to be nonlinearly elastic and viscoelastic, while the bone, nail, and outer skin layer were considered as linearly elastic. The simulations were conducted using a displacement-controlled protocol in two stages. First, the fingertip was statically pre-compressed. The contact plate was first displaced towards the finger to achieve a predetermined value of tissue deformation (i.e., 0.5, 1.0, 1.5, and 2.0 mm). Second, the steady-state dynamics responses of the fingertip were analyzed using a linear perturbation procedure. The fingertip was subjected to a continuous harmonic excitation (magnitude 0.5 mm) from the contact interface. The dynamic analysis was performed in a frequency domain ranging from 16 to 2000 Hz. The frequency-dependent distributions of the vibration magnitude and dynamic strain magnitudes in the soft tissues are investigated. Results Typical simulation results for the frequency-dependent distributions of the vibration magnitude in the soft tissues are shown in Fig. 2 (figures show the results with a pre-compression of 2.0 mm). The vibration magnitude at the contact surface is 0.5 mm (specified) for all frequencies, while the vibration magnitudes in the soft tissues are location- and frequency-dependent. It is clear that the fingertip has a major resonance around 125 Hz, at which the vibration magnitudes in the soft tissues are over four times greater than that of the contact plate (0.5 mm). It is interesting to observe that, at this resonant frequency (125 Hz), the soft tissues at the tip has the maximal vibration magnitude while the regions near the contact

Jan 6, 2006

By Danny A. Riley, James R. Sanger, Hani S. Matloub, Lin-Ling Zhang, Ji-Geng Yan

This experimental study was done to determine pathological feature of vibration injury to the peripheral nerves in the hind limbs of rats exposed to 7 days of vibration. Materials and Methods Animals: Twenty four male Sprague-Dawley rats weighing 350-400 grams were randomly divided into two groups: sham control group and vibrated group. To document vibration-induced changes in the experimental model, the sciatic nerve was used because it contains both motor and sensory fibers and is relatively superficial in the posterior thigh. Customized Vibrating Platform: The hind limbs of the rats in the vibrated group were exposed to vibration in a custom-built vibrating apparatus consisting of two platforms: a smaller vibrating platform on which the hind limbs of the rat are secured, and a larger platform on which the remainder of the body rests. The vibration parameters (frequency 43.5 Hz, amplitude 1.5mm, acceleration 4.75G, velocity 6cm/sec., and displacement of 3.0mm) of this model were measured. Methods: Rats were anesthetized with 35mg/kg of intraperitoneal Nembutal (phenobarbital) and their hind limbs fixed to the vibrating platform by Velcro loops. Both hind limbs rest on the vibrating platform while the remainder of the body rests on the larger platform. The rats were vibrated 4 hours a day, for 7 days, with close monitoring of the vibration parameters. The 4-hour duration of hazardous vibration was based on recommendations from the British Standards Institution. The sciatic nerve of rats not exposed to vibration, but similarly anesthetized and secured to the vibrating platform, acted as controls. At the end of seven days of exposure to vibration, nerves from both the vibrated rats and the control rats were harvested after perfusion of the lower half of the body using glutaraldehyde as described below. Neural Fixation: The aorta was cannulated, and the inferior vena cava was nicked and the animal was initially perfused with 0.9% buffered sodium chloride. This was followed by perfusion of a filtered mixture of 3% glutaraldehyde and 3% paraformaldehyde fixation solution, The tissue was subjected to post fixation by routine. The neural tissue was then submitted for light and electron microscopy. Results While light microscopy showed minimal histological differences between vibrated (n=12) and control nerves (n=12), the changes revealed by electron microscopy were dramatic. These included thickening of the epineurium, as well as thickening of the myelin sheath as compared with normal nerve. Also, the axon plasma was detached from the myelin sheaths, and many vacuoles were seen between the myelin laminae(Fig.1); These changes were found in all vibrated animals, and in the whole segment of each vibrated nerve. Myelin balls, consisting of

