Whole body vibration exposures in bus drivers: A comparison between a high-floor coach and a low-floor city bus

Low back pain (LBP) is common in occupational bus drivers and studies have shown a dose–response relationship between whole body vibration (WBV) exposure and LBP. Bus design may be an important factor in determining the WBV exposure a bus driver receives. The purpose of this study was to determine whether differences exist in WBV exposures between two buses commonly used in long urban commuter routes: a high-floor coach and a low-floor city bus. Each bus was driven over a standardized test route which included four road types: a newer smooth freeway, a rougher old freeway, a city street segment, and a road segment containing several speed humps. WBV exposures were calculated per ISO 2631-1 (1997) and ISO 2631-5 (2004) standards. WBV exposures were significantly higher in the high-floor coach bus on the road segment containing speed humps. There were primarily small differences between buses in WBV exposures encountered on the city street and freeway segments. With respect to the ISO 2631-1 and European Union's A(8) and VDV(8) action limit values, both buses could be operated on the smooth freeway without exceeding the 8-hour action limits but would have to be operated less than 8 h when operating on the other road types. On average, the seats only attenuated 10% of the floor transmitted vibration and amplified the vibration exposures on the speed humps. Due to the low vibration attenuation performance of the bus driver's seat, evaluating different types of seats and seat suspensions may be merited.Relevance to industryLow back Pain (LBP) is one of the leading causes for workplace disability; therefore, it would be beneficial for employers and workers to minimize WBV exposures resulting in LBP. To reduce WBV exposures, buses should be assigned to appropriate routes and drivers should rotate across routes to vary continuous and impulsive exposures.     

Comparison of whole-body vibration exposures in buses: effects and interactions of bus and seat design

Bus and seat design may be important for the drivers' whole-body vibration (WBV). WBV exposures in buses during actual operation were assessed. WBV attenuation performance between an air-suspension seat and a static pedestal seat in low-floor buses was compared; there were no differences in WBV attenuation between the seats. Air-suspension seat performance in a high-floor and low-floor bus was compared. Relative to the pedestal seat with its relatively static, limited travel seat suspension, the air-suspension seat with its dynamic, longer travel suspension provided little additional benefit. Relative to the measurement collected at the bus floor, the air-suspension seat amplified the WBV exposures in the high-floor bus. All WBV exposures were below European Union (EU) daily exposure action values. The EU Vibration Directive only allows the predominant axis of vibration exposure to be evaluated but a tri-axial vector sum exposure may be more representative of the actual health risks.     

Transmission characteristics of suspension seats in multi-axis vibration environments

The multi-axis vibration transmission characteristics of selected suspension seats were investigated in the laboratory. Subjects were exposed to a flat acceleration spectrum and two low frequency signals extracted from multi-axis acceleration data recorded at the floor of a passenger locomotive. Triaxial accelerations were measured at the floor of the vibration table and at the interfaces between the subject and mounted seat (seat pan and seat back). The transmission ratios between the overall seat pan and seat back accelerations and floor accelerations provided an effective tool for evaluating the effects of measurement site, vibration direction, and posture among the selected seating systems. The results showed that the system transfer matrix, estimated using a multiple-input/single-output model, would be less than ideal for predicting low frequency operational seat vibration when using suspension seats. The Seat Effective Amplitude Transmissibility (SEAT), estimated for the tested locomotive seats, was used to predict the weighted seat pan accelerations and Vibration Total Values for assessing a 1-h operational exposure in accordance with ISO 2631-1: 1997.

Relevance to industry

Multi-axis SEAT values can be estimated for seating systems tested in the laboratory using representative operational exposures. These values can be applied to monitored vehicle floor accelerations to target potentially harmful vibration in accordance with ISO 2631-1: 1997, assuming the operational exposures have similar frequency and magnitude characteristics. The transmission at the seat back should be considered when substantial low frequency multi-axis vibration is present.     

The impact of different seats and whole-body vibration exposures on truck driver vigilance and discomfort

Laboratory studies have shown that exposure to whole-body vibration (WBV) increases physical and mental fatigue, which are common issues professional drivers face. The objective of this study was to determine whether altering WBV exposures had any effect on driver vigilance and discomfort. A repeated measures crossover design of five truck drivers with regular 10-h routes was used. Active and passive suspension truck seats were evaluated. For each seat, WBV exposures were measured. Participants completed a discomfort questionnaire and a reaction time task before and after their shift for two weeks, one week per seat. Compared with the passive seat, the active seat significantly reduced WBV exposures, decrements in the optimal and mean reaction times (p = 0.02, 0.047, respectively), and discomfort in the lower back and wrist(s)/forearm(s) (p < 0.01, 0.01, respectively). Study results indicated that reducing WBV helps reduce discomfort and maintain vigilance, which may improve drivers’ health and reduce the risk of truck collisions.

