Health and Safety

Executive

Whole-body vibration and

ergonomics of driving occupations
Road haulage industry

Prepared by the Health and Safety Laboratory

for the Health and Safety Executive 2010

RR766
Research Report
 Health and Safety
Executive

Whole-body vibration and ergonomics

of driving occupations
Road haulage industry

A M Darby BSc(Hons) MSc CPhys MInsP

R Heaton MSc
M Mole

Health and Safety Laboratory

Harpur Hill
Buxton
Derbyshire
SK17 9JN

Back disorders are the most common form of ill health at work. The exact cause of back pain is often
unclear but back pain is more common in jobs that involve driving, especially over long distances or over
rough ground. Driving exposes the vehicle’s occupants to whole-body vibration, that may include the shocks
and jolts that are believed to increase the likelihood of injury or pain in the lower back. However drivers may
also be exposed to other risk factors for lower-back pain such as poor posture while driving and manual
handling while loading and unloading goods. The Health and Safety Laboratory have developed a toolkit that
screens for these other ergonomic risk factors for back pain from driving occupations as well as assessing
whole-body vibration exposure.

The work specifically undertaken and reported here has involved applying the toolkit to drivers of road
haulage vehicles. The occupations targeted were: road sweeper driver; refuse freighter driver; fire engine
driver; landfill compactor operator; milk tanker driver; car transporter driver; and linesmen (driving Unimogs
and Landrovers).

This report and the work it describes were funded by the Health and Safety Executive (HSE). Its contents,
including any opinions and/or conclusions expressed, are those of the authors alone and do not necessarily
reflect HSE policy.

HSE Books
© Crown copyright 2010

First published 2010

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or by e-mail to [email protected]

ii
 CONTENTS

1 INTRODUCTION......................................................................................... 1

2 MEASUREMENTS AND ANALYSES......................................................... 2

2.1 Occupations............................................................................................. 2

2.2 Vibration .................................................................................................. 2

2.3 Cab ‘fit’..................................................................................................... 4

2.4 Posture .................................................................................................... 5

2.5 Manual handling ...................................................................................... 5

2.6 Health questionnaire................................................................................ 5

3 RESULTS ................................................................................................... 6

4 DISCUSSION............................................................................................ 14

4.1 Road sweeper ....................................................................................... 14

4.2 Refuse freighter ..................................................................................... 15

4.3 Fire engines........................................................................................... 15

4.4 Land fill compactor................................................................................. 17

4.5 Milk tanker ............................................................................................. 18

4.6 Car transporter ...................................................................................... 19

4.7 Utilities off road vehicles (Unimog and Landrover) ................................ 19

5 CONCLUSIONS........................................................................................ 21

6 REFERENCES.......................................................................................... 22

APPENDIX A. EQUIPMENT ........................................................................... 23

APPENDIX B. SCARAB MAGNUM ROAD SWEEPER ................................. 26

APPENDIX C. FAUN REFUSE FREIGHTER ................................................. 37

APPENDIX D. DENNIS SABRE FIRE ENGINE.............................................. 47

APPENDIX E. BEDFORD WATER CARRIER................................................ 56

APPENDIX F. AERIAL LADDER PLATFORM............................................... 61

APPENDIX G. EMERGENCY RESCUE TENDER.......................................... 66

APPENDIX H. UNIMOG FIRE ENGINE .......................................................... 71

APPENDIX I. ADVANTAGE 600 LAND FILL COMPACTOR......................... 79

APPENDIX J. CROSSLAND 32 TONNE MILK TANKER .............................. 84

APPENDIX K. CAR TRANSPORTER ............................................................ 98

iii
 APPENDIX L. UNIMOG U100L (UTILITY COMPANY) ................................ 103

APPENDIX M. LANDROVER DEFENDER (UTILITY COMPANY)............... 111

iv
 EXECUTIVE SUMMARY

Back disorders are the most common form of ill health at work. The exact cause of back pain is
often unclear but back pain is more common in jobs that involve driving, especially over long
distances or over rough ground. Driving exposes the vehicle’s occupants to whole-body
vibration, that may include the shocks and jolts that are believed to increase the likelihood of
injury or pain in the lower back. However drivers may also be exposed to other risk factors for
lower-back pain such as poor posture while driving and manual handling while loading and
unloading goods. The Health and Safety Laboratory have developed a toolkit that screens for
these other ergonomic risk factors for back pain from driving occupations as well as assessing
whole-body vibration exposure.

The work reported here applies the toolkit to drivers of road haulage vehicles. The occupations
targeted were:

• road sweeper driver,

• refuse freighter driver,

• fire engine driver,

• landfill compactor operator,

• milk tanker driver,

• car transporter driver, and

• linesmen (driving Unimogs and Landrovers)

Measurements on a milk tanker were requested because of anecdotal reports of severe jolts
through the seat back when the vehicle stopped at junctions. This was said to be due to the milk
sloshing around in the partially filled tank.

Main Findings

The daily vibration exposures from all the vehicles except one were below the exposure action
value in the Control of Vibration at Work Regulations 2005. The daily vibration exposure of
the landfill compactor driver was above the exposure action value, but below the exposure limit
value in the Regulations.

The daily shock exposures from all the vehicles were below the value at which HSE consider
the daily shock exposure to be high.

Vibration levels were monitored on the seat back, as well as on the seat pan, but none of the seat
back vibration levels were high. The shock levels measured on the backrest in the milk tanker
were low.

Only the fire fighter and linesmen’s occupations involved substantial manual handling,
depending on the particular incident attended.

The road sweeper driver frequently adopted a risk posture, to position the vehicle close to the
kerb, but this posture was unnecessary because the vehicle could have been positioned using the
mirrors provided. At times the landfill compactor driver adopted a risk posture while reversing.

v
 Otherwise the drivers did not adopt postures rated as presenting a potential risk for
musculoskeletal disorders.

vi
 1 INTRODUCTION

In 2005/2006 two million people in Great Britain suffered work-related ill health, and half of
these people suffered musculoskeletal disorders (MSDs). MSDs include back disorders, which
are the most common form of ill health at work in Great Britain. In 2003/04 almost five million
working days (full-day equivalent) were lost due to back pain caused or made worse by work.
Consequently the Health and Safety Executive has made reducing the prevalence of back
disorders a priority.

The scientific literature suggests that exposure to whole-body vibration is responsible for an
increased likelihood of injury or pain in the lower back, and if this is true, minimising whole-
body vibration exposure is one way of reducing the prevalence of occupational back injury and
pain. However a dose response relationship between exposure to whole-body vibration (WBV)
and lower back pain has not been established. Determining whether such a connection exists is
problematic because work-related lower-back injuries in the presence of whole-body vibration
are often due to a combination of factors of which whole-body vibration is only one.

For driving occupations additional risk factors include poor posture while driving and manual
handling tasks carried out by drivers. The exposure of occupational drivers to a range of risk
factors for back pain means that a multidisciplinary approach to the assessment and reduction of
risks is needed. Under HSE Project “Whole-body vibration and ergonomics of driving
occupations” HSL developed a toolkit that screens for these other ergonomic risk factors for
back pain from driving occupations as well as assessing whole-body vibration exposure (Darby
2006).

The aim of the work reported here was to apply the toolkit to occupations in the road haulage
industry. HSE, in conjunction with the Road Haulage Association (RHA) and the Freight
Transport Association (FTA), drew up a target list of occupations that expose the operators to
whole-body vibration for which data was lacking.

 2 MEASUREMENTS AND ANALYSES

2.1 OCCUPATIONS

The target list of road haulage occupations agreed with the industry is shown in Table 1. The
table includes the tasks for which the measurements reported here were made.

Table 1. Target list of occupations – industry priorities for HSE review

Occupation Tasks

Road sweeping, driving to tip, driving on

Road sweeper driver
landfill tip.

Collecting domestic and trade rubbish, driving

Refuse freighter driver
to tip, and emptying freighter.

Front line fire

appliance

Water carrier
Fire fighter Driving (within speed limits) on urban and
driving Aerial Ladder rural roads.
different Platform (ALP)
types of fire
engine Emergency rescue
tender

Unimog (specialised
Driving on and off road.
Mercedes off roader)

Landfill compactor operator Compacting rubbish

Milk tanker driver Collecting milk from farms

Transporting cars from factory to storage

Car transporter driver
location (airfield)

Driving Unimog and Landrover on and off

Linesman
road.

2.2 VIBRATION

The vibration levels were measured on and below the suspension seat, in the three orthogonal
directions shown in Figure 1, and (in some cases) on the seat back in the x direction. All
measurements were made in accordance with ISO 2631:1997.

2
 o x-axis fore-aft relative to the seat Z
o y-axis across (side-to-side) the seat
Y
o z-axis vertical X

Figure 1. Measurement axes

Details of the equipment used on each site visit are given in Appendix A.

The vibration measurements were made for a representative period of the working day and the
maximum time spent driving per shift was used to estimate the daily vibration exposure.

After the visit the vibration time histories were analysed using in-house Matlab software to
provide the following metrics for each channel of data:
o acceleration power spectral density;

o root mean square (r.m.s.) unweighted level;

o r.m.s. frequency weighted level (ISO 2631-1:1997);

o VDV (ISO 2631-1:1997);

o eVDV (ISO 2631-1:1997);

o crest factor (defined as the ratio between frequency weighted peak and frequency
weighted r.m.s. in ISO 2631-1:1997);

o MTVV linear (ISO 2631-1:1997);

o MTVV exponential (ISO 2631-1:1997).

In addition the analyses determined the:

o A(8) value (8 hour frequency weighted r.m.s. acceleration level for the working day);

o the working times to reach the exposure action and limit values in the Control of
Vibration at Work Regulations 2005;

o VDV exposure for the working day (VDVexp);

o the working time to reach a daily VDV exposure of 17 m/s1.75 (HSE’s criterion for risk
including significant shock exposure – adopted from ISO 2631-1:1997);

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

o H1 frequency response spectrum between the seat base and seat pan for each axis, and
associated coherence;

o r.m.s. Seat Effective Amplitude Transmissibility factor (SEATRMS) for each axis;

 o VDV Seat Effective Amplitude Transmissibility factor (SEATVDV) for each axis.

SEAT values greater than 1 indicate amplification of the vibration exposure of the driver by the
suspension system, values less than 1 indicate that the suspension system is reducing the
vibration exposure of the driver.

2.3 CAB ‘FIT’

The anthropometric assessment was intended to identify marked mismatches between the cab
dimensions and the relevant anthropometric dimensions of the selected population. Seat
dimensions and reach parameters were recorded and used to determine the percentage of the
selected population that could be accommodated by the seating. The populations used were UK
18 to 65 year old males and UK 18 to 65 year old females.

The dimensions recorded were:

Seat:

Dimensions v and h (see Figure 2): used to find the accommodated buttock to ankle length
assuming both an optimum knee angle for a light pedal force (less than 100N).

v
h

Figure 2. Seat to pedal distances

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

o Seat pan depth: for comparison with buttock to popliteal length

o Seat pan width: for comparison with hip breadth

o Back rest height: for comparison with sitting shoulder height and lowest point of
shoulder blade when sitting

o Back rest width: for comparison with chest breadth at nipple

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

Steering Wheel:
o Top centre of seat back to top of steering wheel: for comparison with forward grip
reach while using the backrest

 o Seat pan to steering wheel: for comparison with thigh depth

Hand control (right hand side):

o Top of right shoulder to hand control on the right hand side of the seat: for comparison
with forward grip reach while using the backrest

Hand control (left hand side):

o Top of left shoulder to hand control on the left hand side of the seat: for comparison
with forward grip reach while using the backrest

2.4 POSTURE

Where possible, the driver’s postures and actions while working were videoed for later analysis.
After the site visit the video was 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.

The action levels are:

• Action level 1 indicates that the posture is acceptable if it is not maintained or repeated
for long periods;

• Action level 2 indicates that further investigation is needed and changes may be
required;

• Action level 3 indicates that investigation and changes are required soon;

• Action level 4 indicates that investigation and changes are required immediately.

2.5 MANUAL HANDLING

Where manual handling tasks carried out by the driver are identified they are normally rated
using HSE’s Manual Handling Assessment Chart (MAC) tool (www.hse.gov.uk/msd). The
MAC tool incorporates a colour coding score system to highlight high-risk elements in manual
handling tasks (green – low level of risk, amber – medium level of risk, red – high level of risk,
purple – very high level of risk). However, for the occupations reported here it was not possible
to observe the manual handling tasks identified for operational reasons, so they were noted but
not rated with the MAC tool.

2.6 HEALTH QUESTIONNAIRE

The driver of each machine tested was invited to fill in a musculoskeletal health questionnaire.
Completed questionnaires were analysed (where there were sufficient to make it worthwhile) for
general demographics, work characteristic factor scores, and musculoskeletal disorder pain
prevalence and activity restriction.

 3 RESULTS

The results of the analyses are summarised in Tables 2 to 5. Detailed results for each vehicle
are given in Appendices B to M.

