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Motorcycle is getting significant attention as it is already and will be an important mode of transport in the future. However, motorcycle is a hazardous type of vehicle mode and therefore requires more efforts to enhance their safety and comfort level. As compared to car drivers, motorcyclists are more exposed to sitting hazards during the riding...
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Context 1
... status in Malaysia has growing rapidly and most of people in Malaysia afford to have private vehicles. Due to this situation, the vehicle population in Malaysia has increased tremendously and causing extremely congested roads with all types of vehicle and passengers which travelling at different speed [1]. Nevertheless, motorcycle has become one of the main individual vehicle choices for mobility in Malaysia. Previous study done in Malaysia has found that motorcycle has becomes the best mode of transportation compared to other types of vehicles due to serious traffic congestion problem in Malaysia. It also has been mentioned that motorcycle contributes over 50% of all traffic distributions on Malaysia roads [2]. It is undeniable that motorcycle is a useful mode of transportation and the costs are relatively lower than cars but it is also a hazardous type of vehicle mode. In terms of ergonomic, motorcycle requires more effort to enhance their safety and comfort level because motorcycle does not provide comfortability towards motorcyclists during riding process [3]. Previous study also has stated that riding a motorcycle can cause fatigue due to maintain body posture and produce the required force to control the motorcycle [4]. Besides that, another study done in Malaysia found that more than 50% of male and female motorcyclists were complaining of discomfort when riding the motorcycle [3]. Thus, ergonomic intervention has to play an important role to provide sitting comfort due to increased exposures to seated postures [5]. As an effort to help reducing discomfort among motorcyclists, a study done by Karuppiah et al. [3] had proposed a new prototype of lumbar support to improve level of discomfort among motorcyclists. The new model of the prototype (lumbar support) is introduced to provide back support towards motorcyclists during the riding process. However, the researcher stated that the proposed design required some further field testing to enhance its capability in providing support to lumbar region during riding. Thus, this study with the permission obtained from the previous researcher, intended to evaluate the effectiveness of the new model of motorcycle seat with lumbar support aimed at reducing muscle discomfort among motorcyclists during the riding process in a trial section. The study design employed was an experimental study. Subjects in this study were randomly assigned into two groups (experimental and control group). The subjects in experimental group received lumbar support intervention during the experimental session while the subjects in control group were not received lumbar support intervention. This study required pre and post study. Pre study was considered as a baseline data and post study was the effect of the intervention given. The differences of the outcome between pre and post studies represent the effect of lumbar support intervention. This study was conducted among male motorcyclists at Universiti Putra Malaysia. Among them, the selections of the respondents were based on the purposive sampling. Motorcyclist that met the inclusion criteria which were male, age between 18- 35 years old, normal body mass index (BMI) of 18.5- 24.9, motorcyclists for a motorcycle of 150 cc and below, have more than one year riding experience, have no history of accident or injury in the past one year and no immediate complaint of low back pain were selected in this study. For those who had inadequate sleep and taking medication prior to experiment were excluding out from this study. Each respondent required to attend experimental session on two different days (with a minimum three day interval between them). During the session, each respondent was asked to sit on the static motorcycle for two hours in a controlled room environment. Respondent in intervention group received pre and post interventions (with and without lumbar support) while respondents in control group received pre and post intervention without lumbar support. The simulator was played during the experimental session and the experimental situation was similar to a real ride on road although this experiment was performed in the laboratory. At 15 minute intervals, respondents were told to evaluate their discomfort level on the Borg’s CR -10 questionnaire (Figure 4). Two types of motorcycle seat (with and without lumbar support) were used to determine the discomfort level of motorcyclists as shown in Figure 1 and Figure 2. Subjects in experimental group were used the prototype (lumbar support) during the experimental session while subjects in control group were not received the intervention. This prototype was patented in year 2013 and the patent application number is PI 2013701235. An adapted Borg CR-10 scale was used to assess the degree of subjective discomfort on each body parts. The discomfort ratings were recorded throughout the experimental session with measurements taken at times 15, 30, 45, 60, 75, 90, 105 and 120 min. A rating was given for each of 10 regions of the body parts including neck, shoulder, upper back, arm and hands, low