The role of whole-body vibration in back pain: A cross-sectional study with agricultural pilots

ObjectiveA cross-sectional study was conducted to investigate the role of whole-body vibration as a risk factor for spinal musculoskeletal symptoms among agricultural pilots.MethodThe study was conducted in two stages that included measuring the pilots’ exposure to whole-body vibration during the flight procedures and applying a self-administered questionnaire about musculoskeletal symptoms of the spine.ResultsNone of the four aircraft texted exposed the pilot above the Exposure Limit Value (ELV) established by the standards. However, in a few specific situations, two of them exceeded the Exposure Action Value (EAV). About 62% of the pilots who operated these aircraft reported some musculoskeletal symptoms of the spine in the last few 12 months.ConclusionUsing the data from this study, it was possible to calculate the odds ratio of the agricultural pilot suffering low back pain, based on eight personal and work-related factors.Relevance for the industryBased on the results of the present study, it was possible to define strategies to reduce whole-body exposure in agricultural aircraft and, consequently, improve the pilots’ health. Strategies included management of the exposure and aircraft improvement.     

Back pain and exposure to whole body vibration in helicopter pilots

Abstract

In a questionnaire survey the prevalence of back pain in 163 helicopter pilots was compared to that in a control group of 297 non-flying air force officers who underwent the same pre-employment medical examination. Since pilots document their hours of flight in a personal flight log, an accurate estimate of the duration of exposure could be made. In addition, vibration levels of the helicopters were measured and an accumulative vibration dose was calculated for each pilot. 'Transient' back pain of a short duration was more frequent amongst the pilots compared to the control group, and the prevalence of 'chronic' back pain of a persistent nature was also higher amongst the helicopter pilots. Transient back pain seemed to be most strongly related to the average hours of flight per day, whereas chronic back pain was more closely related to total hours of flight or the accumulative vibration dose. A significant higher prevalence of this chronic back pain was observed only after 2000 hours of flight or a vibration dose of 400 m^h/s. The observed health effects may be due to vibration or constrained posture but are most likely due to concomitant exposure to both factors.     

Combined exposures of whole-body vibration and awkward posture: a cross sectional investigation among occupational drivers by means of simultaneous field measurements

Abstract

Objective: Multifactorial workloads such as whole-body vibration (WBV), awkward posture and heavy lifting are potential predictors for low back pain (LBP). In this study, we investigate the association between LBP and these exposures among 102 professional drivers. Methods: The combined exposures of WBV and posture are measured at different workplaces. Health and personal data as well as information about lifting tasks are collected by a questionnaire. Results: The daily vibration exposure value (odds ratio 1.69) and an index for awkward posture (odds ratio 1.63) show significant association with the occurence of LBP. Awkward posture and heavy lifting appear to be more strongly associated with sick leave than WBV exposure. Furthermore, a combination of the measurement results of WBV and awkward posture into one quantity also shows significant correlation to LBP. Conclusion: The combined exposure of WBV and awkward posture can be described in terms of the daily vibration exposure and the index for awkward posture. This facilitates work place assessments and future research in this area.

Practitioner Summary: For the first time, quantitative measures combining whole-body vibration and awkward posture exposures have shown to correlate with the occurrence of low back pain significantly. This validates the proposed quantities and measurement methods, which facilitate workplace assessments and assist in the design of further studies which are necessary to establish a causal exposure–response relationship.     

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.     

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.     

An optimal sampling approach to modelling whole-body vibration exposure in all-terrain vehicle driving

Abstract

Exposure to whole-body vibration (WBV) presents an occupational health risk and several safety standards obligate to measure WBV. The high cost of direct measurements in large epidemiological studies raises the question of the optimal sampling for estimating WBV exposures given by a large variation in exposure levels in real worksites. This paper presents a new approach to addressing this problem. A daily exposure to WBV was recorded for 9–24 days among 48 all-terrain vehicle drivers. Four data-sets based on root mean squared recordings were obtained from the measurement. The data were modelled using semi-variogram with spectrum analysis and the optimal sampling scheme was derived. The optimum sampling period was 140 min apart. The result was verified and validated in terms of its accuracy and statistical power. Recordings of two to three hours are probably needed to get a sufficiently unbiased daily WBV exposure estimate in real worksites. The developed model is general enough that is applicable to other cumulative exposures or biosignals.