Practitioner Summary: The active suspension seat used in this study reduced truck drivers’ exposure to whole-body vibration (WBV) by over 33% in relation to their current industry standard passive suspension seat. This study demonstrated that reducing truck drivers’ exposure to WBV reduced fatigue and discomfort development over a workday.     

Influence of tyre inflation pressure on whole-body vibrations transmitted to the operator in a cut-to-length timber harvester

The influence of tyre inflation pressure on whole-body vibrations transmitted to the operator during the movement of a cut-to-length timber harvester was evaluated. Vibration measurements were taken in three orthogonal (x, y, z) axes at tyre pressure settings of 138, 345 and 414 kPa. Vibration was predominant in the vertical (z) direction with the peak rms acceleration value for the operator seat (0.281 ms(-2)) occurring at approximately 3.2 Hz.The corresponding peak value for the operator cabin chassis was 0.425 m s(-2) at 4 Hz.At 414 kPa, there was potential health risk on the operator for exposures above 8h duration. The vibration total values recorded for the operator seat at the maximum tyre inflation pressure setting were classed as "fairly uncomfortable" (ISO standard 2631-1), and vertical seat vibration transmissibility was highest between 4 and 8 Hz at the 345 kPa tyre pressure setting. The recorded values of WBV were significantly reduced by a reduction in tyre inflation pressure which may therefore be used to moderate the magnitude of WBV on wheeled timber harvesters.     

Evaluation of whole-body vibration exposure experienced by operators of a compact wheel loader according to ISO 2631-1:1997 and ISO 2631-5:2004

Limited studies were carried out to evaluate the whole-body vibration (WBV) exposure experienced by operators of compact wheel loaders (CWLs) according to ISO 2631-1:1997. No study was carried out according to ISO 2631-5:2004. Therefore, evaluation of the WBV exposure using these two standards was carried out and the results were compared in this study. Tri-axial accelerations were measured at the seat/operator interface on a medium-sized CWL. The vibration measurements were carried out in ten different operations, such as the V-cycle and the driving over different road surfaces. In order to represent the daily work of the CWL, seven scenarios were proposed. These scenarios are comprised of V-cycle and driving over different distances. The evaluation result according to ISO 2631-1:1997 showed that the permitted daily exposure durations of six scenarios estimated using the vibration dose value (VDV) method did not exceed 8 h. For the pure V-cycle and the combination of V-cycle and slow driving, the permitted daily exposure durations estimated according to ISO 2631-1:1997 were shorter than those estimated according to ISO 2631-5:2004. However, for the combination of V-cycle and fast driving, the permitted daily exposure durations estimated according to ISO 2631-1:1997 were longer than those estimated according to ISO 2631-5:2004.Relevance to industryThis study evaluated the effect of WBV arising from a CWL on human health according to ISO 2631-1:1997 and ISO 2631-5:2004. Evaluation results show that boundaries of the health guidance caution zone in ISO 2631-5:2004 are higher than those in ISO 2631-1:1997.     

Objective measurement of the start-motion quality of a forklift truck

An objective index is developed for the estimation of ride quality during a forklift truck start. After consultation with test drivers, start-motion quality is defined and three governing parameters selected: engagement shock in the driving direction, vertical vibration, and pitch vibration. Subjective evaluation of the starting motion and objective measurements of vehicle vibration were performed on five forklift trucks with various load capacities. The vibration measured at the driver's seat was changed into a perceptual amount by using the frequency weighting curves and the fourth power dose method suggested in ISO 2631-1 (Mechanical Vibration and Shock-evaluation of Human Exposure to Whole-body Vibration--Part 1: General Requirements. International Organization for Standardization). Regression between the perceptual vibrations, expressed as a vibration dose value, and the subjective rating scores yielded an index equation in the form of Steven's psychophysical power law: psi = 1.912phi(-0.601), where psi is the sensation magnitude of start-motion quality and phi is the stimulus magnitude of the vibration dose value.     