The manual handling, posture and cab design data are summarised in Table 2.

Table 2. Summary of manual handling, posture and cab design data

Risk postures
Vehicle Task Manual handling RULA action level / Cab design issues
risk activity
4 / following edge of
kerb, but using the mirror
Sweeping provided would obviate
Scarab the need to adopt this
magnum posture
None identified None identified
road Driving to tip
sweeper over rural None identified
roads
Driving on
None identified
land fill site
Driving Driver wouldn’t
during rubbish Driver helps out
allow the seat
collection occasionally when
adjustments to be
Faun needed, but most
Driving to tip changed, so a full set
Dennis of rubbish
over rural None identified of measurements was
refuse (domestic and
roads not possible. No
freighter trade bins, plus
Manoeuvring major problems
some refuse bags)
vehicle in identified from
moved by crew.
yard at tip measurements made.
Dennis
sabre fire
None identified Restricted legroom.
engine –
driver’s seat
Dennis
sabre fire
None identified N/a
engine –
bench seat
Bedford Restricted legroom.
Can be significant
water Driving None identified Old vehicle,
manual handling,
carrier (within speed not often used.
depending on
Angloco limits)
incident attended.
aerial ladder None identified Restricted legroom.
platform
Angloco
emergency
None identified Minor issues
rescue
tender
Unimog fire
None identified None identified
engine

6
 Table 2. Summary of manual handling, posture and cab design data
Risk postures
Vehicle Task Manual handling RULA action level / Cab design issues
risk activity
Advantage Short haul
Seat back height
600 land fill working on None identified 2 / reversing on landfill
inappropriate
compactor land fill site
Crossland
Collecting No risk activities
32 ton milk None identified None identified
milk identified
tanker
Car Delivering No risk activities
None identified Minor issues
transporter cars identified
Once on site can
Linesmen be significant,
Unimog Seat back height
travelling to varies None identified
U100L inappropriate.
job considerably from
job to job
Once on site can
Linesmen be significant,
Landrover Seat back height
travelling to varies None identified
Defender inappropriate.
job considerably from
job to job.

The estimated daily whole body vibration exposure values, A(8) and VDVexp, for the drivers are
given in Table 3, together with the time taken to reach the exposure action and limit values
(EAV and ELV respectively) in the Control of Vibration at Work Regulations 2005. Cells
containing exposures lying between the EAV and the ELV in the Regulations are outlined in
amber. None of the exposures exceeded the ELV or HSE’s guidance figure for high levels of
shock (17 m/s1.75).

7
 Table 3. Summary Of Vibration Data – Daily Exposures
Vehicle Task / Assumed Seat A(8) Time to Time to VDVexp Time to
condition of exposure performance EAV ELV shock
surface time (z-axis) (0.5 (1.15 criterion
SEATRMS m/s²) m/s²) (note 1)
hr:min SEATVDV m/s² hr:min hr:min m/s1.75 hr:min
Sweeping / 1.1
5:00 0.21 > 24 hrs > 24 hrs 6.3 > 24 hrs
good 2.2 (note 4)
Scarab
Driving to 0.9
magnum 1:30 0.23 > 24 hrs > 24 hrs 6.7 > 24 hrs
tip / fair 0.8
road
sweeper Driving on
0.9
tip / very 0:30 0.17 > 24 hrs > 24 hrs 9.5 > 24 hrs
1.1
rough
Driving
during
1.4
rubbish 4:30 0.21 > 24 hrs > 24 hrs 9.8 > 24 hrs
1.9
collection /
Faun fair
Dennis Driving to
0.9
refuse tip over rural 2:00 0.38 14:13 > 24 hrs 11.2 > 24 hrs
freighter 0.9
roads / fair
Manoeuvrin
g vehicle in 1.2
0:30 0.06 > 24 hrs > 24 hrs 4.1 > 24 hrs
yard at tip / 1.6
good
Dennis
Driving
sabre fire
(within 1.0
engine – 2.00 0.40 03:09 16:42 13.1 05:35
speed limits) 1.1
driver’s
/ fair
seat
Dennis Driving
sabre fire (within 0.8
2.00 0.32 05:00 > 24 hrs 9.9 17:42
engine – speed limits) 0.8
bench seat / fair
Driving
Bedford
(within 1.1
water 2.00 0.45 02:30 13:12 13.4 05:11
speed limits) 1.2
carrier
/ fair
Angloco Driving
aerial (within 1.1
2.00 0.28 06:13 > 24 hrs 8.7 > 24 hrs
ladder speed limits) 1.2
platform / fair
Angloco Driving
emergency (within 1.0
2.00 0.39 03:16 17:15 12.3 07:22
rescue speed limits) 0.9
tender / fair
Unimog Driving on 1.1
2.00 0.24 08:51 > 24 hrs 6.6 > 24 hrs
fire engine road 1.1
Unimog Driving off 1.2
2.00 0.46 02:21 12:25 13.3 05:22
fire engine road 1.2

 Table 3. Summary Of Vibration Data – Daily Exposures

Vehicle Task / Assumed Seat A(8) Time to Time to VDVexp Time to
condition of exposure performance EAV ELV shock
surface time (z-axis) (0.5 (1.15 criterion
SEATRMS m/s²) m/s²) (note 1)
hr:min SEATVDV m/s² hr:min hr:min m/s1.75 hr:min
Advantage
Short haul 0.75
600 land 0.7 14.4 (note
working on 9:00 (note 04:00 21:11 17:34
fill 0.3 2)
land fill site 2)
compactor
Collecting
milk / fair
Crossland 0.35
except for 0.9
32 ton 5:00 (note 10:06 > 24 hrs 9.3 (3) > 24 hrs
approaches 0.9
milk tanker 3)
to farms
(rough)
Car Delivering 1.0
5:00 0.23 > 24 hrs > 24 hrs 4.8 > 24 hrs
transporter cars / fair 0.8
Linesmen /
travelling to 7:00 1.0
0.53 06:15 > 24 12.6 23:20
job on (note 5) 1.0
Unimog public roads
U100L Linesmen /
travelling to 1:00 1.0
0.37 01:49 09:34 12.0 04:04
job on rough (note 5) 1.0
tracks
Linesmen /
travelling to 7:00 1.0
0.29 20:47 > 24 7.2 > 24
job on (note 5) 1.0
Landrover public roads
Defender Linesmen /
travelling to 1:00 0:9
0.22 04:58 > 24 7.9 21:32
job on rough (note 5) 1.0
tracks
Notes
1. HSE’s criterion indicating account should be taken of shock (VDVexp = 17 m/s1.75)
2. y direction (transverse) dominant
3. First set of data used, as this is the longest time history. Values differ very little between data sets.
4. See Section 4.1
5. Worst case scenario

The vibration levels on the seat back are summarised in Table 4.

9
 Table 4. Summary of vibration data – seat back levels
Vehicle Task Condition of Assumed RMS VDV for
surface exposure (m/s²) shift
time (m/s1.75)
hr:min
Unimog fire Driving on
Fair 2:00 0.47 5.1
engine road
Unimog fire Driving off
Off road 2:00 0.55 6.2
engine road
Advantage Short haul
600 land fill working on Land fill site 9:00 0.67 14.1
compactor land fill site
Fair, except
Crossland 32 for
Collecting
ton milk approaches 5:00 0.61 (note 1) 9.4 (note 1)
milk
tanker to farms
(rough)
Car Delivering
Fair 5:00 0.16 2.6
transporter cars
Linesmen /
travelling to
Fair 7:00 0.36 7.8
job on public
Unimog roads
U100L Linesmen /
travelling to
Rough 1:00 0.66 6.4 (note 2)
job on rough
tracks
Linesmen /
travelling to
Fair 7:00 0.14 3.4
job on public
Landrover roads
Defender Linesmen /
travelling to
Rough 1:00 0.31 13.4 (note 3)
job on rough
tracks
Notes
1. Measured from penultimate farm to final farm – heaviest load.
2. y direction
3. Mostly due to one large shock

Vibration data analysed using the method given in ISO 2631-5:2004 (sometimes referred to as
the spine response method) is summarised in Table 5. Sed is the daily equivalent static
compressive dose predicted in the lumbar spine by the spine response method. R is a factor
used in the assessment of the adverse health effects related to the estimated acceleration dose. It
takes into account the reduced strength in the spine with increasing age, and is calculated
assuming that the exposure started at the age of 20. In Table 5 the value of R is calculated
based on 240 days of equal exposure per year. According to this method of evaluating shock,
values of R below 0.8 indicate a low probability of an adverse health effect, values of R greater
than 1.2 indicate a high probability of an adverse health effect. Cells containing R-values
between 0.8 and 1.2 are outlined in amber, and cells containing R-values 1.2 and above are
outlined in red.

10

 Table 5. Summary Of Vibration Data – Spine response method ISO 2631-5

R
Condition Sed
Vehicle Task
of surface MPa
20 yr 30 yr 40 yr 50 yr 60 yr 65 yr

Sweeping Good 0.3 0.2 0.2 0.3 0.4 0.4 0.5

Scarab
magnum Driving to
Fair 0.3 0.1 0.2 0.3 0.4 0.4 0.5
road tip
sweeper
Driving on
Very rough 1.0 0.5 0.8 1.0 1.2 1.4 1.6
tip
Driving
during
Fair 0.6 0.3 0.5 0.6 0.7 0.8 0.9
rubbish
collection
Faun
Dennis Driving to
refuse tip over Fair 0.4 0.2 0.3 0.4 0.4 .0.5 0.6
freighter rural roads
Manoeuvri
ng vehicle
Good 0.3 0.1 0.2 0.3 0.3 0.4 0.5
in yard at
tip
Dennis
Driving
sabre fire
(within
engine – Fair 1.0 0.5 0.8 1.0 1.1 1.4 1.6
speed
driver’s
limits)
seat
Dennis Driving
sabre fire (within
Fair 0.4 0.2 0.3 0.4 0.4 0.5 0.6
engine – speed
bench seat limits)
Driving
Bedford
(within
water Fair 1.0 0.5 0.8 1.0 1.2 1.4 1.6
speed
carrier
limits)
Angloco Driving
aerial (within
Fair 0.3 0.2 0.2 0.3 0.4 0.4 0.5
ladder speed
platform limits)
Angloco Driving
emergenc (within
Fair 0.4 0.2 0.3 0.3 0.4 0.5 0.6
y rescue speed
tender limits)
Unimog Driving on
Fair 0.3 0.1 0.2 0.2 0.3 0.4 0.4
fire engine road
Unimog Driving off
Off road 0.4 0.2 0.3 0.4 0.5 0.6 0.7
fire engine road
Advantage
Short haul
600 land Land fill
working on 0.6 0.3 0.4 0.5 0.6 0.8 0.9
fill site
land fill site
compactor

11

 Table 5. Summary Of Vibration Data – Spine response method ISO 2631-5

R
Condition Sed
Vehicle Task
of surface MPa
20 yr 30 yr 40 yr 50 yr 60 yr 65 yr
Fair, except
Crossland
for 0.4
32 ton Collecting
approaches (note 0.2 0.3 0.4 0.4 0.5 0.6
milk milk
to farms 1)
tanker
(rough)
Car Delivering
Fair 0.2 0.1 0.1 0.2 0.2 0.2 0.3
transporter cars
Linesmen /
travelling to
job on Fair 0.5 0.2 0.4 0.4 0.5 0.7 0.7
public
Unimog roads
U100L Linesmen /
travelling to
job on Rough 0.6 0.3 0.4 0.5 0.6 0.8 0.9
rough
tracks
Linesmen /
travelling to
job on Fair 0.3 0.1 0.2 0.2 0.3 0.4 0.4
public
Landrover roads
Defender Linesmen /
travelling to
job on Rough 0.3 0.2 0.2 0.3 0.4 0.4 0.5
rough
tracks

R < 0.8 low probability of adverse health effect

R > 1.2 high probability of adverse health effect

Notes
1. First set of data used, as this is the longest time history. Values differ very little between data sets.

12

The vibration exposures for the target list of occupations are summarised and colour coded in
Table 6.
Table 6. Target list of occupations – whole-body vibration exposures
A(8) VDVexp
Tasks for which vibration exposures
Vehicle G<EAV G < 17
were measured
A<ELV
(m/s1.75)

Road sweeping, driving to tip, driving

Road sweeper driver G G
on landfill tip.

Collecting domestic and trade rubbish,

Refuse freighter driver G G
driving to tip, and emptying freighter.