Practitioner Summary: Exposure to whole-body vibration (WBV) presents an occupational health risk and safety standards obligate to measure WBV. However, direct measurements can be expensive. This paper presents a new approach to addressing this problem. The developed model is general enough that is applicable to other cumulative exposures or biosignals.     

Evaluating worker vibration exposures using self-reported and direct observation estimates of exposure duration

The objective of this study was to compare objective and subjective methods of collecting exposure time data for hand arm vibration (HAV) and whole-body vibration (WBV), and to evaluate the impact of inaccurate exposure times’ on the calculation of the average vibration exposure over an 8 h working day A(8).The study was carried out in the engineering services and maintenance departments of a construction and property management company. Worker exposure time data was collected using three methods, questionnaire surveys, daily worker interviews and 8 h direct workplace observations. Vibration magnitudes (m/s²) were measured for a range of hand tools and vehicles, and daily vibration exposure estimates A(8) were calculated using exposure times observed, reported in interview and self reported in the questionnaire.Results from the study showed that self-reported exposure time estimates from the questionnaire survey were a factor of 9.0 (median value) times greater for HAV and a factor of 6.0 (median value) times greater for WBV when compared with direct observation estimates. Exposure times reported in interview were higher, than those observed, but more reliable than those self reported in the questionnaire; a factor of 2.1 (median value) times greater for HAV and a factor of 1.4 (median value) times greater for WBV. A(8) values calculated using questionnaire exposure times were up to 66% and 75% greater for sources of HAV and WBV respectively when compared to A(8) values calculated using observed exposure times.For the purposes of carrying out a reliable risk assessment, results from this study indicate that direct measurements of worker exposure time are not recommended over questionnaires especially where work is highly variable for example in construction and property management. Worker interviews or direct workplace observation methods were found to be reliable alternative methods for collecting exposure time.     

Evaluating worker vibration exposures using self-reported and direct observation estimates of exposure duration

The objective of this study was to compare objective and subjective methods of collecting exposure time data for hand arm vibration (HAV) and whole-body vibration (WBV), and to evaluate the impact of inaccurate exposure times’ on the calculation of the average vibration exposure over an 8 h working day A(8).The study was carried out in the engineering services and maintenance departments of a construction and property management company. Worker exposure time data was collected using three methods, questionnaire surveys, daily worker interviews and 8 h direct workplace observations. Vibration magnitudes (m/s²) were measured for a range of hand tools and vehicles, and daily vibration exposure estimates A(8) were calculated using exposure times observed, reported in interview and self reported in the questionnaire.Results from the study showed that self-reported exposure time estimates from the questionnaire survey were a factor of 9.0 (median value) times greater for HAV and a factor of 6.0 (median value) times greater for WBV when compared with direct observation estimates. Exposure times reported in interview were higher, than those observed, but more reliable than those self reported in the questionnaire; a factor of 2.1 (median value) times greater for HAV and a factor of 1.4 (median value) times greater for WBV. A(8) values calculated using questionnaire exposure times were up to 66% and 75% greater for sources of HAV and WBV respectively when compared to A(8) values calculated using observed exposure times.For the purposes of carrying out a reliable risk assessment, results from this study indicate that direct measurements of worker exposure time are not recommended over questionnaires especially where work is highly variable for example in construction and property management. Worker interviews or direct workplace observation methods were found to be reliable alternative methods for collecting exposure time.     

Ergonomic analysis of the effects of a telehandler's active suspended cab on whole body vibration level and operator comfort

IntroductionExposure to whole body vibration (WBV) is one of the most important risks for musculoskeletal disorders (MSDs). The objective of the study was to investigate whether an active cab suspension system fitted on a telehandler was effective in reducing WBV and in improving comfort.MethodSixteen male healthy professional operators drove a telehandler on a 100 m ISO 5008 smooth track at two different speeds (5 and 12 kph) with activated and deactivated cab suspension system. Adopting an ergonomic approach, different aspects of the human-machine interaction were analyzed: 1) vibration transmissibility, 2) subjective ratings of general comfort and local body discomfort, and 3) anthropometric characteristics of the users.ResultsA series of ANCOVAs showed that the suspension system was effective in reducing WBV at both speeds but did not affect the perception of comfort by the operators. Moreover, individuals with higher Body Mass Index (BMI) experienced more comfort. Some neck/shoulder and lumbar complaints and perceived hard jolts seemed to remain even when the system was activated. No correlations were found between objective and subjective measures.Practical applicationsResults suggest that the operators, given their wide range of physical variability, may need more adjustable or customizable WBV reduction systems.     