back, buttocks, thighs, knees, calf and feet. This scale produces rating ranges from 0 (nothing at all) to 10 (extremely strong) (see Figure 3 and Figure 4). Table 1 shows the mean values of age and physical parameters (height, weight and BMI) of the control and experimental group. The results of Borg’s scale discomfort ratings by the respondents are presented through bar graph. The graphs represent the rating of discomfort level on each of the body parts (neck, shoulder, upper back, arms, lower back, buttock, thighs, knees, calf and ankles) during 2 hours testing with and without the prototype (lumbar support) between control and experimental group. The graphs show that the respondents experience slightly discomfort on their body parts during 2 hours riding process. However, level of discomfort on each body parts among experimental group respondents were reduced after using the lumbar support prototype (based on the comparison of the bar graph in Figure 5). Neck and arms show the biggest differences in scores between control and experimental group while thigh indicates very small difference in scores compared to other body parts. Based on the results, this shows that lumbar support prototype could help reducing the discomfort level of motorcyclists on their body parts especially during prolonged riding. The Cohen’s effect size result show that the medium effect size was found on the neck while the other body parts only show small effect size which were below than 0.50. Effect size indicates the strength of the relationship between two variables. It can be classified as small: 0-0.2, medium: 0.5-0.7 and large: 0.8-2.0. The large effect size indicates that the lumbar support increase the comfort level towards motorcyclists. As shown in Table 2, the overall score at buttock, thigh, knee, calf and ankles did not significantly change. Note: Effect size classification; Small (0.20 to 0.50), medium (0.50 to 0.80) and large (0.80 and above). A one way multivariate analysis of variance (MANOVA) was performed to investigate the effect of lumbar support in discomfort ratings on each body parts. Ten dependent variables were used: neck, shoulder, upper back, arms, lower back, buttock, thigh, knee, calf and ankles. The independent variables was group: control and experimental. Preliminary assumption testing was conducted to check for normality, linearity, univariate and multivariate outliers, homogeneity of variance- covariance matrices and multicollinearity. The overall one-way MANOVA shows there is a statistically significant difference between control and experimental group on discomfort ratings at each body parts, Wilks’ Lambda = 0.831, F (10, 741) = 15.095, p < 0.001. The univariate ANOVA shows there is a significant difference between control and experimental group on neck [F (1, 750) = 44.05, p < 0.001], shoulder [F (1, 750) = 23.45, p <0.001], upper back [F (1, 750) = 17.68, p < 0.001], arms [F (1, 750) = 44.29, p < 0.001], and lower back [F (1, 750) = 19.89, p < 0.001] after Bonferroni ...
Context 2
... status in Malaysia has growing rapidly and most of people in Malaysia afford to have private vehicles. Due to this situation, the vehicle population in Malaysia has increased tremendously and causing extremely congested roads with all types of vehicle and passengers which travelling at different speed [1]. Nevertheless, motorcycle has become one of the main individual vehicle choices for mobility in Malaysia. Previous study done in Malaysia has found that motorcycle has becomes the best mode of transportation compared to other types of vehicles due to serious traffic congestion problem in Malaysia. It also has been mentioned that motorcycle contributes over 50% of all traffic distributions on Malaysia roads [2]. It is undeniable that motorcycle is a useful mode of transportation and the costs are relatively lower than cars but it is also a hazardous type of vehicle mode. In terms of ergonomic, motorcycle requires more effort to enhance their safety and comfort level because motorcycle does not provide comfortability towards motorcyclists during riding process [3]. Previous study also has stated that riding a motorcycle can cause fatigue due to maintain body posture and produce the required force to control the motorcycle [4]. Besides that, another study done in Malaysia found that more than 50% of male and female motorcyclists were complaining of discomfort when riding the motorcycle [3]. Thus, ergonomic intervention has to play an important role to provide sitting comfort due to increased exposures to seated postures [5]. As an effort to help reducing discomfort among motorcyclists, a study done by Karuppiah et al. [3] had proposed a new prototype of lumbar support to improve level of discomfort among motorcyclists. The new model of the prototype (lumbar support) is introduced to provide back support towards motorcyclists during the riding process. However, the researcher stated that the proposed design required some further field testing to enhance its capability in providing support to lumbar region during riding. Thus, this study with the permission obtained from the previous researcher, intended to evaluate the effectiveness of the new model of motorcycle seat with lumbar support aimed at reducing muscle discomfort among motorcyclists during the riding process in a trial section. The study design employed was an experimental study. Subjects in this study were randomly assigned into two groups (experimental and control group). The subjects in experimental group received lumbar support intervention during