Whole-body vibration experienced by haulage truck operators in surface mining operations: A comparison of various analysis methods utilized in the prediction of health risks

Whole body vibration (WBV) was measured on eight surface haulage trucks in three size classes (35, 100, 150 ton haul capacities). Vibration was measured at the seat/operator interface in accordance with the ISO 2631-1 standard during 1 h of normal operation. Highest acceleration readings were observed in the z-axis (vertical). Estimated equivalent daily exposure values in the range of 0.44–0.82 ms^?2 were observed using the frequency-weighted r.m.s method and 8.7–16.4 ms^?1.75 using the vibration dose value method. Assessment was carried out using ISO 2631-1 and 2631-5. Operators of surface haulage trucks are regularly exposed to WBV levels that exceed safety limits as dictated by the ISO 2631-1 standard. However, according to ISO 2631-5 the probability of an adverse health effect remains low. These findings confirm an apparent disagreement between the two analysis methods.     

Whole-body vibration: Measurement of horizontal and vertical transmissibility of an agricultural tractor seat

The seats may significantly reduce the exposures levels transmitted to the driver, but the European Directive 2002/44/EC (2002) requires only tests on the damping seat capacity along the vertical direction, whereas nothing is required for the longitudinal and transversal directions.Field tests were carried out using a 93 kW tractor to verify the vibrational comfort values given by seat with pneumatic suspension. The tests were executed with the tractor running on different surfaces, at two different forward speed and tire pressures and with different tractor masses. Three repetition were carried out for each configuration. Accelerations were always measured on both the seat and the cabin platform and the calculations were done using the ISO 2631 standard suggestions. The vibration total values and the acceleration transmissibility along the 3 perpendicular axes were calculated and analysed.Despite different boundary conditions (surface, tire pressure, forward speed and tractor mass distribution), along the Z axis the transmissibility was constantly around 0.7, to confirm that the seat worked well to damp the vertical exposures. Different were the situations for the X and the Y axes. Excluding the asphalt, on the other crossed surfaces high transmissibility values were observed (never less than 1), especially along the X axis.Relevance to industry. This paper describes the vibration transmissibility of an agricultural tractor seat. Tests were carried out with the tractor running on different surfaces and with different configurations. The seat transmissibility along the three orthogonal directions was acquired.Results suggest that the tractor manufacturer should consider, during the machine design, also the rolling and pitching movements, because the seat accelerations along the X and Y axes are influenced by them. The seat manufacturer could reduce the rolling and pitching effects using specific suspension systems along the horizontal and lateral directions.     

Predictors of whole-body vibration exposure experienced by highway transport truck operators

Whole-body-vibration (WBV) exposure levels experienced by transport truck operators were investigated to determine whether operator's exposure exceeded the 1997 International Standards Organization (ISO) 2631-1 WBV guidelines. A second purpose of the study was to determine which truck characteristics predicted the levels of WBV exposures experienced. The predictor variables selected based on previous literature and our transportation consultant group included road condition, truck type, driver experience, truck mileage and seat type. Tests were conducted on four major highways with 5 min random samples taken every 30 min of travel at speeds greater than or equal to 80 km/h (i.e. highway driving). Results indicated operators were not on average at increased risk of adverse health effects from daily exposures when compared to the ISO WBV guidelines. Significant regression models predicting the frequency-weighted RMS accelerations for the x (F((5,97)) = 8.63, p < 0.01), y (F((5,97)) = 7.74, p < 0.01), z (F((5,61)) = 9.83, p < 0.01) axes and the vector sum of the orthogonal axes (F((5,61)) = 13.89, p < 0.01) were observed. Road condition was a significant predictor (p < 0.01) of the frequency-weighted RMS accelerations for all three axes and the vector sum of the axes, as was truck type (p < 0.01) for the z-axis and vector sum. Future research should explore the effects of seasonal driving, larger vehicle age differences, greater variety of seating and suspension systems and team driving situations.     

Six-degree-of-freedom whole-body vibration exposure levels during routine skidder operations

This research focuses on quantifying six-degree-of-freedom (6-DOF) whole-body vibration (WBV) exposure levels that occur in Northern Ontario skidders during routine field operating tasks. 6-DOF vibration running root-mean-square (RMS) acceleration levels at the operator/seat interface were determined for eight skidders while driving loaded, driving unloaded, picking up a load, dropping off a load and ploughing logs under field operating conditions. The acceleration data were weighted in accordance with ISO 2631–1:1997 and evaluated for both health and comfort outcomes. The mean running RMS weighted translational and rotational accelerations all exceeded 0.36 m/s² and 0.14 rad/s². The greatest average accelerations occurred while driving unloaded with this condition displaying translational vibration total values (VTV) that exceeded the upper limit of the ISO 2631–1:1997 health caution zone within an average of 2.3 h. Utilizing 6-DOF VTV, virtually all operating conditions would be designated as uncomfortable.