Evaluation of responses to broad-band whole-body vibration

Abstract

The experiment was aimed at investigating the human response to different modes, frequencies and intensities of whole-body vibration (WBV), in order to check the evaluation procedures currently recommended. Six male seated subjects were exposed to sinusoidal (SIN) and octave-band-wide vibration (OWV) in the z axis with the frequencies or centre frequencies, respectively, of 2,4, 8 and 16 Hz at two intensity levels (except for 2 Hz), in accordance with the frequency weighting of ISO 2631 (ISO 1978 a). The 14 exposure conditions were compared by means of a slightly modified, complete paired comparison, the total number of exposures amounting to 1044. Subjective judgements of the severity of WBV, annoyance and the ability to control a constant sitting posture were obtained along with the bioelectrical activity of trunk muscles, transmissibility and impedance. An integral assessment of the exposures was rendered possible by the complex evaluation of different human responses. OWV and SIN with identical a_zw r.m.s. values (ISO 1978 a) produced almost identical effects. The results clearly speak in favour of the weighting procedure. This procedure was also supported by an additional pilot study with two-octave-band-wide vibration. The superiority of the weighting procedure suggests lower limits for broad-band vibration than those recommended at present (ISO 1978 a). Human response to WBV in the range near 4 Hz was more pronounced than that of equivalent exposures with other frequencies. Generally, higher intensities induced stronger effects. The biomechanical data exhibited a non-linearity for the WBV levels of intensity investigated. The patterns of myoelectric and biomechanical reactions depended on both anatomical and exposure conditions. The individual responses in discriminating the exposure conditions significantly agreed, but the extent of agreement between the individual responses varied for the effects investigated.     

机场典型平行跑道容量仿真分析

平行跑道系统是当前机场建设所采用的最主要的多跑道构型方式。应用Simmod仿真软件对平行跑道间距为400m、760m、920m和1525m 4种典型构型及相应的常用跑道运行模式进行了仿真研究。同时,考虑了跑道穿越和绕滑两种情况,分别对跑道极限容量和实际运行容量进行了分析。仿真结果表明:在仪表飞行规则下,远距平行跑道实际运行容量最高,约为74架次/小时,中距平行跑道实际运行容量约为65架次/小时,近距平行跑道实际运行容量约为40余架次/小时。在设置绕滑或无跑道穿越情况下,平行跑道系统容量可提升约13%。     

Helicopter pilots’ views of air traffic controller responsibilities: a mismatch

Abstract

Controllers and pilots must work together to ensure safe and efficient helicopter flight within the London control zone. Subjective ratings of pilot perception of controller responsibility for five key flight tasks were obtained from thirty helicopter pilots. Three types of airspace were investigated. Results indicate that there is variation in pilot understanding of controller responsibility compared to the formal regulations that define controller responsibility. Significant differences in the perception of controller responsibility were found for the task of aircraft separation in class D airspace and along helicopter routes. Analysis of the patterns of response suggests that task type rather than the airspace type may be the key factor. Results are framed using the concept of a shared mental model. This research demonstrates that pilots flying in complex London airspace have an expectation of controller responsibility for certain flight tasks, in certain airspace types that is not supported by aviation regulation.

Practitioner Summary: The responsibility for tasks during flight varies according to the flight rules used and airspace type. Helicopter pilots may attribute responsibility to controllers for tasks when controllers have no responsibility as defined by regulation. This variation between pilot perceptions of controller responsibility could affect safety within the London control zone.     

How well do pilots sleep during long-haul flights?

It is imperative that shiftworkers in safety-critical workplaces obtain sufficient sleep to operate effectively. This presents a challenge to long-haul airline pilots who are required to supplement normal bed sleep with sleep on-board an aircraft during flight. In the current study, the sleep/wake behaviour of 301 airline pilots operating long-haul flight patterns was monitored for at least 2 weeks using self-report sleep diaries and wrist activity monitors. The data indicate that sleep opportunities in on-board rest facilities during long-haul flights result in a similar amount of sleep, but only 70% as much recovery, as duration-matched bed sleeps.