the experimental session while the subjects in control group were not received lumbar support intervention. This study required pre and post study. Pre study was considered as a baseline data and post study was the effect of the intervention given. The differences of the outcome between pre and post studies represent the effect of lumbar support intervention. This study was conducted among male motorcyclists at Universiti Putra Malaysia. Among them, the selections of the respondents were based on the purposive sampling. Motorcyclist that met the inclusion criteria which were male, age between 18- 35 years old, normal body mass index (BMI) of 18.5- 24.9, motorcyclists for a motorcycle of 150 cc and below, have more than one year riding experience, have no history of accident or injury in the past one year and no immediate complaint of low back pain were selected in this study. For those who had inadequate sleep and taking medication prior to experiment were excluding out from this study. Each respondent required to attend experimental session on two different days (with a minimum three day interval between them). During the session, each respondent was asked to sit on the static motorcycle for two hours in a controlled room environment. Respondent in intervention group received pre and post interventions (with and without lumbar support) while respondents in control group received pre and post intervention without lumbar support. The simulator was played during the experimental session and the experimental situation was similar to a real ride on road although this experiment was performed in the laboratory. At 15 minute intervals, respondents were told to evaluate their discomfort level on the Borg’s CR -10 questionnaire (Figure 4). Two types of motorcycle seat (with and without lumbar support) were used to determine the discomfort level of motorcyclists as shown in Figure 1 and Figure 2. Subjects in experimental group were used the prototype (lumbar support) during the experimental session while subjects in control group were not received the intervention. This prototype was patented in year 2013 and the patent application number is PI 2013701235. An adapted Borg CR-10 scale was used to assess the degree of subjective discomfort on each body parts. The discomfort ratings were recorded throughout the experimental session with measurements taken at times 15, 30, 45, 60, 75, 90, 105 and 120 min. A rating was given for each of 10 regions of the body parts including neck, shoulder, upper back, arm and hands, low back, buttocks, thighs, knees, calf and feet. This scale produces rating ranges from 0 (nothing at all) to 10 (extremely strong) (see Figure 3 and Figure 4). Table 1 shows the mean values of age and physical parameters (height, weight and BMI) of the control and experimental group. The results of Borg’s scale discomfort ratings by the respondents are presented through bar graph. The graphs represent the rating of discomfort level on each of the body parts (neck, shoulder, upper back, arms, lower back, buttock, thighs, knees, calf and ankles) during 2 hours testing with and without the prototype (lumbar support) between control and experimental group. The graphs show that the respondents experience slightly discomfort on their body parts during 2 hours riding process. However, level of discomfort on each body parts among experimental group respondents were reduced after using the lumbar support prototype (based on the comparison of the bar graph in Figure 5). Neck and arms show the biggest differences in scores between control and experimental group while thigh indicates very small difference in scores compared to other body parts. Based on the results, this shows that lumbar support prototype could help reducing the discomfort level of motorcyclists on their body parts especially during prolonged riding. The Cohen’s effect size result show that the medium effect size was found on the neck while the other body parts only show small effect size which were below than 0.50. Effect size indicates the strength of the relationship between two variables. It can be classified as small: 0-0.2, medium: 0.5-0.7 and large: 0.8-2.0. The large effect size indicates that the lumbar support increase the comfort level towards motorcyclists. As shown in Table 2, the overall score at buttock, thigh, knee, calf and ankles did not significantly change. Note: Effect size classification; Small (0.20 to 0.50), medium (0.50 to 0.80) and large (0.80 and above). A one way multivariate analysis of variance (MANOVA) was performed to investigate the effect of lumbar support in discomfort ratings on each body parts. Ten dependent variables were used: neck, shoulder, upper back, arms, lower back, buttock, thigh, knee, calf and ankles. The independent variables was group: control and experimental. Preliminary assumption testing was conducted to check for normality, linearity, univariate and multivariate outliers, homogeneity of variance- covariance matrices and multicollinearity. The overall one-way MANOVA shows there is a statistically significant difference between control and experimental group on discomfort ratings at each body parts, Wilks’ Lambda = 0.831, F (10, 741) = 15.095, p < 0.001. The univariate ANOVA shows there is a significant difference between control and experimental group on neck [F (1, 750) = 44.05, p < 0.001], shoulder [F (1, 750) = 23.45, p <0.001], upper back [F (1, 750) = 17.68, p < 0.001], arms [F (1, 750) = 44.29, p < 0.001], and lower back [F (1, 750) = 19.89, p < 0.001] after Bonferroni ...