Statement of Relevance: This study provides one of the most comprehensive reports on vibration exposures in seated vehicle operators. The results are geared towards ergonomists with discussions on health effects and measurement concerns, while providing the raw vibration exposure data that will be useful to vehicle, component and vibration sensor designers.     

The application of SEAT values for predicting how compliant seats with backrests influence vibration discomfort

The extent to which a seat can provide useful attenuation of vehicle vibration depends on three factors: the characteristics of the vehicle motion, the vibration transmissibility of the seat, and the sensitivity of the body to vibration. The ‘seat effective amplitude transmissibility’ (i.e., SEAT value) reflects how these three factors vary with the frequency and the direction of vibration so as to predict the vibration isolation efficiency of a seat. The SEAT value is mostly used to select seat cushions or seat suspensions based on the transmission of vertical vibration to the principal supporting surface of a seat. This study investigated the accuracy of SEAT values in predicting how seats with backrests influence the discomfort caused by multiple-input vibration. Twelve male subjects participated in a four-part experiment to determine equivalent comfort contours, the relative discomfort, the location of discomfort, and seat transmissibility with three foam seats and a rigid reference seat at 14 frequencies of vibration in the range 1–20 Hz at magnitudes of vibration from 0.2 to 1.6 ms⁻² r.m.s. The ‘measured seat dynamic discomfort’ (MSDD) was calculated for each foam seat from the ratio of the vibration acceleration required to cause similar discomfort with the foam seat and with the rigid reference seat. Using the frequency weightings in current standards, the SEAT values of each seat were calculated from the ratio of overall ride values with the foam seat to the overall ride values with the rigid reference seat, and compared to the corresponding MSDD at each frequency. The SEAT values provided good predictions of how the foam seats increased vibration discomfort at frequencies around the 4-Hz resonance but reduced vibration discomfort at frequencies greater than about 6.3 Hz, with discrepancies explained by a known limitation of the frequency weightings.     

Vibration attenuation performance of suspension seats for off-road forestry vehicles

Four different types of vertical suspension seats were evaluated in the laboratory and in the field in order to measure their adaptability for attenuating whole-body vibration in log skidders used in the forest industry. Laboratory testing first consisted of determining the static and dynamic characteristics of the seats such as the static stiffness of the cushions and suspension systems and the hysteresis parameters and damping properties of the cushions. The vibration attenuation characteristics of the seats were then measured using a laboratory test rig simulating a driver work station. The influence of amplitude of excitation and the variations in seat height on the vibration attenuation performance of the suspension seats was evaluated for sinusoidal excitations in the frequency range of 0.2–8.0 Hz. The seats were then field tested during normal skidding operations to determine their vertical transmissibility characteristics and to compare the vibration exposure that results from operating a skidder while being equipped with a suspended seat, as opposed to having an unsuspended one. There was generally good agreement between the transmissibility characteristics measured in the laboratory and in the field. The results of vibration transmissibility and exposure are helpful in identifying one of the suspension seats as being the most appropriate for attenuating vertical whole-body vibration on skidders, while conforming at the same time to the basic dimensional characteristics and stability required for safe operation of such vehicles.     

Whole-body vibration exposure experienced by motorcycle riders – An evaluation according to ISO 2631-1 and ISO 2631-5 standards

Riders of twelve motorcycles, comprising 6 full-scale motorbikes and 6 motor-scooters, and 5 sedan vehicles, performed test runs on a 20.6 km paved road composed of 5 km, 5 km, and 10.6 km of rural, provincial and urban routes, respectively. Each test run of motorcycle was separately performed under speed limits of 55 km/h and 40 km/h. Tri-axial accelerations of whole-body vibration (WBV) were obtained by using a seat pad and a portable data logger, and the driver's view was videotaped with a portable media recorder. Root mean square (RMS) acceleration, 8-h estimated vibration dose value (VDV₍₈₎) and 8-h estimated daily dose of static compression dose (S_ed) were determined from the collected data in accordance with ISO 2631-1 and ISO 2631-5 standards. Experimental results indicate that the WBV values of the sedan vehicle drivers have low RMS, VDV₍₈₎ and S_ed values (RMS 0.27–0.32 m/s²; VDV₍₈₎ 6.3–8.3 m/s^1.75; S_ed 0.21–0.26 MPa). However, over 90% of the motorcycle riders had VDV₍₈₎ (mean 23.5 m/s^1.75) exceeding the upper boundary of health guidance caution zone (17 m/s^1.75) recommended by ISO 2631-1, or had S_ed (mean 1.17 MPa) exceeding the value associated with a high probability of adverse health effects (0.8 MPa) recommended by ISO 2631-5. Over 50% of the motorcycle riders reached these boundary values for VDV and S_e in less than 2 h. The WBV exposure levels of the full-scale motorbikes riders and motor-scooter riders were not significantly different. However, the RMS and VDV₍₈₎ values of motorcycle riders indicate significant roadway effect (p < 0.001), while their S_ed values indicate significant speed limit effect (p < 0.05). This study concludes that the WBV exposure levels of common motorcycle riders are distinctively higher than those of sedans, even on a regular paved road. The impact on health of WBV exposure in motorcycle riders should be carefully addressed with reference to ISO 2631-1 and ISO 2631-5.