Front line fire

G G
appliance

Water carrier G G
Fire Driving (within speed limits) on urban
fighter Aerial Ladder and rural roads.
driving G G
Platform (ALP)
different
types of Emergency
fire G G
rescue tender
engine
Unimog
(specialised
Driving on and off road. G G
Mercedes off
roader)

Landfill compactor operator Compacting rubbish A G

Milk tanker driver Collecting milk from farms G G

Transporting cars from factory to

Car transporter driver G G
storage location (airfield)

Linesman (Unimog) Driving on and off road G G

Linesman (Landrover) Driving on and off road G G

13

 4 DISCUSSION

4.1 ROAD SWEEPER

The road sweeper was a Scarab Magnum sweeper only a few months old. Vibration
measurements were made for three conditions: road sweeping, driving to the tip over rural
roads, and driving on the tip. All the vibration exposures were below the EAV (0.5 m/s²) in the
Control of Vibration Regulations 2005. The A(8) values were 0.21 m/s2 for sweeping,
0.23 m/s2 for driving to the tip and 0.17 m/s2 for driving on the tip. Based on this data, the
driver’s exposure for a typical shift (assumed 5 hours sweeping, 1.5 hours driving to and from
the tip, 0.5 hours on the tip) was 0.35 m/s2, which is below the EAV in the COVWR2005. The
driver’s VDVexp for the shift was 10 m/s1.75. This is much lower than the value at which HSE
consider daily shock exposure to be high (17 m/s1.75). Most of this shock exposure comes from
the time spent driving on the tip.

The suspension seat had little effect on the driver’s whole body vibration exposure, except for
amplifying his shock exposure (VDVexp) while sweeping. This may have been due the posture
the driver adopted to steer the vehicle close to the kerb while sweeping. The driver leant out of
the window, looking down and towards the back of the vehicle (Figure 3). This would have
shifted his weight to the left hand side of the seat pan, and may well have prevented the seat
suspension working properly. This posture was rated as a risk posture requiring immediate
investigation and changes. The driver noted problems with his neck, left elbow, lower back,
and right ankle on the health questionnaire. He felt that the neck and ankle problems were
caused by the job. He had taken time off work with back pain in the previous 12 months.

Figure 3. Road sweeper driver’s posture while sweeping

Figure 4. Mirrors on nearside cab door

14
It was noted that an appropriately placed mirror (upper mirror in Figure 4) had, in fact, been
provided to enable the driver to see the edge of the kerb without leaning out of the cab window,
so this risk posture was unnecessary.

It is not known why the driver failed to use the mirror. The driver had only been doing the job
for a few months, so the training he had received on starting the job should have been fairly
fresh in his mind. More information, instruction and training were required to convince the
driver of the need to use the mirror provided.

No manual handling activities were identified in the road sweeper’s job and there were no major
issues identified with the cab.

4.2 REFUSE FREIGHTER

Measurements were made on a Faun Dennis refuse freighter, collecting domestic and trade
rubbish in an urban area and then travelling over rural roads to a tip. The measured vibration
exposures were low. Assuming that a shift comprised a total of 7 hours (4.5 hours in total
collecting rubbish, 2 hours travelling to and from the tip, and 0.5 hours at the tip) the A(8) value
for the driver was 0.44 m/s². This is below the EAV in the COVWR2005. The vibration
exposure for the other members of the crew was probably less than this, because they were out
of the cab moving bins during the rubbish collection phase.

Based on the same assumption about shift composition used for the A(8) calculations, the
driver’s VDVexp for the shift was 12.6 m/s1.75, much lower than the value at which HSE consider
daily shock exposure to be high (17 m/s1.75). As with the A(8) value, the VDVexp of the other
members of the crew would probably be less than this as they were not in the cab all of the time.

The suspension seat provided for the driver had little effect on his vibration exposure while
driving to the tip. More importantly the seat suspension amplified his vibration exposure in the
collection and rural driving phases of the job.

The crew move domestic and trade wheeled bins, sometimes up or down slopes, and move
refuse bags where necessary. The driver undertakes little or no manual handling (he assists with
moving bins where needed). In the crew’s opinion most of the manual handling had been
removed from their job by the introduction of wheeled bins. This view is supported by Pinder,
2002 who states “the use of wheelie bins (instead of bags) dramatically reduces the scale of
manual handling”.

No risk postures were identified.

The driver wouldn’t allow the seat to be adjusted to enable all the cab fit measurements to be
made.

The driver and crew were unwilling to spend time filling in the questionnaire because they were
on a ‘job and finish’ shift.

4.3 FIRE ENGINES

Measurements were made on five types of fire engine, a front-line fire appliance, a water
carrier, an aerial ladder platform (ALP), an emergency rescue tender, and a Unimog (specialised
Mercedes off roader). For the front line appliance, measurements were made on the rear bench
seat as well as the driver’s seat.

15

The amount of time spent driving will vary considerably from shift to shift depending on the
number and location of the call outs received. Consequently an exposure time of 2 hours per
day was used for each fire engine, as this was thought to represent a worst-case scenario given
the location of the Fire Stations that the appliances operated from.

The vibration measurements were made while the fire appliances travelled over a mixture of
urban and rural roads, within the speed limits. It was not possible to make measurements during
call outs to incidents, when the drivers are permitted to exceed speed limits.

No risk postures were identified.

Some of the cabs had restricted legroom.

The fire fighter’s occupation can involve significant manual handling for obvious reasons.

The questionnaire results for 3-month pain prevalence are shown in Figure 5. It should be noted
that the data is based on just 14 questionnaires so these findings are not statistically significant.
As might be expected for an occupation involving considerable manual handling the results
suggest a higher prevalence of lower back pain among fire fighters than among the general
population.

100

90 Firefighters (3-month data)

80 General Population (12-month data)
Percentage reporting pain

70

60

50

40

30

20

10

0
t
ck
k

ck

s
s

ds

ee
ec

ac

ee
r

t to
ba
de

n
bo

/F
N

rb

Kn
Ha

Bu
l

El
ou

er

s
e
/

kle
ts

pp

w
Sh

h
Lo
ri s

ig
U

An
Th
W

ip
H

Figure 5. Pain Prevalence – Fire fighters vs General Population

4.3.1 Front line appliance

The front-line appliance assessed was a Dennis Sabre machine. The vibration exposures of the
driver and occupants of the rear bench seat used by the crew were measured. A suspension seat
was provided for the driver; the rear seat was simply a bench seat with a cushion. Both of the
A(8) values were below the EAV in the Regulations and both VDVexps were below 17 m/s1.75.
The vibration exposure of the driver was higher than that of the occupants of the rear bench seat.
The driver’s seat had no effect on the A(8) value of the driver, and slightly amplified his shock
exposure value. The bench seat attenuated both the A(8) and the VDVexp of the occupants.
(Seat cushions can attenuate vibration occurring at frequencies above about 4Hz.) The exposure
time used was 2 hours, for the reason explained in Section 4.3.

16

4.3.2 Water carrier

The vehicle tested was a Bedford water carrier approximately 20 years old. The A(8) value was
below the EAV in the Regulations, and the VDVexp was less than 17 m/s1.75. The seat slightly
amplified the vibration and shock exposure of the driver. The exposure time used was 2 hours,
for the reason explained in Section 4.3.

4.3.3 Aerial ladder platform

The aerial ladder platform was manufactured by Angloco. The A(8) value was below the EAV
in the Regulations, and the VDVexp was less than 17 m/s1.75. The seat slightly amplified the
vibration and shock exposure of the driver. The exposure time used was 2 hours, for the reason
explained in Section 4.3.

4.3.4 Emergency rescue tender

The emergency rescue tender was manufactured by Angloco The A(8) of the driver was below
the EAV in the Regulations, and the VDVexp was less than 17 m/s1.75. The seat had very little
effect on the vibration and shock exposure of the driver. The exposure time used was 2 hours,
for the reason explained in Section 4.3.

4.3.5 Unimog multi terrain vehicle

The vibration levels both on and off road were measured. For both surfaces, the A(8) value was
below the EAV and the VDVexp was below 17 m/s1.75. The seat amplified both the A(8) and the
VDVexp of the driver, both on- and off-road. The exposure time used was 2 hours, for the reason
explained in Section 4.3.

4.4 LAND FILL COMPACTOR

The measurements were made on an Advantage 600 landfill compactor. The driver’s A(8)
exposure was 0.8 m/s², which is above the EAV but below the ELV in the Regulations. The
driver’s VDVexp (14 m/s1.75) was below 17 m/s1.75. These are based on an exposure time of
9 hours, the driving time supplied by personnel at the site. In both cases the dominant direction
was side-to-side (y-axis), relative to the direction of travel of the vehicle. The suspension seat
amplified both exposures in the y direction by a factor of 1.3.

The seat substantially attenuated the exposures in the vertical direction, the direction in which it
was designed to work, thus providing protection from bumps. It reduced the VDVexp in the
vertical direction by a factor of 3.3.

No manual handling was identified.

The anthropometric analysis identified the height of the seat back as inappropriate for most of
the adult population. It was too high to assist with twisting to improve vision rearwards while
reversing, but not high enough to provide maximum support for the back. The posture adopted
while reversing (see Figure 6) was identified a risk posture with an action level of 2 (“further
investigation is needed and changes may be required”).

17

 Figure 6. Landfill compactor driver’s posture while reversing

Few MSDs were reported in the five questionnaires returned by compactor operators. One
driver reported lower back pain, one neck and knee pain, one ankle pain, and two no MSDs.

4.5 MILK TANKER

A Crossland 32 tonne milk tanker was made available for the measurements, the middle of three
capacities of milk tanker operating from the site. Measurements were made on the tanker while
it collected milk from six farms. The data was analysed to obtain the vibration exposure from
the empty tanker, and between each farm (i.e. with increasing load).

Measurements on a milk tanker were requested because of anecdotal reports of severe jolts
through the seat back when the vehicle stopped at junctions. This was said to be due to the milk
sloshing around in the partially filled tank. It was also suggested that the vibration exposure
would change as the load increased.

No real differences were found in the vibration levels measured during the various stages of the
collection round (see Figure 7).

20

1 High level of shock 17 m/s1.75

15
0.8
VDVexp m/s1.75
A(8) m/s²

0.6 10
VDVexp
Exposure Action Value
0.4
A(8)
5
0.2

0 0
Depot to farm 1 Farm 1 to farm 2 Farm 2 to farm 3 Farm 5 to farm 6

Figure 7. Variation in vibration exposures from milk tanker during milk collection

18
The data for the journeys between farms 3 and 4, and 4 and 5 were not analysed, as the time
taken for the journeys was less than 5 minutes so the results will have a large associated
uncertainty (ISO 2631-1: 2005) due to the low-frequency vibration being averaged for whole
body vibration exposure. Moreover, it was clear from analysis of the other recordings that there
was no real change in vibration exposure as the load increased. As can be seen from Figure 7
the A(8) value was always less than the EAV, and the VDVexp was always much lower than 17
m/s1.75, the value at which shock exposure is considered to be high. The exposure time used was
5 hours, and was given by personnel on site as the time for a typical collection round.

The shock exposures from the seat back were low (e.g. VDV for a shift of 9.4 m/s1.75), even
though they were determined using the worst-case scenario, i.e. that the driver used the backrest
all the time that he was driving. No sign could be found of shocks through the seat back
resulting from the milk moving around in the tank when the vehicle stopped at junctions.
However such shocks may occur on other makes and models of milk tanker, as the internal
arrangement (baffles or bulkheads to reduce or stop the liquid surging) in the tank varies from
model to model. Unlike petrol tankers, milk tankers have to have a tank that can be thoroughly
cleaned for hygiene reasons and baffles and bulkheads can make cleaning difficult.

The suspension seat had very little effect on the vibration exposures of the driver.

No manual handling risks were identified in the tanker driver’s job. No frequently adopted risk
postures were identified. No problems were identified with the cab design.

The only MSD reported by the driver was with his right wrist/hand, which he felt had been
caused by his job.

4.6 CAR TRANSPORTER

Both vibration exposures for the car transporter driver were very low. The A(8) was 0.23 m/s²
which is below the EAV, while the VDVexp was 4.8 m/s1.75 which is substantially below the
value at which HSE consider shock exposure to be high (17 m/s1.75). The daily VDV from the
seat back was even lower than that from the seat pan.

The seat attenuated the shock exposure (VDVexp) of the driver. It had no effect on the A(8)
received by the driver.

No manual handling risk activities and no frequently adopted risk postures were identified. No
major problems were found with the cab design. The driver reported no MSDs.

4.7 UTILITIES OFF ROAD VEHICLES (UNIMOG AND LANDROVER)

Measurements were made on a Unimog and a Landover as used by electricity linesmen, to

illustrate the highest exposures expected by the industry.

The vibration exposure was measured while both vehicles travelled firstly on public roads, and
then off-road. The linesmen cover a large geographical area, so the maximum time for driving
on public roads was taken as seven hours. The maximum time for driving off road was taken as
one hour. These are both worst-case scenarios; on most days the linesmen will spend far less
time than this travelling to and from a job.

Even for these worst-case scenarios, the vibration exposures were low. In three out of four
cases the A(8)s were below the EAV, and in one case the A(8) was just above the EAV. In all
cases the VDVexp s were much less than 17 m/s1.75. The seats had no effect on the vibration

19

exposure of the occupants, (these vibration exposures were measured on the driver’s seat, but
those from the passenger seat are expected to be similar.)