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Citations
... Sitting in a way that causes knees to extend beyond the tricycle's body can lead to collisions with objects, resulting in harm (Salawu and Kolade, 2019). Another concern is the discomfort and muscle fatigue experienced (Shafiei et al., 2015). However, Lothe (2020), noted that elderly women passengers in India who ride as pillion riders on motorcycles while seated sideways face challenges concerning ergonomic factors and the organization of seating. ...
This research aimed to enhance the comfort and safety of tricycle riders by optimizing the ergonomic design of their seats. The study employed a mixed-methods approach, incorporating anthropometric measurements, questionnaire surveys, and seat pressure mapping for a comprehensive evaluation. Anthropometric measurements, including seated height, elbow to fingertip, buttock to knee length, hand dimensions, and others, were gathered to understand the diverse body sizes among riders. The collected data underwent analysis using SPSS software, revealing a mean sitting height of 81.53 cm, knee height of 50.24 cm, and hand length of 19.33 cm. Results indicated that 43.3% of riders found the seats convenient, while 56.7% considered them inconvenient. Similarly, 56.7% perceived the tricycle steering as too rigid, contrasting with 43.3% finding it flexible. Notably, all riders were comfortable with the side mirror positions. However, 53.3% found the distance between the knee and the tricycle body frame inconvenient. Regarding tyre replacement, 76.7% replaced tricycle tyres annually, while 23.3% did so every six months. The study identified a prevalent issue of inadequate lumbar support and cushioning in current seats, leading to reported discomfort and fatigue during prolonged rides. Insights from this research contributed to the development of tricycle seats prioritizing rider comfort, aiming for safer and more enjoyable tricycle experiences.
... The findings in the current study proved that the prototype seat provides a positive effect on the spinal posture of motorcyclists in adjusted and maintaining their spinal posture which can serve as a channel for the distribution of the force as well as static loading by the body. In this case, the intradiscal pressure could be reduced and the supporting back muscle could be enhanced [27] as shown in Fig 5. Another crucial finding in this study involved applying the massager system (4 minutes off to 1 minute on), whereby the results of the experimental group showed relatively not much deviation compared to the other groups. The value of spinal angle deviation in the experimental group was reduced after every four minutes. ...
Traffic police riders are exposed to prolonged static postures causing significant angular deviation of the musculoskeletal, including the lumbar angle (L1-L5). This postural alteration contributes to awkward posture, musculoskeletal disorders and spinal injury, especially in the lower back area, as it is one of the most severe modern diseases nowadays. Thus, the study aimed to evaluate the effect of lumbar support with a built-in massager system on spinal angle profiles among traffic police riders. A randomised controlled trial (pre-testpost-test control design) was used to assess spinal angle pattern while riding the high-powered motorcycle for 20 minutes. Twenty-four traffic police riders were randomly selected to participate and 12 riders were assigned to the control group and 12 riders to the experimental group. The pre-test and post-test were conducted at a one-week interval. Each participant was required to wear a TruPosture Smart Shirt (to monitor spinal posture). The TruPosture Apps recorded the spinal angle pattern. The data indicated that the police riders using motorcycle seat with lumbar support and built-in massager system showed a huge improvement in maintaining posture which only involves slight spinal angle deviation changes from the spinal reference angle throughout the 20 minutes ride. The data collected then were analysed using the Mann-Whitney test and Wilcoxon signed-ranked test to verify a statistically significant difference between and within the control and experimental groups. There were significant differences in all sensors between the control group and experimental groups (p
... As an aim to minimise discomfort levels among riders and improve ergonomic seat design, lumbar support has been suggested by Karuppiah et al. (2012) to solve this problem where comfort among riders have been improved and muscle fatigue reduced significantly at the upper body region (Shafiei et al., 2015). Patil et al. (2014) found that when the backrest mounted to the seat is placed at the height of 100 mm on the motorcycle seat surface, discomfort would be reduced, and such a configuration was suitable for long-distance travelling. ...