Jan 6, 2006

By Ren G. Dong, Jay Kim, Daniel E. Welcome, Won Joon Song, Charles Hayden

Prolonged, extensive exposure to hand-transmitted vibration could cause a series of vibration-induced disorders in the vascular, sensorineural, and musculoskeletal structures of the human hand-arm system, which have been collectively called hand-arm vibration syndrome (HAVS).1 To assess the risk of HAVS the international standard ISO 5349-1 (2001)1 recommends using the root-mean-square (rms) acceleration of the measured vibration with a frequency weighting. While a few epidemiological studies have reported results consistent with the predictions made according to the recommendation, many other studies have reported results with large discrepancies.2 This may be partially attributed to the time-averaging effect involved in calculation of the frequency components, especially for impact type tools. Because the spectral characteristics of impact tools change dramatically with time, a time-frequency (T-F) analysis can provide better characterizations of such highly transient vibrations. The analytic wavelet transform (AWT) is an ideal T-F analysis tool because it possesses the advantages of both the Fourier transform and the wavelet transform.3 The objective of this study was to explore the application of the AWT method for characterizing the impact tool vibrations and assessing their exposure risk. Methods Five tools (two chipping hammers, two riveting hammers, and one concrete cutting saw) were used in this study. The saw vibration was measured when it was used to cut a section of road pavement during a repair. The vibrations on the other tools were measured by the procedure specified in ISO 8662-2 (1992).4 A sampling rate of 16,386 Hz was used in the measurement. The AWT and Fourier analysis were applied to these signals and to identify their characteristics. Results Figure 1 compares the T-F characteristics of the accelerations measured from the relatively steady concrete saw and a riveting hammer. The frequency weighting specified in ISO 5349-11 was applied in the calculations. The comparison clearly shows that the two tools have completely different T-F characteristics.

Jan 6, 2006

By A. Salmoni, E. K. Gillin, T. Eger, A. Cann, P. Vi, M. Hunt

Kittusamy (Kittusamy & Buchholz, 2004) state that there have been few studies conducted to assess exposure to whole-body vibration (WBV) in the construction industry. They suggest that there is very little reliable data from the construction industry that characterizes exposure levels to various hazards including WBV or the health outcomes from such exposure and that there is a need for more exposure data. In a recent exploratory study of heavy construction equipment Cann (Cann, Salmoni, Vi, & Eger, 2003) looked at vibration levels for 14 different types of construction equipment. Eight of the 14 pieces of equipment tested exposed operators to levels of WBV that exceeded the recommended limits for an 8-hour period when comparing the measured VDV to the ISO 2631-1 standards. The purpose of the present research was not only to test a larger number of scrapers but also to investigate scraper operator exposure to whole body vibration (WBV) separately for each task. Methods 33 scrapers were evaluated for WBV in a variety of residential and road construction projects. Testing equipment consisted of triaxial accelerometers that allowed vibration data collection in all three orthogonal axes, with the x-axis positioned to measure vibration in the anterior-posterior direction, the y-axis in the medial-lateral direction, and the z-axis in the vertical direction. Root mean square accelerations (aRMS), vibration dose value (VDV), crest factor, and maximum transient vibration values (MTVV) were derived from this software and exported to an Excel™ spreadsheet for later data analysis. Test sessions for each piece of equipment lasted for approximately 20 minutes until at least three work cycles had been completed. Tasks included: idling while waiting for a bulldozer to push the scraper through the scraping phase, scraping, traveling loaded with dirt, dumping and traveling empty. Results Task breakdown by time reveals 25% of the work cycle was spent traveling fully loaded with dirt, 19% dumping, 21% traveling unloaded, 17% idling and 18% scraping. Calculation of aRMS vector sums gave values of 2.55 m/s2 during loaded transport, 2.46 m/s2 during dumping, 2.31 m/s2 during unloaded travel, 0.55 m/s2 during idling and 1.46 m/s2 during scraping (see Table 1). The highest acceleration values recorded were found in the z-axis during fully loaded transport reaching an average aRMS over three work cycles of 2.55 m/s2.

Jan 6, 2006

By Michael S. Contratto, Dave Marshall, Tom Brodersen

The European Union (EU) completed a new directive 2002/44/EC1 called the Physical Agents Directive (PAD) that establishes action and limit values for hand-arm and whole body vibrations. The directive specifies that: “…workers shall not be exposed above the exposure ‘limit value’.” 1 and “…once the exposure action values … are exceeded, the employer shall establish and implement a programme of technical and/or organisational measures intended to reduce to a minimum exposure to mechanical vibration and the attendant risks…” 1 The PAD limit value is effective for new machines starting July 6, 2007 and for used machines by at least July 6, 2010. These requirements apply to the users of machines, but machine manufacturers will be challenged to provide machines and information to help the users comply with the directive. Caterpillar manufactures machines with the goal of enabling our customers to comply with all regulations dealing with health and safety. Caterpillar designs all of our machines to provide a safe, comfortable and productive work environment. This study was to determine if seat suspensions could provide a reduction in the vibration environment experienced by operators of Caterpillar mid sized (<50,000KG) Track Type Tractors Methods Seat manufacturers were asked to provide seat suspensions that provide improved isolation over and above current seat suspension. Each supplier was provided with ride profiles and was asked to demonstrate the vibration reduction on a shaker table. Two suppliers provided suspensions that were compared with the current seat suspension in a field study. Three full factorial experiments were conducted. The first experiment was to evaluate overall suspension performance for four operations. The second experiment was to determine the benefit of the adjustable vertical damper at three different levels and the third experiment was to determine the effect of the fore/aft and side/side isolators. Six operators were used for the study. Acceleration was measured at the seat base and at the operator seat pad. Both the transfer function and the ISO 2631 RMS ride values were used to determine the seat suspension’s effectiveness of isolating the operator from vibration. A structured questionnaire was used to determine the operators’ subjective assessment of the seat suspensions. Results There was significant operator-to-operator variability in the vertical direction (>35%), however there was little variability in the fore/aft and side/side direction based on seat base