In three cases the VDV for the assumed exposure time on the seat back was low. In the fourth
case the VDV was moderate. It was noted that the shock exposure in this latter case (the
Landover) was due almost entirely to one single shock.

No risk postures were identified while the linesmen were driving.

In both vehicles the height of the seat back was neither low enough to assist twisting, for vision
rearwards, nor high enough to offer full support to the occupant’s back.

One driver reported MSDs with his wrists / hands only, and the other driver reported MSDs
with his lower back only.

Several attempts were made to assess the manual-handling element of the linesmen’s
occupation, but all were unsuccessful because access could not be gained to observe the
linesmen whilst they were working. Nevertheless it is reasonable to assume that a linesman’s
occupation involves a significant amount of manual handling, as linesmen and their crew are
responsible for the erection and maintenance of overhead power lines. This will of necessity
involve climbing poles and lifting lines and equipment.

20

 5 CONCLUSIONS

1. Occupations likely to have A(8) vibration exposures below the exposure action value
(0.5 m/s2 A(8)), in the Control of Vibration at Work Regulations 2005:
• road sweeper driver,
• refuse freighter driver,
• fire fighter,
• milk tanker driver,
• car transporter driver,
• linesmen using utility Unimog and utility Landover
2. Vehicles/occupations likely to have A(8) vibration exposures above the exposure action
value (0.5 m/s2 A(8)), but lower than the exposure limit value (1.15 m/s2 A(8)) in the
Control of Vibration at Work Regulations 2005:
• landfill compactor operator
3. Occupations likely to have daily shock exposures (VDVexp) below the value at which HSE
consider the daily shock exposure to be high (17 m/s1.75):
• road sweeper driver,
• refuse freighter driver,
• fire fighter,
• landfill compactor operator,
• milk tanker driver,
• car transporter driver,
• linesmen using utility Unimog and utility Landover .
4. The shock levels measured on the seat back in all the vehicles, including the milk tanker,
were low.
5. Only the fire fighter and linesmen’s occupations potentially involved substantial manual
handling, depending on the particular incident attended.
6. Only the road sweeper driver, and occasionally the landfill compactor operator, adopted a
posture rated as presenting a potential risk for musculoskeletal disorders. The former could
have avoided the risk posture by using the mirrors provided to position the vehicle close to
the kerb.

21

 6 REFERENCES

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

2005 No. 1093
2. ISO 2631-1:1997 Mechanical vibration and shock: Evaluation of human exposure to whole-
body vibration - Part 1, General requirements
3. 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
4. Manual handling in refuse collection. Pinder A, Health and Safety Laboratory Report No.
ERG/02/07. April 2002
5. 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
6. Whole-body vibration and ergonomics toolkit – Phase 1. Darby A M, Health and Safety
Laboratory Report No. NV/06/14. September 2006

22

 APPENDIX A. EQUIPMENT

Table A.1 Equipment for measurements reported in Appendices B to G

Item Type Serial number or Section ID Calibration due

1249795 (w/o
Transducer B&K 4322 445 August 2007
nitrile pad)
Transducer B&K 4322 2010827 674 August 2007

Calibrator B&K 4294 1121535 November 2007

Charge amplifier B&K 2635 1493484 November 2007
Charge amplifier B&K 2635 1493483 March 2008
Charge amplifier B&K 2635 1473734 November 2007
Charge amplifier B&K 2635 1709839 March 2008
Charge amplifier B&K 2635 1340163 March 2009
Charge amplifier B&K 2635 1473733 March 2009

Data recorder TEAC RD135T 730217 June 2008

Analysis system Pulse Version 10.2.0.44
Analysis system MatLab Program vdv2_5

Table A.2 Equipment for measurements reported in Appendix H

Item Type Serial number or Section ID Calibration due

1249795 (w/o
Transducer B&K 4322 445 August 2008
nitrile pad)
Transducer B&K 4322 2010827 674 August 2008
Transducer B&K 4322 1789074 August 2008
Calibrator B&K 4294 121535 October 2008
Charge amplifier B&K 2635 2448012 July 2009
Charge amplifier B&K 2635 2448013 August 2009
Charge amplifier B&K 2635 2448014 August 2009
Charge amplifier B&K 2635 1709839 March 2009
Charge amplifier B&K 2635 1340163 March 2009
Charge amplifier B&K 2635 1473733 March 2008
Charge amplifier B&K 2635 1493483 March 2008

23

Charge amplifier B&K 2635 1709921 March 2009

Data recorder TEAC RD135T 730217 June 2008
Analysis system Pulse Version 10.2.0.44
Analysis system MatLab Program vdv2_5

Table A.3 Equipment for measurements reported in Appendix I and J

Item Type Serial number or Section ID Calibration due

1249795 (w/o
Transducer B&K 4322 445 August 2008
nitrile pad)
Transducer B&K 4322 2010827 674 August 2008
Transducer B&K 4322 1789074 August 2008
Calibrator B&K 4294 121535 October 2008
Charge amplifier B&K 2635 2448012 July 2009
Charge amplifier B&K 2635 2448013 August 2009
Charge amplifier B&K 2635 2448014 August 2009
Charge amplifier B&K 2635 1709839 March 2009
Charge amplifier B&K 2635 1340163 March 2009
Charge amplifier B&K 2635 1473733 March 2008
Charge amplifier B&K 2635 1473734 November 2009
Charge amplifier B&K 2635 1709921 March 2009
Data recorder TEAC RD135T 730217 June 2008
Analysis system Pulse Version 10.2.0.44
Analysis system MatLab Program vdv2_5

Table A.4 Equipment for measurements reported in Appendix K

Item Type Serial number or Section ID Calibration due

1249795 (w/o
Transducer B&K 4322 445 August 2008
nitrile pad)
Transducer B&K 4322 2010827 674 August 2008
Transducer B&K 4322 1789074 August 2008
Calibrator B&K 4294 1688502 October 2008
Charge amplifier B&K 2635 2448012 July 2009
Charge amplifier B&K 2635 2448013 August 2009
24

Charge amplifier B&K 2635 2448014 August 2009

Charge amplifier B&K 2635 1709839 March 2009
Charge amplifier B&K 2635 1340163 March 2009
Charge amplifier B&K 2635 1473733 March 2008
Charge amplifier B&K 2635 1473734 November 2009
Charge amplifier B&K 2635 1709921 March 2009
Data recorder TEAC RD135T 730217 June 2008
Analysis system Pulse Version 10.2.0.44
Analysis system MatLab Program vdv2_5

Table A.5 Equipment for measurements reported in Appendix L and M

Item Type Serial number or Section ID Calibration due

1249795 (w/o
Transducer B&K 4322 445 August 2008
nitrile pad)
Transducer B&K 4322 2010827 674 August 2008
Transducer B&K 4322 1789074 August 2008
Calibrator B&K 4294 1121535 October 2008
Charge amplifier B&K 2635 1625036 February 2010
Charge amplifier B&K 2635 2448013 August 2009
Charge amplifier B&K 2635 2448014 August 2009
Charge amplifier B&K 2635 1709839 March 2009
Charge amplifier B&K 2635 1493485 February 2010
Charge amplifier B&K 2635 1473733 March 2009
Charge amplifier B&K 2635 1473734 November 2009
Charge amplifier B&K 2635 1709921 March 2009
Data recorder TEAC RD135T 730217 June 2008
Analysis system Pulse Version 10.2.0.44
Analysis system MatLab Program vdv2_5

25

APPENDIX B. SCARAB MAGNUM ROAD SWEEPER

Photograph B.1 Scarab Magnum road sweeper

Photograph B.2 Scarab Magnum road sweeper cab

26

Vibration data (without k factor) - sweeping

Site/meas. no. Id 6 Vehicle: Scarab road sweeper
Measurement date: 18/07/2007 Seat: Self adjusting air suspension
Tape/ID no: 6/1

Analysis length : 1200 seconds Task: Road sweeping

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.32 0.35 0.21 0.37 0.29 0.26 -
(Unweighted)
RMS (m/s²)
0.13 0.19 0.12 0.13 0.15 0.11 -
(ISO 2631-1:1997)
VDV (m/s1.75)
1.31 1.86 3.21 1.28 1.50 1.47 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.07 1.56 0.97 1.09 1.22 0.87 -
(ISO 2631-1:1997)
Crest factor
11 10 46 9 11 15 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.68 0.98 1.89 0.69 0.86 0.63 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.57 0.93 1.74 0.58 0.79 0.58 -
(ISO 2631:1997)

SEAT factor (RMS) 1.0 1.3 1.1

SEAT factor (VDV) 1.0 1.2 2.2

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.25 (y direction) Time to action value > 24 hrs

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 6.9 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
2.9 4.9 5.4 0.3

R
Age (yrs)
20 30 40 50 60 65
0.2 0.2 0.3 0.4 0.4 0.5

27
Site/meas. no. Id 6
Measurement date: 18/07/2007
Tape/ID no: 6/1

Vehicle: Scarab road sweeper

Seat: Self adjusting air suspension

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1
x frequency
0.01 0
response
x coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

28
Site/meas. no. Id 6 Vehicle: Scarab road sweeper
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

29

Vibration data (without k factor) – driving to tip

Site/meas. no. Id 7 Vehicle: Scarab road sweeper
Measurement date: 18/07/2007 Seat: Self adjusting air suspension
Tape/ID no: 7/1

Analysis length : 1200 seconds Task: Driving to Staveley tip

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.47 0.76 0.71 0.59 0.67 0.81 -
(Unweighted)
RMS (m/s²)
0.17 0.24 0.54 0.14 0.18 0.62 -
(ISO 2631-1:1997)
VDV (m/s1.75)
1.77 1.98 4.58 1.52 1.50 5.71 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.44 1.96 4.44 1.13 1.49 5.07 -
(ISO 2631-1:1997)
Crest factor
10 6 6 11 6 9 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.90 0.84 1.32 0.85 0.60 1.88 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.72 0.75 1.16 0.72 0.53 1.73 -
(ISO 2631:1997)

SEAT factor (RMS) 1.3 1.3 0.9

SEAT factor (VDV) 1.2 1.3 0.8

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.5 (z direction) Time to action value 06:53:11

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 9.8 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
4.7 5.2 4.4 0.3

R
Age (yrs)
20 30 40 50 60 65
0.1 0.2 0.3 0.4 0.4 0.5

30
Site/meas. no. Id 7
Measurement date: 18/07/2007
Tape/ID no: 7/1

Vehicle: Scarab road sweeper

Seat: Self adjusting air suspension

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1
x frequency
0.01 0
response
x coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

31
Site/meas. no. Id 7 Vehicle: Scarab road sweeper
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

32

Vibration data (without k factor) – at tip

Site/meas. no. Id 7 tip Vehicle: Scarab road sweeper
Measurement date: 18/07/2007 Seat: Self adjusting air suspension
Tape/ID no: 6/1

Analysis length : 600 seconds Task: At land fill tip

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.63 0.73 1.00 0.69 0.71 0.95 -
(Unweighted)
RMS (m/s²)
0.36 0.47 0.60 0.33 0.36 0.64 -
(ISO 2631-1:1997)
VDV (m/s1.75)
3.25 3.84 7.23 3.03 2.96 6.38 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
2.48 3.24 4.15 2.26 2.47 4.43 -
(ISO 2631-1:1997)
Crest factor
11 6 31 7 7 16 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.64 1.89 3.05 1.76 1.44 2.88 -
(ISO 2631:1997)
MTVV exp. (m/s²)
1.43 1.62 2.88 1.59 1.25 2.50 -
(ISO 2631:1997)

SEAT factor (RMS) 1.1 1.3 0.9

SEAT factor (VDV) 1.1 1.3 1.1

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.61 (y direction) Time to action value 04:39:25

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 18.4 (z direction) Time to 17 m/s 05:05:25

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
7.7 8.0 17.0 1.0

R
Age (yrs)
20 30 40 50 60 65
0.5 0.8 1 1.2 1.4 1.6

33
Site/meas. no. Id 7 tip
Measurement date: 18/07/2007
Tape/ID no: 6/1

Vehicle: Scarab road sweeper

Seat: Self adjusting air suspension

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5
x frequency
0.01
response
x coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

34
Site/meas. no. Id 7 tip Vehicle: Scarab road sweeper
x seat
10 10
5
0 5
-5 0 1 2 3 4 5 6 7 8 9 10
-10 0

y seat
10 10
5
0 5
-5 0 1 2 3 4 5 6 7 8 9 10
-10 0

z seat
10 10
5
0 5
-5 0 1 2 3 4 5 6 7 8 9 10
-10 0

x base
10 10
5
0 5
-5 0 1 2 3 4 5 6 7 8 9 10
-10 0

y base
10 10
5
0 5
-5 0 1 2 3 4 5 6 7 8 9 10
-10 0

z base
10 10
5
0 5
-5 0 1 2 3 4 5 6 7 8 9 10
-10 0

Manual handling activities

None identified.