Traffic police riders are exposed to prolonged static posture, causing significant angular deviation of body muscles, including lumbar angle (L1-L5). This postural alteration contributes to muscle discomfort, especially low back pain (LBP), since it is one of the most severe modern diseases nowadays. This study aims to develop a prototype (lumbar support with built-in massager system) of motorcycle seat for traffic police riders to precisely transform riders' need with comfort. There are three stages (Stage 1: Problem identification, Stage 2: Prototype development, and Stage 3: Prototype testing) involved in this study. A 100 mm visual analogue scale rating was used to assess the discomfort ratings of this prototype. The prototype testing showed good indicators in reducing riders' discomfort (31%) compared with the existing motorcycle seat. The majority of the items were statistically significant difference between the existing seat and prototype seat, namely the seat length, seat contour, vibration, physical design, tendency to slide, with/without lumbar support as well as massager, the pressure under the buttock, lower back, middle back, upper back, side of the body, buttock, and overall discomfort (p<0.05). A prototype (lumbar support with built-in massager system) does offer an alternative solution to improve motorcycle seat design ergonomically. It enhances the reduction of overall body discomfort on police riders. However, a further evaluation of the in-depth field, laboratory and clinical testing should be carried out to support the effectiveness of the prototype.
... The four anthropometric data are; (Shoulder height, sitting), (hip breadth, sitting), (Elbow height, sitting) and (Buttockpopliteal length). As a requirement to obtain these four anthropometric data, we had targeted at least 100 respondents [16][17] representing 88 males and 12 females starting from ages of 18 -34 years old with different figures to measure their anthropometric data. The mean and standard deviation of the anthropometric data is shown in Table 1. ...
Motorcycle seats undeniably provides good comfort to motorcyclists but there are some that offers less affirmation on ushering comfort, whilst some even results in harm to users, resulting in back pains, neck, shoulders, and other parts of the body over prolonged riding periods. This research aims to investigate the discomforts faced by motorcyclist and the best seat concept based on an ergonomic design, fit for the masses through a subjective evaluation. A study that includes a survey was conducted to study the subjective assessment against the motorcycle seat comfort. The study is divided into two parts, where in part 1, the anthropometric data were collected from a total of 100 respondents, representing 88 males and 12 females. Mean from the anthropometric data was used for two new seat redesigns, designated Seat A and Seat B. For part 2, sets of questionnaire were distributed to 130 respondents to measure their perception of seat design A and design B. Based on the results produced, 86.2% respondents suffered discomforts while riding a motorcycle. Most suffered discomforts at particular body areas: lower back, buttock and shoulder, while no discomfort reported around leg, feet and thigh. Results also proved that current seat designs needed an improvement with a majority of respondents opting an added backrest and to increase surface around buttock area. Based on the evaluation of designs, Seat B was selected as a better option as compared to seat A in terms of comfort usage.
... Furthermore, this scale has been used in another study as a measuring tool for discomfort in leg [10] and during motorcycling practice and while motorcycling [13,14]. Previously, we adapted the used test to assess comfort on motorcycles [13] of motorcyclists with 10 items but the foot was not included. ...
... Furthermore, this scale has been used in another study as a measuring tool for discomfort in leg [10] and during motorcycling practice and while motorcycling [13,14]. Previously, we adapted the used test to assess comfort on motorcycles [13] of motorcyclists with 10 items but the foot was not included. We added item 11 asking for foot comfort and item 12 to find out if discomfort of the foot reduces the motorcyclist's performance. ...