Jan 6, 2006

By Naoki Hosoya, Setsuo Maeda

This paper addresses establishment of an experimental system for measuring biodynamic response (BR) of hand-arm system at the NIIH in Japan. BR measurement system at the NIIH is nearly equivalent to NIOSH installed system. The feasibility of the system is examined through the apparent mass (AM) measurement of the empty handle and a set of calibration masses. Apparatus The grip force was measured by using the handle shown in Fig. 1. The handle has two force sensors (KISTLER, 9212) and one accelerometer (PCB, 356A12). A low-pass filter with 5 Hz cut-off frequency was used to the grip force from measured force signal. Figure 2 shows BR measurement system in this study. The push or pull force at the handle was measured by using the force plate (KISTLER, 9286AA). The grip force and the push / pull force were displayed on a monitor. The shaker (IMV, VE-100S) is used to vibrate the hand-arm system along the forearm axis (Zh direction) (ISO 10068, 1998; ISO 5349-1, 2001). In most situations force actions for operating tools are expressed by grip, push, pull and combined these actions. These actions can be simulated in the test system. AM was obtained by performing H1 estimator in the PULSETM system (B&K, 3109) and it is denoted at the one-third octave band center frequencies. [ ] Methods In order to investigate the reliability of the system, AM measurement of the handle was performed. It is assumed that the handle is rigid in the upper limit of adoptive frequency range in this study. This assumption is validated in AM measurement of the empty handle. A pseudo-random vibration in the frequency range of 10 to 1,250 Hz was used and its amplitude is 1.0 (m/s2)2/Hz with a flat power spectral density (PSD) in the experiment. Measured AM includes the mass effect of the measuring cap in a subject experiment. Compensated apparent mass AMc(?) is obtained by Eq. (1) 1-2.

Jan 6, 2006

By Vibration Research Group, Natasha K. Lee Shee, Tammy R. Eger, James P. Dickey, Paul-Émile Boileau, Lana M. Trick, Michele L. Oliver

Introduction Industrial exposure to whole-body vibration is associated with injury and discomfort. Certain industries, notably mining, construction, and forestry, involve complex 6 degrees of freedom vibration. Laboratory-based studies of vibration are essential for controlled and systematic evaluation of the human responses to vibration2. The purpose of this pilot study was to evaluate whether the duration of the vibration exposure, and rest between vibrations, significantly influence the subjective ratings of comfort during laboratory-based studies of vibration. Methods Subjects: The cumulative vibration dose was calculated, and was below the health guidance caution zone recommended by International standards3. The experimental procedures were approved by the University of Guelph Research Ethics Board. Ten adult subjects participated in this pilot experiment. All subjects completed the entire experimental paradigm; no subjects complained of pain during or after the experiment. Experimental Design: The experiment consisted of four blocks of vibration exposures; either 15 or 20 seconds of vibration (1 df:Z axis, 3 df:XY plane, 3df:YZ plane, or 6 df) alternating with either 5 or 10 seconds rest. The order of presentation of the four blocks was randomized. Each of the blocks was composed of 37 individual sinusoidal vibration exposures in randomized sequence. This abstract focused on ten identical trials, (6.3 Hz vertical vibration, 0.55 m/s2 RMS) interspersed within each block, in order to assess whether the subjects’ comfort ratings systematically varied between the 15 or 20 vibration exposures, the 5 or 10 second rest between vibrations, or within each block. The experiment involved 43 minutes of vibration within the 62 minute experiment. Vibration Apparatus: A commercial parallel robotic platform was used to apply the specific vibration exposures (R2000, Parallel Robotics Systems Corporation, Hampton, New Hampshire). The subjects sat on a passenger seat from a 1992 Honda Accord that was rigidly mounted to the robotic platform (Figure 1). This robotic system performed the specific vibration exposures operating under closed-loop displacement control. A custom-written Matlab program automated the testing sequence.