Posture assessment

Photograph B.3 Following the edge of the kerb

RULA action level 4 – investigation and changes are required immediately.
.
35

Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 18/07/2007

Site: 1

Vehicle: Road sweeper

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) 97 98
able to place their feet on the floor while seated 72 14
able to place their lower back against the back rest 73 49
finding the seat pan wide enough over 99 99
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height over 99 over 99
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 99 over 99
able to reach the far edge of the steering wheel while using the back rest 84 53
having sufficient thigh clearance between seat cushion & steering wheel 99 over 99
able to reach hand control 1 while using the back rest over 99 over 99
able to reach hand control 2 while using the back rest n/a n/a

36
APPENDIX C. FAUN REFUSE FREIGHTER

Photograph C.1 Faun refuse freighter

Photograph C.2 Faun refuse freighter cab

37

Vibration data (without k factor) – collecting rubbish

Site/meas. no. Id 1 Vehicle: Faun Dennis refuse freighter
Measurement date: 19/07/2007 Seat: ISRI
Tape/ID no: 1/1

Analysis length : 1200 seconds Task: Collecting rubbish

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.66 0.48 0.67 0.43 0.35 0.45 -
(Unweighted)
RMS (m/s²)
0.15 0.17 0.29 0.09 0.09 0.21 -
(ISO 2631-1:1997)
VDV (m/s1.75)
1.73 1.96 5.12 1.06 1.11 2.73 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.21 1.38 2.40 0.76 0.78 1.77 -
(ISO 2631-1:1997)
Crest factor
13 10 47 11 10 14 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.84 1.00 1.71 0.54 0.47 1.45 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.67 0.99 1.69 0.47 0.40 1.26 -
(ISO 2631:1997)

SEAT factor (RMS) 1.6 1.8 1.4

SEAT factor (VDV) 1.6 1.8 1.9

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.27 (z direction) Time to action value 23:34:53

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 11.0 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
4.3 4.2 11.3 0.6

R
Age (yrs)
20 30 40 50 60 65
0.3 0.5 0.6 0.7 0.8 0.9

38
Site/meas. no. Id 1
Measurement date: 19/07/2007
Tape/ID no: 1/1

Vehicle: Faun Dennis refuse freighter

Seat: ISRI

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1
x frequency
0.01 0
response
x coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

39
Site/meas. no. Id 1 Vehicle: Faun Dennis refuse freighter
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

40

Vibration data (without k factor) – driving to tip

Site/meas. no. Id 2 Vehicle: Faun Dennis refuse freighter
Measurement date: 19/07/2007 Seat: ISRI
Tape/ID no: 2/1

Analysis length : 1200 seconds Task: Driving to tip at Glossop

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.69 0.92 1.09 0.79 0.86 1.17 -
(Unweighted)
RMS (m/s²)
0.29 0.22 0.75 0.17 0.17 0.83 -
(ISO 2631-1:1997)
VDV (m/s1.75)
2.61 2.02 7.15 1.48 1.72 8.15 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
2.42 1.85 6.18 1.40 1.39 6.81 -
(ISO 2631-1:1997)
Crest factor
6 9 9 6 13 11 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.22 0.72 2.32 0.58 0.78 2.89 -
(ISO 2631:1997)
MTVV exp. (m/s²)
1.01 0.63 2.05 0.52 0.67 2.49 -
(ISO 2631:1997)

SEAT factor (RMS) 1.7 1.3 0.9

SEAT factor (VDV) 1.8 1.2 0.9

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.7 (z direction) Time to action value 03:33:06

Time to limit value 18:47:19

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 15.3 (z direction) Time to 17 m/s 10:37:37

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
6.6 4.5 7.3 0.4

R
Age (yrs)
20 30 40 50 60 65
0.2 0.3 0.4 0.4 0.5 0.6

41
Site/meas. no. Id 2
Measurement date: 19/07/2007
Tape/ID no: 2/1

Vehicle: Faun Dennis refuse freighter

Seat: ISRI

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5
x frequency
0.01
response
x coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5
y frequency
0.01
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

42
Site/meas. no. Id 2 Vehicle: Faun Dennis refuse freighter
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

43

Vibration data (without k factor) – at tip

Site/meas. no. Id 2 at tip Vehicle: Faun Dennis refuse freighter
Measurement date: 19/07/2007 Seat: ISRI
Tape/ID no: 2/1

Analysis length : 430 seconds Task: At Glossop tip

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.53 0.35 0.49 0.33 0.34 0.41 -
(Unweighted)
RMS (m/s²)
0.15 0.17 0.21 0.11 0.10 0.19 -
(ISO 2631-1:1997)
1.75
VDV (m/s )
1.42 1.62 2.89 1.12 1.04 1.82 -
(ISO 2631-1:1997)
1.75
eVDV (m/s )
0.96 1.10 1.36 0.71 0.66 1.18 -
(ISO 2631-1:1997)
Crest factor
9 8 21 9 10 15 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.82 1.05 1.46 0.79 0.75 0.98 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.70 0.89 1.31 0.66 0.63 0.82 -
(ISO 2631:1997)

SEAT factor (RMS) 1.4 1.7 1.2

SEAT factor (VDV) 1.3 1.6 1.6

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.23 (y direction) Time to action value > 24 hrs

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 8.0 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
3.4 3.3 4.4 0.3

R
Age (yrs)
20 30 40 50 60 65
0.1 0.2 0.3 0.3 0.4 0.5

44
Site/meas. no. Id 2 at tip
Measurement date: 19/07/2007
Tape/ID no: 2/1

Vehicle: Faun Dennis refuse freighter

Seat: ISRI

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1

0.01 x frequency 0
response
x coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1 0.5
Magnitude .

Coherence
1

0.01 y frequency 0
response
y coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

45
Site/meas. no. Id 2 at tip Vehicle: Faun Dennis refuse freighter
x seat
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

y seat
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

z seat
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

x base
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

y base
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

z base
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

Manual handling activities

Driver occasionally assists crew, who move domestic and trade bins, and carry refuse bags.

Posture assessment
No major risk postures identified.

Cab ‘fit’ assessment

Driver wouldn’t allow the seat to be adjusted to enable measurements to be made.

46
 APPENDIX D. DENNIS SABRE FIRE ENGINE

Photograph D.1 Dennis sabre fire engine (photograph not of vehicle tested)

Photograph D.2 Dennis sabre fire engine – front cab

47

Photograph D.3 Dennis sabre fire engine – bench seat

48

Vibration data (without k factor)

Site/meas. no. Id 1 Tape 1 Vehicle: Dennis sabre fire engine
Measurement date: 24/07/2007 Seat: Driver's seat, KAB
Tape/ID no: 1/1

Analysis length : 1320 seconds Task: Driving (within speed limits)

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.58 0.83 1.09 0.54 0.70 1.06 -
(Unweighted)
RMS (m/s²)
0.24 0.25 0.80 0.16 0.19 0.76 -
(ISO 2631-1:1997)
VDV (m/s1.75)
2.58 2.54 8.60 1.58 1.90 8.11 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
2.04 2.14 6.72 1.36 1.62 6.45 -
(ISO 2631-1:1997)
Crest factor
8 8 9 8 9 9 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.12 1.13 3.02 0.64 0.75 2.67 -
(ISO 2631:1997)
MTVV exp. (m/s²)
1.02 0.93 2.77 0.53 0.60 2.39 -
(ISO 2631:1997)

SEAT factor (RMS) 1.5 1.3 1.0

SEAT factor (VDV) 1.6 1.3 1.1

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.4 (z direction) Time to action value 03:09:24

Time to limit value 16:41:57

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 13.1 (z direction) Time to 17 m/s 05:35:26

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
7.1 5.8 24.0 1.0

R
Age (yrs)
20 30 40 50 60 65
0.5 0.8 1 1.1 1.4 1.6

49
Site/meas. no. Id 1 Tape 1
Measurement date: 24/07/2007
Tape/ID no: 1/1

Vehicle: Dennis sabre fire engine

Seat: Driver's seat, KAB

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01
x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

50

Site/meas. no. Id 1 Tape 1 Vehicle: Dennis sabre fire engine

x seat
10 10
5
0 5
-5 0 5 10 15 20
-10 0

y seat
10 10
5
0 5
-5 0 5 10 15 20
-10 0

z seat
10 10
5
0 5
-5 0 5 10 15 20
-10 0

x base
10 10
5
0 5
-5 0 5 10 15 20
-10 0

y base
10 10
5
0 5
-5 0 5 10 15 20
-10 0

z base
10 10
5
0 5
-5 0 5 10 15 20
-10 0

51
Site/meas. no. Id 3 Tape 1 Vehicle: Dennis sabre fire engine
Measurement date: 24/07/2007 Seat: Bench seat
Tape/ID no: 1/3

Analysis length : 960 seconds Task: Driving (within speed limits)

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.57 0.69 0.88 0.57 0.70 1.09 -
(Unweighted)
RMS (m/s²)
0.20 0.24 0.63 0.18 0.20 0.78 -
(ISO 2631-1:1997)
1.75
VDV (m/s )
1.97 2.06 5.96 1.90 1.80 7.69 -
(ISO 2631-1:1997)
1.75
eVDV (m/s )
1.54 1.86 4.93 1.40 1.58 6.05 -
(ISO 2631-1:1997)
Crest factor
8 7 8 15 9 9 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.26 1.09 2.06 1.35 0.78 2.81 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.98 0.89 1.86 1.07 0.62 2.54 -
(ISO 2631:1997)

SEAT factor (RMS) 1.1 1.2 0.8

SEAT factor (VDV) 1.0 1.1 0.8

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.32 (z direction) Time to action value 04:59:39

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 9.9 (z direction) Time to 17 m/s 17:42:16

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
6.0 4.4 8.6 0.4

R
Age (yrs)
20 30 40 50 60 65
0.2 0.3 0.4 0.4 0.5 0.6

52
Site/meas. no. Id 3 Tape 1
Measurement date: 24/07/2007
Tape/ID no: 1/3

Vehicle: Dennis sabre fire engine

Seat: Bench seat

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1

0.01 x frequency
0
response
x coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat z frequency
response
Acc. PSD (m/s²)²/Hz .

z seat base
z coherence
0.1
Magnitude .

Coherence

1 0.5

0.01

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

53

Site/meas. no. Id 3 Tape 1 Vehicle: Dennis sabre fire engine

x seat
10 10
5
0 5
-5 0 2 4 6 8 10 12 14 16
-10 0

y seat
10 10
5
0 5
-5 0 2 4 6 8 10 12 14 16
-10 0

z seat
10 10
5
0 5
-5 0 2 4 6 8 10 12 14 16
-10 0

x base
10 10
5
0 5
-5 0 2 4 6 8 10 12 14 16
-10 0

y base
10 10
5
0 5
-5 0 2 4 6 8 10 12 14 16
-10 0

z base
10 10
5
0 5
-5 0 2 4 6 8 10 12 14 16
-10 0

Manual handling activities

Various, depending on incident. Can involve moving an unconscious person (dead weight).

Posture assessment
No major risk postures identified.

54
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 24/07/2007

Site: 3

Vehicle: Dennis sabre fire engine

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) 58 22
able to place their feet on the floor while seated 13 less than 1
able to place their lower back against the back rest 67 43
finding the seat pan wide enough over 99 over 99
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height 19 85
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 52 98
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel n/a n/a
able to reach hand control 1 while using the back rest 99 88
able to reach hand control 2 while using the back rest n/a n/a

55
APPENDIX E. BEDFORD WATER CARRIER

Photograph E.1 Bedford water carrier

56

Vibration data (without k factor)

Site/meas. no. Id 1 Tape 2 Vehicle: Bedford water carrier
Measurement date: 24/07/2007 Seat: Conventional
Tape/ID no: 2/1

Analysis length : 1800 seconds Task: Driving (within speed limits)

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.95 0.90 1.26 1.90 1.29 2.08 -
(Unweighted)
RMS (m/s²)
0.33 0.34 0.90 0.30 0.29 0.81 -
(ISO 2631-1:1997)
VDV (m/s1.75)
3.46 3.34 9.47 3.32 2.95 8.17 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
3.05 3.08 8.16 2.78 2.67 7.40 -
(ISO 2631-1:1997)
Crest factor
11 8 7 10 10 8 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.40 1.41 3.39 1.49 1.25 2.55 -
(ISO 2631:1997)
MTVV exp. (m/s²)
1.25 1.21 2.86 1.24 1.06 2.10 -
(ISO 2631:1997)

SEAT factor (RMS) 1.1 1.2 1.1

SEAT factor (VDV) 1.0 1.1 1.2

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.45 (z direction) Time to action value 02:29:44

Time to limit value 13:12:05

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 13.4 (z direction) Time to 17 m/s 05:11:11

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
8.1 6.9 25.6 1.0

R
Age (yrs)
20 30 40 50 60 65
0.5 0.8 1 1.2 1.4 1.6

57
Site/meas. no. Id 1 Tape 2
Measurement date: 24/07/2007
Tape/ID no: 2/1

Vehicle: Bedford water carrier

Seat: Conventional

Freq. increment: 0.125 Hz

1 10 1
x seat x frequency
response
Acc. PSD (m/s²)²/Hz .

x seat base
x coherence
0.1 0.5

Magnitude .