... Furthermore, this scale has been used in another study as a measuring tool for discomfort in leg [10] and during motorcycling practice and while motorcycling [13,14]. ...
Objectives: Our primary aim was to develop a transcultural adaptation of a cycling questionnaire using the Borg CR-10 scale as a tool to describe the discomfort among motorcyclists during the riding process in two trial sessions. Design: A transcultural adaptation and descriptive cross-sectional study. Settings: Jarama motorcycling circuit (Madrid, Spain). Participants: The participants were riders recorded across in a final motorcycling race. Interventions: The study design is based in two tools, the adapted Motorcyclist Questionnaire (MQ-21) with 21 items and Borg CR10 Scale® was used to determine discomfort level during motorcycling performance. The translation procedure, reliability, and reproducibility were performed. Results: All items showed an almost perfect intraclass correlation coefficient (ICC) (ICC = 0.909–1.00), except for item 9 (ICC = 0.881). Almost perfect internal consistency was shown for the total score (Cronbach α = 0.899). No systematic differences existed among test and retest in all items (p > 0.05) according to Bland–Altman plots. Respondents experienced slight discomfort on their body parts during the test-retest 1 h riding process. Foot discomfort was scored as 1.20, being the eighth of the 12 studied body parts. Conclusions: Internal consistency and test-retest reliability of the MQ-21 questionnaire were excellent and this questionnaire may be recommended to be used in motorcycling sports and clinical settings to evaluate the discomfort.
... Koyano et al. (2003) studied the static seating comfort using the feeling evaluation. Borg's CR-10 scale applied to identify the body discomfort was evaluated for a 15-min time period (Shafiei et al. (2015). Individual exposure to MSD risks were evaluated using observational tool, also known as Quick Exposure Ckeck (QEC) (Ramasamy et al. (2017). ...
... The motorcyclist's postural conditions and importance were identified by Shafiei et al. (2015) for different designs of motorcycle. Intradiscal pressure causing problems in the lumbar region during seated posture is always greater than standing posture (Garcia et al., 2016). ...
... Rules 1,2,3,4,6,8 and 12 show that more than 50% of the rules are related to the users of motorcycles. Motorcyclists are a population with significant growth due to the conditions for mobility, transportation, sports and other economic activities [9][10][11]. Subsequently, some countermeasures are exemplified by the defined rules. ...
Objective: Analyze the road crashes in Cartagena (Colombia) and the factors associated with the collision and severity. The aim is to establish a set of rules for defining countermeasures to improve road safety. Methods: Data mining and machine learning techniques were used in 7894 traffic accidents from 2016 to 2017. The severity was determined between low (84%) and high (16%). Five classification algorithms to predict the accident severity were applied with WEKA Software (Waikato Environment for Knowledge Analysis). Including Decision Tree (DT-J48), Rule Induction (PART), Support Vector Machines (SVMs), Naïve Bayes (NB), and Multilayer Perceptron (MLP). The effectiveness of each algorithm was implemented using cross-validation with 10-fold. Decision rules were defined from the results of the different methods. Results: The methods applied are consistent and similar in the overall results of precision, accuracy, recall, and area under the ROC curve. Conclusions: 12 decision rules were defined based on the methods applied. The rules defined show motorcyclists, cyclists, including pedestrians, as the most vulnerable road users. Men and women motorcyclists between 20–39 years are prone in accidents with high severity. When a motorcycle or cyclist is not involved in the accident, the probable severity is low.
... Motorcycles are an unsafe transportation method (Shahar et al., 2010). Motorcycles are compact, agile, consume less fuel, are easier to maneuver in congested areas (Shafiei et al., 2015), are cheaper and require less maintenance compared to automobiles (Mclnally, 2003). Motorcycling is an unstable activity that requires the driver's skills to control the vehicle. ...