Relevance to industry

This study compares the predicted health risks of motorcycle riders according to ISO 2631-1 and ISO 2631-5 standards. Experimental data suggest that the vibration dose value of ISO 2631-1 and daily dose of equivalent static compression stress of ISO 2631-5 have roughly equivalent boundaries for probable health effects.     

Vibration and shock exposure of maintenance-of-way vehicles in the railroad industry

The aim of this study is to investigate and compare vibration and shock measurements of maintenance-of-way vehicles used in the railroad industry for track maintenance and construction. Following international standards (i.e., ISO 2631-1: 1997) and professional guidelines the frequency weighted root-mean-square (r.m.s.) acceleration for each measurement axis, the vector sum, the seat effective amplitude transmissibility (SEAT), the crest factor (CF), the maximum transient vibration value (MTVV), the vibration dose value (VDV), the ratio and the newly proposed shock risk estimation factor ‘R’ for spinal injury according to ISO 2631-5:2004 were measured and calculated for seven different maintenance-of-way vehicles during revenue service. Furthermore, a proposed alternative spinal injury prediction method, the VibRisk model, which incorporates different typical driver postures and operator physical characteristics was included for comparison with the ISO 2631-5 risk prediction. The results of the vibration exposure measurements depended on vehicle type, track/surface conditions and seat properties, with the tamper and bulldozer showing the highest r.m.s. vibration values. The vector sum (a_v) results ranged from 0.37 to 0.99 (m/s²). Five of seven track maintenance vehicles would exceed the current Whole-body Vibration ACGIH-TLV^® guideline for an 8 h exposure duration in the vertical axis recommended by the American Conference of Governmental Industrial Hygienists (ACGIH). The measured CF, MTVV/a_w and VDV/(a_w·T^1/4) ratios were at or above the critical ratios in the majority of measurements given by the ISO 2631-1 (1997) and American industry guidelines by the American Conference of Governmental Industrial Hygienists (ACGIH-TLV). Comparing both prediction models for vibration shock risk for parts of the lumbar spine, different risk predictions and inconsistencies were found. The VibRisk model generally suggests different and higher risk of vertebral endplate failure for individual lumbar levels, whereas the ISO 2631-5 model indicated generally lower risks and did not differentiate between different disk levels and driver posture. Epidemiological studies validating the different shock risk models are lacking. Work modifications and adequate suspension seats would be beneficial for prevention of harmful exposure to vibration and shocks.     

Some observations regarding the vibrational environment in child safety seats

A growing issue in the area of vehicular ride comfort is that of child safety seats. Postural, thermal and vibrational comfort considerations are finding their way into child seat design. This paper makes some observations regarding the current state of child safety seat design, then goes on to present the results of vibration tests performed over two road surfaces using two child seats and two children. The vibration levels measured at the interfaces between the children and their seats were found to be higher than the vibration levels between the driver and the driver's seat. Calculated power spectral densities and acceleration transmissibility functions showed that the vibration transmission characteristics of the coupled system consisting of the automobile seat, child seat and child were different from those of the driver/seat system. Whereas, automobile seats normally reduce vibrational disturbances at most frequencies, the child seats tested amplified vibration at most frequencies up to 60 Hz.     