Coherence
1

0.01 0

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1 0.5
Magnitude .

Coherence
1

0.01 y frequency
0
response
y coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

58
Site/meas. no. Id 1 Tape 2 Vehicle: Bedford water carrier
x seat
10 10
5
0 5
-5 0 5 10 15 20 25 30
-10 0

y seat
10 10
5
0 5
-5 0 5 10 15 20 25 30
-10 0

z seat
10 10
5
0 5
-5 0 5 10 15 20 25 30
-10 0

x base
10 10
5
0 5
-5 0 5 10 15 20 25 30
-10 0

y base
10 10
5
0 5
-5 0 5 10 15 20 25 30
-10 0

z base
10 10
5
0 5
-5 0 5 10 15 20 25 30
-10 0

Manual handling activities

Variable, depending on incident attended.

Posture assessment
No major risk postures identified.

59
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 24/07/2007

Site: 3

Vehicle: Bedford water carrier

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) 55 19
able to place their feet on the floor while seated 65 10
able to place their lower back against the back rest 67 43
finding the seat pan wide enough over 99 over 99
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height less than 1 1
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 1 52
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel over 99 over 99
able to reach hand control 1 while using the back rest over 99 over 99
able to reach hand control 2 while using the back rest over 99 over 99

60
APPENDIX F. AERIAL LADDER PLATFORM

Photograph F.1 Aerial Ladder Platform

Photograph F.2 Aerial Ladder Platform – seat

61

Vibration data (without k factor)

Site/meas. no. Id 2 Tape 2 Vehicle: Angloco ariel ladder platform
Measurement date: 24/07/2007 Seat: Volvo
Tape/ID no: 2/2

Analysis length : 1800 seconds Task: Driving (within speed limits)

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.59 0.63 0.92 0.62 0.68 0.86 -
(Unweighted)
RMS (m/s²)
0.24 0.26 0.57 0.18 0.21 0.51 -
(ISO 2631-1:1997)
VDV (m/s1.75)
2.51 2.49 6.14 1.98 2.03 5.36 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
2.17 2.35 5.17 1.62 1.88 4.64 -
(ISO 2631-1:1997)
Crest factor
9 6 10 7 7 8 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.01 1.02 2.21 0.97 0.64 1.95 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.87 0.86 1.97 0.80 0.58 1.72 -
(ISO 2631:1997)

SEAT factor (RMS) 1.3 1.3 1.1

SEAT factor (VDV) 1.3 1.2 1.2

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.28 (z direction) Time to action value 06:13:03

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 8.7 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
5.6 4.9 7.9 0.3

R
Age (yrs)
20 30 40 50 60 65
0.2 0.2 0.3 0.4 0.4 0.5

62
Site/meas. no. Id 2 Tape 2
Measurement date: 24/07/2007
Tape/ID no: 2/2

Vehicle: Angloco ariel ladder platform

Seat: Volvo

Freq. increment: 0.125 Hz

1 10 1
x seat x frequency
response
Acc. PSD (m/s²)²/Hz .

x seat base
x coherence
0.1

Magnitude .

Coherence
1 0.5

0.01

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

63

Site/meas. no. Id 2 Tape 2 Vehicle: Angloco ariel ladder platform

x seat
5 10

0 5
0 5 10 15 20 25 30
-5 0

y seat
5 10

0 5
0 5 10 15 20 25 30
-5 0

z seat
5 10

0 5
0 5 10 15 20 25 30
-5 0

x base
5 10

0 5
0 5 10 15 20 25 30
-5 0

y base
5 10

0 5
0 5 10 15 20 25 30
-5 0

z base
5 10

0 5
0 5 10 15 20 25 30
-5 0

Manual handling activities

Various, depending on incident attended.

Posture assessment
No major risk postures identified.

64
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 24/07/2007

Site: 3

Vehicle: Aerial ladder platform

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) 52 17
able to place their feet on the floor while seated 36 2
able to place their lower back against the back rest 97 87
finding the seat pan wide enough over 99 98
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height 56 99
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 94 over 99
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel 87 87
able to reach hand control 1 while using the back rest 6 less than 1
able to reach hand control 2 while using the back rest n/a n/a

65
APPENDIX G. EMERGENCY RESCUE TENDER

Photograph G.1 Emergency Rescue Tender

Photograph G.2 Emergency Rescue Tender seat

66

Vibration data (without k factor)

Site/meas. no. Id 1 Tape 3 Vehicle: Emergency Rescue Tender
Measurement date: 24/07/2007 Seat: ISRI
Tape/ID no: 3/1

Analysis length : 1800 seconds Task: Driving (within limits)

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.69 0.72 1.07 0.61 0.57 1.09 -
(Unweighted)
RMS (m/s²)
0.34 0.31 0.78 0.15 0.23 0.82 -
(ISO 2631-1:1997)
VDV (m/s1.75)
3.34 3.10 8.68 1.57 2.25 9.50 -
(ISO 2631-1:1997)
eVDV (m/s1.75)
3.06 2.86 7.14 1.39 2.11 7.43 -
(ISO 2631-1:1997)
Crest factor
7 6 11 7 6 12 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.39 1.08 3.33 0.59 0.87 4.10 -
(ISO 2631:1997)
MTVV exp. (m/s²)
1.29 0.94 2.86 0.52 0.76 3.52 -
(ISO 2631:1997)

SEAT factor (RMS) 2.2 1.4 1.0

SEAT factor (VDV) 2.1 1.4 0.9

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.39 (z direction) Time to action value 03:15:39

Time to limit value 17:15:03

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 12.3 (z direction) Time to 17 m/s 07:21:48

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
7.2 6.1 8.7 0.4

R
Age (yrs)
20 30 40 50 60 65
0.2 0.3 0.3 0.4 0.5 0.6

67
Site/meas. no. Id 1 Tape 3
Measurement date: 24/07/2007
Tape/ID no: 3/1

Vehicle: Emergency Rescue Tender

Seat: ISRI

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1

0.01 0
x frequency
response
x coherence
0.001 0.1 -0.5
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1 0.5
Magnitude .

Coherence
1

0.01 y frequency 0
response
y coherence
0.001 0.1 -0.5
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

68
Site/meas. no. Id 1 Tape 3 Vehicle: Emergency Rescue Tender
x seat
5 10

0 5
0 5 10 15 20 25 30
-5 0

y seat
5 10

0 5
0 5 10 15 20 25 30
-5 0

z seat
5 10

0 5
0 5 10 15 20 25 30
-5 0

x base
5 10

0 5
0 5 10 15 20 25 30
-5 0

y base
5 10

0 5
0 5 10 15 20 25 30
-5 0

z base
5 10

0 5
0 5 10 15 20 25 30
-5 0

Manual handling activities

Various, depending on incident attended.

Posture assessment
No major risk postures identified.

69
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 24/07/2007

Site: 3

Vehicle: Emergency rescue tender

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) over 99 over 99
able to place their feet on the floor while seated 36 2
able to place their lower back against the back rest 90 73
finding the seat pan wide enough over 99 over 99
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height 43 96
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough n/a n/a
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel n/a n/a
able to reach hand control 1 while using the back rest 100 93
able to reach hand control 2 while using the back rest over 99 98

70
APPENDIX H. UNIMOG FIRE ENGINE

Photograph H.1 Unimog fire engine

Photograph H.2 Unimog fire engine cab

71

Vibration data (without k factor)

Site/meas. no. Veh 7 Off road Vehicle: Unimog
Measurement date: 18/07/2007 Seat: Mechanical suspension
Tape/ID no: 6/1

Analysis length : 480 seconds Task: Driving off road

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.60 0.89 0.95 0.53 0.66 1.00 0.65
(Unweighted)
RMS (m/s²)
0.35 0.66 0.55 0.28 0.45 0.47 0.55
(ISO 2631-1:1997)
VDV (m/s1.75)
2.50 4.82 4.01 2.08 3.34 3.38 3.94
(ISO 2631-1:1997)
eVDV (m/s1.75)
2.30 4.32 3.60 1.86 2.93 3.08 3.62
(ISO 2631-1:1997)
Crest factor
7 5 7 8 6 6 7
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.16 2.80 1.66 1.07 1.83 1.35 1.84
(ISO 2631:1997)
MTVV exp. (m/s²)
0.95 2.27 1.41 0.90 1.52 1.24 1.65
(ISO 2631:1997)

SEAT factor (RMS) 1.2 1.5 1.2

SEAT factor (VDV) 1.2 1.4 1.2

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.46 (y direction) Time to action value 02:20:46

Time to limit value 12:24:40

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 13.3 (y direction) Time to 17 m/s 05:22:07

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
5.6 7.5 6.3 0.4

R
Age (yrs)
20 30 40 50 60 65
0.2 0.3 0.4 0.5 0.6 0.7

72
Site/meas. no. Veh 7 Off road
1
Measurement date: 18/07/2007
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

6/1
0.1
Vehicle: Unimog
Seat: Mechanical suspension
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01 x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

73
Site/meas. no. Veh 7 Off road Vehicle: Unimog
x seat
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

y seat
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

z seat
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

x base
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

y base
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

z base
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

x back
5 10

0 5
0 1 2 3 4 5 6 7 8
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

74

Site/meas. no. Veh 7 On road Vehicle: Unimog

Measurement date: 18/07/2007 Seat: Mechanical suspension
Tape/ID no: 6/1

Analysis length : 1200 seconds Task: Driving on road

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.67 0.79 0.59 0.60 0.65 0.93 0.61
(Unweighted)
RMS (m/s²)
0.28 0.34 0.41 0.22 0.23 0.38 0.47
(ISO 2631-1:1997)
1.75
VDV (m/s )
2.73 3.03 3.81 2.29 2.05 3.59 4.11
(ISO 2631-1:1997)
1.75
eVDV (m/s )
2.28 2.80 3.34 1.78 1.89 3.15 3.84
(ISO 2631-1:1997)
Crest factor
8 6 8 9 7 9 7
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.48 1.29 1.27 1.32 0.94 1.31 1.70
(ISO 2631:1997)
MTVV exp. (m/s²)
1.29 1.30 1.08 1.15 0.89 1.10 1.49
(ISO 2631:1997)

SEAT factor (RMS) 1.3 1.5 1.1

SEAT factor (VDV) 1.2 1.5 1.1

Exposure duration: 02:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.24 (y direction) Time to action value 08:51:07

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 6.6 (y direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
5.4 5.2 5.0 0.3

R
Age (yrs)
20 30 40 50 60 65
0.1 0.2 0.2 0.3 0.4 0.4

75
Site/meas. no. Veh 7 On road
1
Measurement date: 18/07/2007
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

6/1
0.1
Vehicle: Unimog
Seat: Mechanical suspension
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01
x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

76
Site/meas. no. Veh 7 On road Vehicle: Unimog
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x back
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

Manual handling activities

Various, depending in incident attended.

Posture assessment
No major risk postures identified.

77
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 14/11/2007

Site: 4

Vehicle: Unimog fire engine

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) 82 97
able to place their feet on the floor while seated 94 46
able to place their lower back against the back rest 54 31
finding the seat pan wide enough over 99 94
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height less than 1 2
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough over 99 over 99
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel 94 95
able to reach hand control 1 while using the back rest over 99 over 99
able to reach hand control 2 while using the back rest over 99 over 99

78
APPENDIX I. ADVANTAGE 600 LAND FILL COMPACTOR

Photograph I.1 Advantage 600 land fill compactor (on left)

79

Vibration data (without k factor)

Site/meas. no. Veh 8 Vehicle: Advantage 600 land fill compactor
Measurement date: 27/11/2007 Seat: Grammer air suspension
Tape/ID no: 1/8

Analysis length : 1200 seconds Task: Working on land fill

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.60 0.67 0.41 0.53 0.54 0.49 0.83
(Unweighted)
RMS (m/s²)
0.39 0.50 0.23 0.32 0.38 0.31 0.67
(ISO 2631-1:1997)
VDV (m/s1.75)
3.81 4.51 2.13 3.36 3.41 7.14 7.71
(ISO 2631-1:1997)
eVDV (m/s1.75)
3.20 4.16 1.89 2.66 3.13 2.57 5.50
(ISO 2631-1:1997)
Crest factor
8 6 9 7 6 42 12
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.71 1.54 0.73 1.55 1.11 2.42 3.43
(ISO 2631:1997)
MTVV exp. (m/s²)
1.52 1.36 0.65 1.37 1.02 2.43 3.01
(ISO 2631:1997)

SEAT factor (RMS) 1.2 1.3 0.7

SEAT factor (VDV) 1.1 1.3 0.3

Exposure duration: 09:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.75 (y direction) Time to action value 04:00:21

Time to limit value 21:11:27

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 14.4 (y direction) Time to 17 m/s 17:34:22

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
6.7 9.3 3.0 0.6

R
Age (yrs)
20 30 40 50 60 65
0.3 0.4 0.5 0.6 0.8 0.9

80
Site/meas. no. Veh 8
1
Measurement date: 27/11/2007
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

1/8
0.1
Vehicle: Advantage 600 land fill compactor
Seat: Grammer air suspension
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1 0.5

Magnitude .