... Another research is developed by Koyano et al. (2003) where they evaluated the subjective feeling evaluation of static seating comfort. Shafiei et al. (2015) applied the body chart discomfort checklist adapted Borg CR-10 scale and quantified in 8 opportunities the discomfort in a 15-minute interval. Ramasamy et al. (2017) applied The Quick Exposure Check (QEC), as an observational tool, developed for health practitioners to evaluate individual exposure to DMSD risks. ...
... Motorcycle comfort and design ratings 4 (Stedmon et al. 2008), Robertson and Minter, 1996;(Dutta et al. 2014), (Dutta et al., 2017) The body chart discomfort checklist adapted Borg CR-10 scale 9 , (Shafiei et al. 2015), (Karuppiah et al. 2012), Dutta et al. (2017), (Dutta et al. 2014), (Karmegam et al. 2013), (Velagapudi et al. 2010), (Sai Praveen and Ray, 2009), (Karmegam et al., 2009a(Karmegam et al., , 2009b) Questionnaire with Likerts's scale 1 (Ramasamy et al. 2017) The Quick Exposure Check (QEC) 1 18 Table 9 Summary of conditions, ailments and discomforts in the body manifested by motorcyclists. ings of the studies evaluated. ...
Background: This literature review examines reports on the effects of fatigue and comfort on the motorcycle driving experience and evaluates studies of associated relevant risk factors for musculoskeletal disorders. Methods: This systematic review of literature employed a synthetic approach using best evidence to address the question: "Does
fatigue and postural comfort contribute to the development of musculoskeletal conditions and disorders presented by motorcyclists?" The initial search identified 9,024 academic articles published from 1970 to date, in 13 databases. After screening, a total of 35 articles met the criteria and were included. Twelve were found to be of high quality, 18 of medium quality, and five of low quality. Results: In this systematic review, postural and anthropometric factors, as well as techniques and tools for the muscular analysis of motorcyclists were identified. The tools identified were classified into direct assessment techniques (anthropometry, electromyography, dynamometry, vibration evaluation, seat
pressure analysis, heart rate and blood pressure, and fatigue of the pupillary muscles) and observational or indirect assessment techniques (self-reports and questionnaires). Most of the reviewed studies (83%) included evidence that physical fatigue and postural discomfort affect the performance and are related to musculoskeletal conditions; 17%
(six) of the studies evaluated provided neutral evidence. The lower back was the area of the body most affected by discomfort and fatigue in motorcyclists (63% of the studies), followed by the shoulder and forearm (51% of studies). Other affected areas were the neck, and the buttocks reported by 34 to 43% of the included studies. Conclusion: Our
review shows that the different muscles affected due to motorcycle driving and the techniques used for assessment need to be comprehensively evaluated. Thus, proper selection and design of motorcycles is imperative for improving the comfort of motorcyclists.
... Rules 1,2,3,4,6,8 and 12 show that more than 50% of the rules are related to the users of motorcycles. Motorcyclists are a population with significant growth due to the conditions for mobility, transportation, sports and other economic activities [9][10][11]. Subsequently, some countermeasures are exemplified by the defined rules. ...
This paper aims to review the literature on the
reprogramming of production in collaborative supply
chains, through a thorough investigation and
Scientometric analysis to identify the behavior of
publications in recent years, which allow the
identification of authors, areas Of the knowledge,
countries and institutions most unrelated in the area.
Finally, research lines are presented with a greater
tendency for new research that contributes to the
literature and the improvement of stocks.
Key words Collaborative supply chain, production
Digital human models (DHM) can predict how users might interact with new vehicle geometry during early-stage design, an important precursor to conducting trade-off analyses. However, predicting human postures requires assumptions about which performance criteria best predict realistic postures. Focusing on the design of motorcycles, we do not know what performance criteria drive preferred riding postures. Addressing this gap, we aimed to identify which performance criteria and corresponding weightings best predicted preferred motorcycle riding postures when using a DHM. To address our aim, we surveyed the literature to find experimental data specifying joint angles that correspond to preferred riding postures. We then deployed a response surface methodology to determine which performance criteria and weightings optimally predicted the preferred riding postures when using a DHM. Weighting the minimisation of the discomfort performance criteria (an aggregate of joint range of motion, displacement from neutral and joint torque) best predicted preferred motorcycle riding postures.
