Wheelchair propulsion exposes the user to a high risk of shoulder injury and to whole-body vibration that exceeds recommendations of ISO 2631-1:1997. Reducing the mechanical work required to travel a given distance (WN-WPM, weight-normalized work-per-meter) can help reduce the risk of shoulder injury, while reducing the vibration transmissibility (VT) of the wheelchair frame can reduce whole-body vibration. New materials such as titanium and carbon are used in today's wheelchairs and are advertised to improve both parameters, but current knowledge on this matter is limited. In this study, WN-WPM and VT were measured simultaneously and compared between six folding wheelchairs (1 titanium, 1 carbon, and 4 aluminium). Ten able-bodied users propelled the six wheelchairs on three ground surfaces. Although no significant difference of WN-WPM was found between wheelchairs (P < 0.1), significant differences of VT were found (P < 0.05). The carbon wheelchair had the lowest VT. Contrarily to current belief, the titanium wheelchair VT was similar to aluminium wheelchairs. A negative correlation between VT and WN-WPM was found, which means that reducing VT may be at the expense of increasing WN-WPM. Based on our results, use of carbon in wheelchair construction seems promising to reduce VT without increasing WN-WPM.

Eighteen manual wheelchair users (MWUs) with spinal cord injury participated in a training session on a new manual wheelchair simulator with haptic biofeedback (HB). The training aimed to modify participants' mechanical effective force (MEF) along the push phase to achieve a target MEF pattern slightly more effective than their pre-training pattern. More HB was provided if the participants' achieved MEF pattern deviated from the target. Otherwise, less HB was provided. The deviation between the participants' achieved MEF and the target, as well as the mean achieved MEF, were computed before, during and after the training session. During the training, participants generally exceeded the target pattern at the beginning of the push cycle and achieved it towards the end. On average, participants also increased their mean MEF by up to 15.7% on the right side and 12.4% on the left side between the pre-training and training periods. Finally, eight participants could modify their MEF pattern towards the target in post-training. The simulator tested in this study represents a valuable tool for developing new wheelchair propulsion training programs. Haptic biofeedback also provides interesting potential for training MWUs to improve propulsion effectiveness.