Coherence
1
x frequency
0.01 response 0
x coherence

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat z frequency
Acc. PSD (m/s²)²/Hz .

z seat base response

0.1 z coherence
Magnitude .

Coherence

1 0.5

0.01

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

81
Site/meas. no. Veh 8 Vehicle: Advantage 600 land fill compactor
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x back
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

Manual handling activities

None identified.

82
Posture assessment

Photograph I.3 Reversing on landfill

Action level 2 – further investigation is needed and changes may be required.

Making more use of mirrors and the rear view camera may reduce the frequency with which this
posture is adopted.

Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 27/11/2007

Site: 5

Vehicle: Advantage 600 land fill compactor

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) over 99 92
able to place their feet on the floor while seated less than 1 less than 1
able to place their lower back against the back rest 67 43
finding the seat pan wide enough over 99 98
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height 30 92
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough n/a n/a
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel n/a n/a
able to reach hand control 1 while using the back rest over 99 96
able to reach hand control 2 while using the back rest over 99 96

83
APPENDIX J. CROSSLAND 32 TONNE MILK TANKER

Photograph J.1 Crossland 32 tonne milk tanker

Photograph J.2 Crossland 32 tonne milk tanker - cab

84

Vibration data (without k factor) from depot to first farm

Site/meas. no. Id 7 Vehicle: Crossland 32t milk tanker
Measurement date: 04/12/2007 Seat: Volvo air suspension
Tape/ID no: 1/7

Analysis length : 1200 seconds Task: Driving to first farm

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.43 0.58 0.59 0.55 0.73 0.68 -
(Unweighted)
RMS (m/s²)
0.15 0.22 0.45 0.13 0.18 0.50 -
(ISO 2631-1:1997)
1.75
VDV (m/s )
1.48 2.07 4.71 1.27 1.64 5.18 -
(ISO 2631-1:1997)
1.75
eVDV (m/s )
1.25 1.85 3.67 1.03 1.45 4.09 -
(ISO 2631-1:1997)
Crest factor
12 7 11 10 8 11 -
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.76 0.81 2.19 0.73 0.67 1.85 -
(ISO 2631:1997)
MTVV exp. (m/s²)
0.62 0.75 1.80 0.60 0.57 1.58 -
(ISO 2631:1997)

SEAT factor (RMS) 1.2 1.3 0.9

SEAT factor (VDV) 1.2 1.3 0.9

Exposure duration: 05:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.35 (z direction) Time to action value 10:05:55

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 9.3 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
3.8 4.7 7.5 0.4

R
Age (yrs)
20 30 40 50 60 65
0.2 0.3 0.4 0.4 0.5 0.6

85
Site/meas. no. Id 7
Measurement date: 04/12/2007
Tape/ID no: 1/7

Vehicle: Crossland 32t milk tanker

Seat: Volvo air suspension

Freq. increment: 0.125 Hz

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01
x frequency
response
x coherence
0.001 0.1 0
0.1 1 10
100 0.1 1 10 100
Frequency (Hz)
Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

86

Site/meas. no. Id 7 Vehicle: Crossland 32t milk tanker

x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

87

Vibration data (without k factor) from first farm to second farm

Site/meas. no. Veh 9 Id 8 Vehicle: Crossland 32t milk tanker
Measurement date: 04/12/2007 Seat: Volvo air suspension
Tape/ID no: 1/8

Analysis length : 600 seconds Task: Driving from first to second farm
Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.48 0.61 0.66 0.59 0.76 0.73 0.95
(Unweighted)
RMS (m/s²)
0.19 0.28 0.48 0.15 0.21 0.51 0.73
(ISO 2631-1:1997)
VDV (m/s1.75)
1.49 1.97 4.23 1.25 1.50 4.27 6.03
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.28 1.94 3.33 1.07 1.48 3.53 5.09
(ISO 2631-1:1997)
Crest factor
6 5 11 7 5 9 10
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.93 0.78 2.44 0.67 0.51 2.00 3.08
(ISO 2631:1997)
MTVV exp. (m/s²)
0.76 0.66 2.05 0.56 0.46 1.74 2.67
(ISO 2631:1997)

SEAT factor (RMS) 1.2 1.3 0.9

SEAT factor (VDV) 1.2 1.3 1.0

Exposure duration: 05:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.38 (z direction) Time to action value 08:40:43

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 9.9 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
3.9 4.0 8.0 0.5

R
Age (yrs)
20 30 40 50 60 65
0.2 0.4 0.4 0.5 0.6 0.7

88
Site/meas. no. Veh 9 Id 8
1
Measurement date: 04/12/2007
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

1/8
0.1
Vehicle: Crossland 32t milk tanker
Seat: Volvo air suspension
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01
x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

89
Site/meas. no. Veh 9 Id 8 Vehicle: Crossland 32t milk tanker
x seat
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

y seat
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

z seat
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

x base
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

y base
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

z base
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

x back
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

90

Vibration data (without k factor) from second farm to third farm

Site/meas. no. Veh 9 Id 9 Vehicle: Crossland 32t milk tanker
Measurement date: 04/12/2007 Seat: Volvo air suspension
Tape/ID no: 1/9

Analysis length : 600 seconds Task: Driving from second to third farm
Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.57 0.72 0.74 0.71 0.98 0.89 0.76
(Unweighted)
RMS (m/s²)
0.24 0.34 0.51 0.20 0.26 0.55 0.64
(ISO 2631-1:1997)
VDV (m/s1.75)
1.84 2.57 4.11 1.61 1.92 4.39 4.85
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.68 2.37 3.55 1.37 1.79 3.84 4.47
(ISO 2631-1:1997)
Crest factor
7 7 8 9 7 9 7
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.90 1.51 1.67 0.90 1.12 1.81 2.10
(ISO 2631:1997)
MTVV exp. (m/s²)
0.80 1.29 1.46 0.79 0.96 1.58 1.88
(ISO 2631:1997)

SEAT factor (RMS) 1.2 1.3 0.9

SEAT factor (VDV) 1.1 1.3 0.9

Exposure duration: 05:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.41 (z direction) Time to action value 07:36:34

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 9.6 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
4.2 5.1 5.7 0.4

R
Age (yrs)
20 30 40 50 60 65
0.2 0.3 0.3 0.4 0.5 0.6

91
Site/meas. no. Veh 9 Id 9
1
Measurement date: 04/12/2007
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

1/9
0.1
Vehicle: Crossland 32t milk tanker

Seat: Volvo air suspension

0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01 x frequency
response
x coherence
0.001 0.1 0
0.1 1 10
100 0.1 1 10 100
Frequency (Hz)
Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

92

Site/meas. no. Veh 9 Id 9 Vehicle: Crossland 32t milk tanker

x seat
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

y seat
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

z seat
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

x base
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

y base
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

z base
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

x back
5 10

0 5
0 1 2 3 4 5 6 7 8 9 10
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

93

Vibration data (without k factor) from penultimate to final farm

Site/meas. no. Veh 9 Id 1 Vehicle: Crossland 32t milk tanker
Measurement date: 04/12/2007 Seat: Volvo air suspension
Tape/ID no: 2/1

Analysis length : 420 seconds Task: Driving to fifth to sixth farm

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.45 0.57 0.45 0.62 0.95 0.79 0.73
(Unweighted)
RMS (m/s²)
0.23 0.28 0.31 0.20 0.22 0.34 0.61
(ISO 2631-1:1997)
VDV (m/s1.75)
1.54 1.85 2.33 1.41 1.49 2.60 4.60
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.44 1.75 1.98 1.28 1.41 2.16 3.86
(ISO 2631-1:1997)
Crest factor
7 6 9 7 6 10 8
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.75 0.87 1.08 0.76 0.67 1.26 2.11
(ISO 2631:1997)
MTVV exp. (m/s²)
0.60 0.74 0.98 0.67 0.57 1.16 1.85
(ISO 2631:1997)

SEAT factor (RMS) 1.1 1.2 0.9

SEAT factor (VDV) 1.1 1.2 0.9

Exposure duration: 05:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.31 (y direction) Time to action value 13:25:41

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 6.6 (y direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
3.3 3.9 3.0 0.3

R
Age (yrs)
20 30 40 50 60 65
0.1 0.2 0.2 0.3 0.4 0.4

94
Site/meas. no. Veh 9 Id 1
1
Measurement date: 04/12/2007
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

2/1
0.1
Vehicle: Crossland 32t milk tanker
Seat: Volvo air suspension
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01 x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

95
Site/meas. no. Veh 9 Id 1 Vehicle: Crossland 32t milk tanker
x seat
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

y seat
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

z seat
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

x base
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

y base
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

z base
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

x back
5 10

0 5
0 1 2 3 4 5 6 7
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

Manual handling activities

No risk activities identified.

96
Posture assessment
No major risk postures identified.

Photograph J.3 Reversing into tight access to farm – posture adopted

infrequently

Reversing into tight access to farm - action level 2 – further investigation and changes may be
required. This posture is adopted infrequently, when the access to a farm is tight; otherwise rear
view mirrors are used when reversing.

Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 04/12/2007

Site: 6

Vehicle: Crossland 32 tonne milk tanker

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) over 99 over 99
able to place their feet on the floor while seated 94 46
able to place their lower back against the back rest 97 87
finding the seat pan wide enough over 99 over 99
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height over 99 over 99
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 89 over 99
able to reach the far edge of the steering wheel while using the back rest n/a n/a
having sufficient thigh clearance between seat cushion & steering wheel 99 over 99
able to reach hand control 1 while using the back rest 29 7

97
APPENDIX K. CAR TRANSPORTER

Photograph K.1 Car transporter

Photograph K.2 Car transporter - cab

98

Vibration data (without k factor)

Site/meas. no. Veh 10 Id 8 Vehicle: DAF car transporter
Measurement date: 09/01/2008 Seat: Self adjusting air suspension
Tape/ID no: 1/8

Analysis length : 1200 seconds Task: Driving

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.32 0.30 0.51 0.44 0.35 0.64 0.20
(Unweighted)
RMS (m/s²)
0.16 0.12 0.29 0.12 0.12 0.29 0.16
(ISO 2631-1:1997)
VDV (m/s1.75)
1.48 1.05 2.45 1.03 1.05 2.97 1.64
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.32 0.98 2.37 0.99 0.98 2.36 1.33
(ISO 2631-1:1997)
Crest factor
7 8 7 9 8 13 14
(ISO 2631-1:1997)
MTVV linear (m/s²)
0.70 0.60 1.06 0.42 0.46 1.60 0.90
(ISO 2631:1997)
MTVV exp. (m/s²)
0.60 0.50 0.93 0.35 0.37 1.38 0.78
(ISO 2631:1997)

SEAT factor (RMS) 1.3 1.0 1.0

SEAT factor (VDV) 1.4 1.0 0.8

Exposure duration: 05:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.23 (z direction) Time to action value > 24 hrs

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 4.8 (z direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
2.7 2.1 3.4 0.2

R
Age (yrs)
20 30 40 50 60 65
0.1 0.1 0.2 0.2 0.2 0.3

99
Site/meas. no. Veh 10 Id 8
1
Measurement date: 09/01/2008
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

1/8
0.1
Vehicle: DAF car transporter
Seat: Self adjusting air suspension
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat x frequency
response
Acc. PSD (m/s²)²/Hz .

x seat base
x coherence
0.1 0.5

Magnitude .

Coherence
1

0.01 0

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat y frequency
Acc. PSD (m/s²)²/Hz .

y seat base response

y coherence
0.1 0.5
Magnitude .

Coherence
1

0.01 0

0.001 0.1 -0.5

0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

100
Site/meas. no. Veh 10 Id 8 Vehicle: DAF car transporter
x seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x back
5 10

0 5
0 2 4 6 8 10 12 14 16 18 20
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

Manual handling activities

No risk activities identified.

Posture assessment
No risk postures identified.