Statement of Relevance: This study indicates that in-flight sleep provides airline pilots with 70% as much restoration as duration-matched bed sleep. To increase the restoration provided by in-flight sleep, airlines could take measures to improve the quality, or increase the amount, of sleep obtained by pilots during flights.     

The effect of occupational whole-body vibration on standing balance: A systematic review

Adverse health effects from exposure to occupational whole-body vibration (WBV) are common among drivers. In particular some researchers consider that there is kinaesthetic and balance disturbance from WBV exposure in the workplace and this might be one of the aetiological factors responsible for occupational low back pain in drivers. The purpose of this study was to undertake a critical review of the literature to determine whether exposure to seated occupational WBV can affect standing balance performance in an actual or simulated occupational environment. Specific keywords and MeSH terms for three major areas included WBV, balance and occupation. These were used to conduct a systematic search of the following databases; PubMed, EMBASE (Ovid), Medline (Ovid), CINAHL (EBSCO), Academic Search Complete (ASC), AMED, Scopus, Web of Science, Science Direct, Proquest, Cochrane library(OVID), IEEExplore and ProQuest Dissertations and thesis, Google Scholar, WorldCat and related conference proceedings. Five articles met the inclusion criteria and were assessed for quality. Two were field studies conducted on actual vehicles (a long haul freight truck and a bulldozer), while the other three were laboratory studies simulating the characteristics of the following vehicles; long-haul-dump vehicle, underground mine shuttle car, and helicopter. The systematic review scored the methodological quality of the included articles with an average and standard deviation of 76 ±12.3% (range 59- 93%) indicative of high quality. Three of the five studies (two field and one laboratory) found evidence for seated WBV decreasing standing balance performance while two laboratory studies did not find such effects. Thus there is modest evidence to suggest there is a decrease in standing balance performance following exposure to seated occupational WBV.

Relevance to industry

This systematic review suggests that balance deficits may exist immediately following exposure to occupational seated WBV and may predispose driver/operator to low back injury during manual material handling tasks immediately post driving.     

The influence of low frequency vibration on pilot performance (as measured in a fixed base simulator)

This report describes a study on the effects of low frequency vibration on pilot performance. Army pilots acted as subjects and flew simulated helicopter missions in a realistic fixed base simulator environment. While flying the two-hour missions pilots were exposed to vibration stimuli varying in frequency from 6 to 12 Hz and in amplitude from ±0·1 to ±0·3g (measured at the floor). Measurements were taken of the vibration tramsmissibility of the pilot's seat so that the vibration actually felt by the subject could be determined.

Missions involved transporting external loads in a simulated logistics environment. Performance was evaluated by measuring flight path deviations from prescribed en route, approach, and hover parameters.

The vibration stimuli used did not degrade performance. In fact, performance tended to improve with increased stress. It is hypothesized that this trend was due to motivation, i.e. as subjects felt the onset of fatigue they compensated by working harder and thus tended to improve their performance.

On about 6% of their scores pilots exhibited sudden lapses in their ability to respond to display indications. This resulted in poor scores in the midst of otherwise normal data. These lapses are probably of very short duration (seconds in length) and seem to occur randomly. This same effect was also observed in a previous study by the author. It may be possible that lapses of this type are related to so called ‘pilot error’ accidents. Further research is needed to verify this.     

A survey of expert opinion on the effects of occupational exposures to trunk rotation and whole-body vibration

We present a review of current expert opinion on the effects of combined exposures to trunk rotation and whole-body vibration (WBV), commonly experienced by operators of agricultural machinery. We evaluate the level of agreement between academic experts in the field of ergonomics, human response to WBV and agricultural operators, on the effects of exposure to WBV and trunk rotation. A total of 83 individuals responded to the paper-based questionnaire, which included questions on risk levels from individual and combined exposures, discomfort development, exposure duration limits and tasks within agriculture. The results showed that all groups considered exposure to WBV and trunk rotation as risk factors for the development of back pain. The experts were not in consensus regarding acceptable exposure durations, areas of discomfort experienced or recommendations for cab developments.     