Evaluation of subjective responses to whole-body vibration exposure: Effect of frequency content

The relationship between the subjective ride comfort in a vehicle seat and whole-body vibration can be modeled using frequency weightings and rms averaging as specified in ISO 2631-1. If two vibrating environments have the same frequency-weighted rms acceleration value using this method, it is assumed that the two environments would have the same degree of discomfort. In recent years, it has been found that when subjects are exposed to random whole-body vibration, even with the same frequency-weighted rms acceleration signals according to the ISO 2631-1 standard which consists of different frequency spectra will elicit different degree of comfort. From the viewpoint of this result, it is doubtful whether frequency-weighting based on ISO 2631-1 is appropriate for such vibrations.

In this paper, the alternative approach which Miwa's proposed VG method modified was examined. The following conclusion was suggested: VG_t value which was obtained by the alternative approach seems to be appropriate from random vibrations which have same frequency-weighted rms acceleration with different frequency components. The alternative approach based on the VG method has wider applicability but requires more researches.

Relevance to industry

Few researchers have demonstrated the problem of the frequency-weighting method of the ISO 2631-1 standard. This may have implications to current used ISO frequency-weighting method for evaluating the comfort on the vehicle seats. Therefore, comfortable evaluation of the vehicle seats vibration by the amount of frequency-weighted rms acceleration values obtained by the ISO 2631-1 standard takes cautions.     

The effect of posture and seat suspension design on discomfort and back muscle fatigue during simulated truck driving

Several studies have shown a relationship between low-back problems and exposure to seated whole-body vibration. The amount of vibration transmitted to the operator is influenced by the posture of the subject in the vehicle. The aim of this study was to determine whether a truck seat with a gas spring in its suspension is superior to the standard spring seat in slowing the onset of muscle fatigue and reducing the level of discomfort experienced during road vibrations while maintaining typical driving postures. The experiment used a 2 x 3 (2 seats x 3 postures) repeated measures design. It was conducted on six males free from low-back pain. Subject comfort was rated before and directly after exposure to typical vibrations. Muscle fatigue using centre frequency was determined during vibration exposure, and the magnitude and phase of acceleration transfer were calculated from the base plate to the seat pan and from the seat pan to the bite bar. None of comfort, fatigue rate or fatigue average were affected by seat type or seat suspension design in the short term, 10 min vibration exposure. Fatigue and comfort measures could continue to be used to detect postural defects, but the more sensitive measures of seat/driver interactions remain mechanical ones using motion-measuring techniques such as accelerometry and correcting for the heavily damped nature of the system. Until more sophisticated manikins are available the characteristics of vibration-attenuating seats should be confirmed using live humans.     

Measurement and evaluation of whole‐body vibration exposure in drivers of cargo vehicle compositions

The present study carries out measurements and evaluations of whole‐body vibration (WBV) exposure in drivers of a cargo vehicle composition, traveling under different conditions of roads and loading, to compare and assess the health risk through the various criteria provided by vibration exposure standards. Using the acceleration data measured in the seat, the WBV exposure of the drivers is evaluated according to the criteria provided by five standards: three different versions of ISO 2631 (Part 1, 1985 and 1997; Part 5, 2004), the European Directive 2002/44/EC and the new Brazilian regulation NR‐15 published in 2014. Comparisons investigating the differences between the standards are presented. The results of the experimental data indicate that the current version of the NR‐15 is more restrictive than the other standards considered in this paper. Thus, these results can contribute to improve the criteria used in the new NR‐15.     

Predictors of whole-body vibration levels among urban taxi drivers

To identify a set of important WBV predictors that could be used to develop a statistical instrument for exposure assessment in a large epidemiologic study, a total of 432 WBV measures were taken from a sample of 247 male drivers in Taipei City, Taiwan. In accordance with the ISO 2631-1 (1997) methods, we measured the frequency-weighted vertical acceleration (z-axis) over drivers' seat surface, under conditions representing different types of rides (vacant vs. short vs. long) assigned to random destinations. Mixed effect models were used to analyse the WBV data including repeated measures. For this group of urban taxi drivers regularly exposed to WBV of low intensity (mean = 0.31 ms( - 2), ranging from 0.17 to 0.55 ms( - 2) r.m.s.), our analyses indicated that average driving speed was the primary predictor (p < 0.0001). As average driving speed increased, measured vertical acceleration increased in a quadratic-linear manner (p < 0.0001). Other WBV predictors, after adjusting for the effects of other covariates, included automobile manufacturer (p = 0.02), engine size (p = 0.04), body weight (p = 0.002), age (p = 0.02), use of seat cushion (p = 0.03), and traffic period (p = 0.02). Our study suggests that a similar statistical approach could be employed in future studies to improve the quality and efficiency of WBV exposure assessment in professional drivers.