101
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 09/01/2008

Site: 7

Vehicle: Car transporter

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) over 99 over 99
able to place their feet on the floor while seated over 99 over 99
able to place their lower back against the back rest 67 43
finding the seat pan wide enough over 99 98
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height 56 99
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 94 over 99
able to reach the far edge of the steering wheel while using the back rest 97 81
having sufficient thigh clearance between seat cushion & steering wheel over 99 over 99
able to reach hand control 1 while using the back rest over 99 over 99
able to reach hand control 2 while using the back rest over 99 over 99

102
 APPENDIX L. UNIMOG U100L (UTILITY COMPANY)

Photograph L.1 Unimog U100L (1) Photograph L.1 Unimog U100L (2)

Photograph L.1 Unimog U100L cab

103

Vibration data (without k factor) Public roads

Site/meas. no. Veh 27 Vehicle: Utility Unimog U100L
Measurement date: 01/07/2008 Seat: Conventional
Tape/ID no: 1/15

Analysis length : 2100 seconds Task: Driving on public roads

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.87 0.69 0.74 0.89 0.69 0.75 0.43
(Unweighted)
RMS (m/s²)
0.28 0.33 0.57 0.23 0.24 0.58 0.36
(ISO 2631-1:1997)
1.75
VDV (m/s )
3.37 3.70 6.76 2.82 2.64 7.07 5.23
(ISO 2631-1:1997)
eVDV (m/s1.75)
2.67 3.09 5.36 2.21 2.25 5.47 3.37
(ISO 2631-1:1997)
Crest factor
12 9 12 16 8 15 14
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.51 1.63 2.25 1.03 1.07 2.76 2.54
(ISO 2631:1997)
MTVV exp. (m/s²)
1.33 1.52 1.96 0.84 1.00 2.53 2.34
(ISO 2631:1997)

SEAT factor (RMS) 1.2 1.4 1.0

SEAT factor (VDV) 1.2 1.4 1.0

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.53 (z direction) Time to action value 06:15:00

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 12.6 (z direction) Time to 17 m/s 23:19:34

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
7.8 8.2 8.3 0.5

R
Age (yrs)
20 30 40 50 60 65
0.2 0.4 0.4 0.5 0.7 0.7

104
Site/meas. no. Veh 27
1
Measurement date: 01/07/2008
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

1/15
0.1
Vehicle: Utility Unimog U100L
Seat: Conventional
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01 x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

105
Site/meas. no. Veh 27 Vehicle: Utility Unimog U100L

x seat
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

y seat
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

z seat
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

x base
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

y base
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

z base
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

x back
5 10

0 5
0 5 10 15 20 25 30 35
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

106
Vibration data (without k factor) Rough tracks
Site/meas. no. Veh 27 Vehicle: Utility Unimog U100L
Measurement date: 01/07/2008 Seat: Conventional
Tape/ID no: 1/15

Analysis length : 660 seconds Task: Driving on rough tracks

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
1.11 0.96 1.24 0.99 0.81 1.20 0.75
(Unweighted)
RMS (m/s²)
0.54 0.75 0.83 0.37 0.52 0.83 0.66
(ISO 2631-1:1997)
1.75
VDV (m/s )
4.11 5.60 6.53 2.82 3.88 6.54 5.27
(ISO 2631-1:1997)
eVDV (m/s1.75)
3.80 5.33 5.92 2.63 3.70 5.89 4.68
(ISO 2631-1:1997)
Crest factor
8 6 7 8 7 7 6
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.75 2.36 2.40 1.36 1.53 2.26 1.95
(ISO 2631:1997)
MTVV exp. (m/s²)
1.54 2.20 2.09 1.10 1.44 2.04 1.71
(ISO 2631:1997)

SEAT factor (RMS) 1.5 1.4 1.0

SEAT factor (VDV) 1.5 1.4 1.0

Exposure duration: 01:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.37 (y direction) Time to action value 01:48:30

Time to limit value 09:33:59

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 12.0 (y direction) Time to 17 m/s 04:03:56

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
9.7 11.0 12.1 0.6

R
Age (yrs)
20 30 40 50 60 65
0.3 0.4 0.5 0.6 0.8 0.9

107
Site/meas. no. Veh 27
1
Measurement date: 01/07/2008
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

1/15
0.1
Vehicle: Utility Unimog U100L
Seat: Conventional
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
Acc. PSD (m/s²)²/Hz .

0.1

Magnitude .

Coherence
1 0.5

0.01 x frequency
x seat response
x seat base x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

108

Site/meas. no. Veh 27 Vehicle: Utility Unimog U100L

x seat
10 10

0 5
0 2 4 6 8 10
-10 0

y seat
10 10

0 5
0 2 4 6 8 10
-10 0

z seat
10 10

0 5
0 2 4 6 8 10
-10 0

x base
10 10

0 5
0 2 4 6 8 10
-10 0

y base
10 10

0 5
0 2 4 6 8 10
-10 0

z base
10 10

0 5
0 2 4 6 8 10
-10 0

x back
10 10

0 5
0 2 4 6 8 10
-10 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

109

Manual handling activities

No assessment possible, for operational reasons.

Posture assessment
No risk postures identified.

Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 01/07/2008

Site: 12

Vehicle: Utilities Unimog

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) 95 over 99
able to place their feet on the floor while seated over 99 over 99
able to place their lower back against the back rest 67 43
finding the seat pan wide enough over 99 97
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height less than 1 1
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 89 over 99
able to reach the far edge of the steering wheel while using the back rest less than 1 less than 1
having sufficient thigh clearance between seat cushion & steering wheel over 99 over 99
able to reach hand control 1 while using the back rest over 99 over 99
able to reach hand control 2 while using the back rest over 99 98

110
 APPENDIX M. LANDROVER DEFENDER (UTILITY COMPANY)
No photograph available of outside of vehicle.

Photograph M.1 Landrover Defender cab

111

Vibration data (without k factor) Public roads

Site/meas. no. Veh 28 Vehicle: Utility Landrover defender
Measurement date: 01/07/2008 Seat: Conventional
Tape/ID no: 2/1

Analysis length : 1020 seconds Task: Driving on public roads

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.59 0.63 0.44 0.64 0.61 0.55 0.24
(Unweighted)
RMS (m/s²)
0.22 0.17 0.29 0.17 0.15 0.31 0.14
(ISO 2631-1:1997)
1.75
VDV (m/s )
2.31 1.47 3.20 1.66 1.34 3.28 1.89
(ISO 2631-1:1997)
eVDV (m/s1.75)
1.75 1.37 2.31 1.31 1.21 2.43 1.11
(ISO 2631-1:1997)
Crest factor
14 7 11 7 6 11 17
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.34 0.63 1.29 0.81 0.55 1.25 0.96
(ISO 2631:1997)
MTVV exp. (m/s²)
1.08 0.52 1.17 0.75 0.48 1.13 0.80
(ISO 2631:1997)

SEAT factor (RMS) 1.3 1.1 1.0

SEAT factor (VDV) 1.4 1.1 1.0

Exposure duration: 07:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.29 (x direction) Time to action value 20:46:40

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 7.2 (x direction) Time to 17 m/s > 24 hrs

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
6.1 4.0 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

112
Site/meas. no. Veh 28
1
Measurement date: 01/07/2008
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

2/1
0.1
Vehicle: Utility Landrover defender
Seat: Conventional
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01
x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence

0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

113
Site/meas. no. Veh 28 Vehicle: Utility Landrover defender

x seat
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

y seat
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

z seat
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

x base
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

y base
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

z base
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

x back
5 10

0 5
0 2 4 6 8 10 12 14 16
-5 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

114

Vibration data (without k factor) Rough tracks

Site/meas. no. Veh 28 Vehicle: Utility Landrover defender
Measurement date: 01/07/2008 Seat: Conventional
Tape/ID no: 2/1

Analysis length : 1860 seconds Task: Driving on rough tracks

Freq. increment: 0.125 Hz

Seat Seat base Seat back

x y z x y z x
RMS (m/s²)
0.95 0.90 0.91 0.95 0.82 1.07 0.37
(Unweighted)
RMS (m/s²)
0.42 0.36 0.63 0.22 0.30 0.67 0.31
(ISO 2631-1:1997)
1.75
VDV (m/s )
4.24 3.62 6.69 2.40 2.90 6.95 14.15
(ISO 2631-1:1997)
eVDV (m/s1.75)
3.82 3.34 5.83 2.02 2.76 6.20 2.88
(ISO 2631-1:1997)
Crest factor
7 8 11 9 6 8 68
(ISO 2631-1:1997)
MTVV linear (m/s²)
1.77 1.77 2.17 1.19 1.13 2.09 11.07
(ISO 2631:1997)
MTVV exp. (m/s²)
1.55 1.48 1.92 1.00 1.00 1.80 9.26
(ISO 2631:1997)

SEAT factor (RMS) 1.9 1.2 0.9

SEAT factor (VDV) 1.8 1.3 1.0

Exposure duration: 01:00:00 Seat back contact time (%) : Not measured

A(8) value for comparison with the exposure action (0.5 m/s² A(8)) and limit (1.15 m/s² A(8)) values
in the Control of Vibration at Work Regulations 2005

A(8) (m/s²) 0.22 (z direction) Time to action value 04:58:07

Time to limit value > 24 hrs

VDV for comparison with HSE's criterion for significance of shock

1.75 1.75
VDVexp (m/s ) 7.9 (z direction) Time to 17 m/s 21:32:01

Spine response data for comparison with 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
2 2 2
(m/s ) (m/s ) (m/s ) (MPa)
9.4 7.1 8.0 0.3

R
Age (yrs)
20 30 40 50 60 65
0.2 0.2 0.3 0.4 0.4 0.5

115
Site/meas. no. Veh 28
1
Measurement date: 01/07/2008
x seat back
Tape/ID no:

Acc. PSD (m/s²)²/Hz .

2/1
0.1
Vehicle: Utility Landrover defender
Seat: Conventional
0.01

Freq. increment: 0.125 Hz

0.001
0.1 1 10 100
Frequency (Hz)

1 10 1
x seat
Acc. PSD (m/s²)²/Hz .

x seat base
0.1

Magnitude .

Coherence
1 0.5

0.01
x frequency
response
x coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
y seat
Acc. PSD (m/s²)²/Hz .

y seat base
0.1
Magnitude .

Coherence
1 0.5

0.01 y frequency
response
y coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

1 10 1
z seat
Acc. PSD (m/s²)²/Hz .

z seat base
0.1
Magnitude .

Coherence

1 0.5

0.01 z frequency
response
z coherence
0.001 0.1 0
0.1 1 10 100 0.1 1 10 100
Frequency (Hz) Frequency (Hz)

116

Site/meas. no. Veh 28 Vehicle: Utility Landrover defender

x seat
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

y seat
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

z seat
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

x base
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

y base
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

z base
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

x back
30 20
10
10
-10
0 5 10 15 20 25 30
-30 0

x-axis: time (minutes) y-axis (left): unweighted accel. (m/s²) y-axis (right): cumulative VDV (m/s1.75)

Manual handling activities

No assessment possible, for operational reasons.

Posture assessment
No risk postures identified.
117
Cab ‘fit’ assessment

WBV Anthropometric Design Assessments v8

Body dimensions taken from PeopleSize 2000 Professional Version 2.05

Date of measurements: 01/07/2008

Site: 12

Vehicle: Utilities Landrover

Percentage of UK population Male Female

able to adopt a comfortable knee angle - light pedal force ( < 100N ) over 99 over 99
able to place their feet on the floor while seated over 99 over 99
able to place their lower back against the back rest 78 55
finding the seat pan wide enough over 99 94
finding the seat back low enough to assist twisting for vision rearwards less than 1 less than 1
finding the seat back as high or higher than shoulder sitting height less than 1 6
finding the seat back wide enough over 99 over 99
for which the head rest position is high enough 7 73
able to reach the far edge of the steering wheel while using the back rest 48 17
having sufficient thigh clearance between seat cushion & steering wheel 98 98
able to reach hand control 1 while using the back rest 97 81
able to reach hand control 2 while using the back rest over 99 over 99

Published by the Health and Safety Executive 01/10

 Health and Safety
Executive

Whole-body vibration and ergonomics

of driving occupations
Road haulage industry

Back disorders are the most common form of ill

health at work. The exact cause of back pain is often
unclear but back pain is more common in jobs that
involve driving, especially over long distances or
over rough ground. Driving exposes the vehicle’s
occupants to whole-body vibration, that may include
the shocks and jolts that are believed to increase
the likelihood of injury or pain in the lower back.
However drivers may also be exposed to other risk
factors for lower-back pain such as poor posture
while driving and manual handling while loading and
unloading goods. The Health and Safety Laboratory
have developed a toolkit that screens for these other
ergonomic risk factors for back pain from driving
occupations as well as assessing whole-body
vibration exposure.

The work specifically undertaken and reported here

has involved applying the toolkit to drivers of road
haulage vehicles. The occupations targeted were:
road sweeper driver; refuse freighter driver; fire
engine driver; landfill compactor operator; milk tanker
driver; car transporter driver; and linesmen (driving
Unimogs and Landrovers).

This report and the work it describes were funded

by the Health and Safety Executive (HSE). Its
contents, including any opinions and/or conclusions
expressed, are those of the authors alone and do
not necessarily reflect HSE policy.

RR766

www.hse.gov.uk