LBP特征分类的极化SAR图像机场跑道检测

目的 在极化合成孔径雷达（synthetic aperture radar，SAR）图像中常用直线检测进行机场跑道的识别，但是河流、道路等与机场跑道具有相似直线的地物容易对检测结果造成干扰，出现检测目标难定位、目标模糊、多虚警等问题。为此，本文设计了一种利用目标散射特性结合局部二值模式（local binary patterns，LBP）特征分类的极化SAR图像机场跑道区域检测方法，采用LBP特征对极化SAR图像进行有监督的分类来提取真实的机场区域。方法 首先利用异化散射功率对极化SAR图像进行阈值分割，然后通过形态学处理得到疑似机场跑道区域，同时构建机场跑道和非机场跑道两类训练样本，并提取、统计样本的LBP特征，形成直方图，得到特征向量训练支持向量机（support vector machine，SVM）二分类器，其中SVM二分类器采用了径向基函数（radial basis function，RBF）核函数；接着对疑似机场跑道区域构建LBP特征，送入SVM二分类器中分类，对机场跑道进行检测识别，最终得到真实的机场跑道区域。结果 利用UAVSAR（uninhabited aerial vehicle synthetic aperture radar）系统采集的7幅极化SAR图像数据进行实验检测，并选取基于几何特征辨识跑道的两种算法进行对比，3种方法均有效检测出了7幅场景中的真实跑道，但是本文方法在7幅数据中总的虚警和漏警个数均为1，而两种对比算法中的虚警个数分别为2和11、漏警个数分别为8和1。结论 本文方法不仅能有效检测出机场跑道区域，且检测效果更好，计算量较小，虚警和漏警率低，效率更高。     

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.     

More experience might not bring more safety: Negative moderating effect of pilots’ flight experience on their safety performance

ObjectiveThis study aimed to improve our understanding of the relationship between pilots' total flight hours (TFH), levels of hazardous attitude (HA), and flight safety performance.BackgroundThe negative effect of airline pilots' flight experience on safety performance has received attention but has not been extensively investigated.MethodUsing a sample of 45 Chinese commercial airline pilots, we not only tested the mediation model in which the relationship between TFH and exceedance rate was mediated by HA, but also tested the moderation model in which the relationship between HA and exceedance rate was moderated by TFH.ResultsTFH positively predict flight exceedance rates; more importantly, it moderated the effect of HA on flight exceedance rates. Specifically, TFH exacerbated the negative effect of HA on flight exceedance rates. Meanwhile, the mediating effect of HA was not significant.ConclusionResults implies the nonlinear relationship between TFH, HA, and flight safety performance. The moderation model indicates that the experience-related risks may appear before 5000 h for an individual commercial airline pilot.ApplicationResearchers, safety managers, and policymakers in the aviation industry that conduct pilots' psychological competency research in the Professionalism Lifecycle Management (PLM) system should be aware of the potentially interactive effects of hazardous attitude and experience on commercial airline pilots’ flight safety performance.     

Whole body vibration exposure patterns in Canadian prairie farmers

Abstract

Whole body vibration is a significant physical risk factor associated with low back pain. This study assessed farmers’ exposure to whole body vibration on the Canadian prairies according to ISO 2631-1. Eighty-seven vibration measurements were collected with a triaxial accelerometer embedded in a rubber seat pad at the operator-seat interface of agricultural machinery, including tractors, combines, pickup trucks, grain trucks, sprayers, swathers, all-terrain vehicles, and skid steers. Whole body vibration was highest in the vertical axis, with a mean (range) frequency-weighted root mean squared acceleration of 0.43 m/s² (0.19?1.06 m/s²). Mean crest factors exceeded 9 in all 3 axes, indicating high mechanical shock content. The vertical axis vibration dose value was 7.55 m/s^1.75 (2.18?37.59 m/s^1.75), with 41.4% of measurements within or above the health guidance caution zone. These high exposures in addition to an ageing agricultural workforce may increase health risks even further, particularly for the low back.

Practitioner Summary: Agricultural workers are frequently exposed to whole body vibration while operating farm equipment, presenting a substantial risk to musculoskeletal health including the low back. Assessing vibration exposure is critical in promoting a safe occupational environment, and may inform interventions to reduce farmer’s exposure to vibration.