Jan 6, 2006

By Michael L. Boninger, Erik J. Wolf, Rory A. Cooper

Although wheelchair users are regularly subjected to whole-body vibrations little research has been conducted to assess these vibrations or attempt to reduce them [2,3,5]. Most of the wheelchair and whole-body vibration research done to this point has been conducted on manual wheelchairs. Van Sickle et al showed that manual wheelchair propulsion over a simulated road course produces vibration loads that exceed the ISO 2631-1 standards for the fatigue-decreased proficiency boundary at the seat of the wheelchair as well as the head of the user [6]. In a study by Boninger et al [1], 66% of wheelchair users reported neck pain since acquiring their wheelchair. One of the key reasons believed to be the cause of pain, was the exposure to whole-body vibration. Kwarciak et al [4] and Wolf et al [7] performed similar studies using two methods of analysis to evaluate vibrations on suspension and non-suspension wheelchairs while descending curbs of varying heights. Both studies revealed no significant difference in the abilities of the wheelchairs to reduce the amounts of vibrations transferred to the wheelchair user. Although the efforts of wheelchair companies to reduce the amounts of whole-body vibration transmitted to wheelchair users through the addition of suspension systems is encouraging, the technology is not yet ideal. Additionally, the research to date has focused on manual wheelchairs exclusively, while little attention has been shown to powered wheelchairs. Methods This study includes the use of two suspension electric powered wheelchairs: The Quickie S-626 and the Invacare 3G Torque SP Storm Series. Each subject tested all of the configurations of the suspension wheelchairs. These included the Invacare with suspension, the Quickie with suspension set to three settings (most stiff, least stiff, and 50% stiffness), and both wheelchairs with solid inserts to act as non-suspension wheelchairs. Sixteen able bodied subjects have been recruited for this study so far. In each of the configurations of the wheelchairs, the subjects traversed an Activities of Daily Living (ADL) course. Vibrations were collected from a tri-axial accelerometer attached to a seat plate beneath the cushion during driving over the activities course. A mixed model ANOVA was used to determine if there were differences between suspensions based on Vibration Dose Value (VDV). Results Statistical analyses of the VDV data revealed significant differences between the six different suspensions over each of the obstacles in the activities of daily living course. Post-hoc analyses revealed that for each of the obstacles, significant differences existed between the Invacare suspension and the Invacare solid insert. For the Quickie power wheelchair the solid insert setting was not significantly different from the most-stiff setting for each of the obstacles

Jan 6, 2006

By Lu Li, Sara E. Wilson

Occupational exposure to whole body vibration has long been associated with increased incidence of low back pain and low back injuries1. A number of studies have investigated transmissibility of seat pan vibration 5, 6. While transmissibility has been well researched, the mechanism by which vibration may induce injury has not been thoroughly studied. Winter et al. identified increased reflex response delay after vibration exposure and speculated that muscular fatigue may be the cause of this increase9. However, a mechanism has yet to be demonstrated completely. A potential mechanism that may explain the increased risk is neuromotor habituation. Muscle spindle organs have been shown in the extremities to be sensitive to muscle and tendon vibration. Rapid length changes in muscle have been shown to result in kinesthetic illusions as the regular firing of the muscle spindles is interpreted as muscle lengthening4, 7. These illusions have also been demonstrated in the paraspinal musculature2. With removal of vibration, research in the extremities has demonstrated increased positioning errors, probably due to neuromotor habituation8. In this research, it has been hypothesized that neuromotor habituation after exposure to occupational vibration will increase positioning errors. It is further hypothesized that these errors can be shown to be linked to increased reflex response time. Such increased reflex response time could, in turn, decrease spinal stability and increase low back injury risk. Methods Both positioning error and sudden load response were measured before and after exposure to 20 minutes of 5 Hz, 0.223 m/s2 RMS seat pan vibration. Subjects were asked to sit on an unpadded seat without a backrest. Throughout the whole body vibration period, subjects were instructed to put their hands on a stable hand rest and feet on an adjustable stable footrest. The subjects were instructed to assume a comfortable and relax sitting posture for the duration of the exposure. Positioning error was measured using an active-active reposition sense protocol. Electromagnetic markers (Motionstar, Ascension Tech, Burlington, VT) were used to track trunk motion. With markers attached to the skin at the T10 vertebra, the S1 vertebra and manubrium, trunk flexion (the angle from vertical of the line connecting T10 and S1) and lumbar curvature (the difference in inclination of the T10 and S1 markers) were tracked. In the reposition sense protocol, subjects were asked to maintain an upright trunk flexion and to rotate their pelvis and lumbar curvature to assume a target lumbar curvature. In the protocol subjects completed training trials, where they were asked to match their lumbar curvature using a visual display, and assessment trials, where they were asked to reproduce the lumbar curvature from memory. After two initial training trials, training trials and assessment trials were alternated for a total of 3 assessment trials. Reposition error was defined as the absolute difference between the target lumbar curvature and the lumbar curvature the subject assumed during the assessment trials.

Jan 6, 2006