Scottish cycling pavement assessment using hand–arm vibration exposure

Taylor, Mark Dunlop; EdgarAlan,; RaineMatthew,

doi:10.1680/jinam.17.00014

Cited by 6 publications

(5 citation statements)

References 16 publications

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“…The findings of this paper are aligned with those of (Duc et al 2016) who showed that ELV for hand arm vibration was exceeded during a cobbled road cycling event. However, the vibration exposure values presented here are significantly greater than those observed in cycling on a range of surfaces on a commuting bicycle (Taylor et al 2018). This suggests that mountain bike athletes are at an increased risk of exposure to potentially harmful levels of hand arm vibration, particularly when taking a longer-term view of chronic exposure.…”

Section: Discussioncontrasting

confidence: 54%

“…Focussing on performance athletes, they considered the application of European Directive 2002/44/EC (EC 2002) in defining the limits of exposure and action 'triggers' for safe exposure management in sport with particular reference to the exposure action value (EAV; 2.5 ms -2 ) and the exposure limit value (ELV; 5.0 ms -2 ). In a limited number of studies on road cycling, harmful levels of hand-arm vibration have been reported when riding on cobbled surfaces where exposure limit values (ELV) values are exceeded in less than 20 minutes (Chiementin et al 2013;Duc et al 2016;Taylor et al 2018). This is particularly concerning as riders competing in races such as the Paris-Roubaix spend ~90 minutes riding on cobblestones and are therefore subjected to harmful levels of hand-arm vibration.…”

Section: Introductionmentioning

confidence: 99%

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Elite mountain bike enduro competition: a study of rider hand-arm vibration exposure

et al. 2019

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Limited information is currently available regarding the hand-arm vibration (HAV) exposure for professional off-road cyclists. Previous reports have suggested that commuting and recreational cyclists are at risk of exceeding exposure limit values (ELV) in a single ride and, therefore, further investigation of HAV exposure in competitive mountain biking is warranted. Partial and total eight hour exposure data (Ai(8), A(8), ms-2) are presented for a national level mountain bike race. Assessment of hand-arm vibration meets the requirements of BS EN ISO 5349-1:2001 (BSI 2001) whereby recording frequency was 3.2 kHz and frequency weighting filters were applied (Wh). The data presented shows that HAV exposure during one day of competitive enduro mountain bike racing exceeds ELV and is greater than the HAV exposure observed in recreational cycling. This suggests that further work is required to determine the exposure associated with changes in equipment, technique and international racing events in professional athletes.

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Section: Discussioncontrasting

confidence: 54%

Section: Introductionmentioning

confidence: 99%

Elite mountain bike enduro competition: a study of rider hand-arm vibration exposure

et al. 2019

Self Cite

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“…therefore, it is suggested to strictly follow the instruction given in standards (Griffin, 1990;ISO-2631ISO- , 1997Taylor et al, 2017). For example, Taylor et al (2018) have proposed a standard procedure and equipment for measuring cycling vibration. A VBOX sport data logger was installed on the right handlebar, as shown in Fig.3 (b).…”

Section: Cycling Vibration Testmentioning

confidence: 99%

Cycling comfort on asphalt pavement: Influence of the pavement-tyre interface on vibration

Gao

Sha

Huang

et al. 2019

Journal of Cleaner Production

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Attainment of cycling comfort on urban roads encourages travelers to use bicycles more often, which has social and environment benefits such as to reduce congestion, air pollution and carbon emissions. Cycling vibration is responsible for the cyclists' perception of (dis)comfort. How asphalt pavement's surface characteristics relate to cycling comfort, however, remains undiscovered. In this study, the cycling vibration intensity on 46 sections of 24 urban roads was tested using a dynamic cycling comfort measure system while the cyclists' perception of vibration was identified via questionnaires; the cycling comfort was then defined based on the cycling vibration. To record the accurate pavement-tyre interface under a stable environment, a total of 19 pavement sections were scanned using a 3D digital camera. These 3D models were then 3D printed, which are used to conduct the pressure film test using a self-developed pavement-tyre interface test system. Three ranges of pressure films were adopted to characterize the pavement-tyre interface via 9 parameters, namely contact area (A c), unit bearing area (B u), stress intensity (S i), stress uniformity (S u), kurtosis (S ku), spacing (Sp a), maximum peak spacing (Sp max), radius ratio (R r) and fractal dimension (F d), in consideration of the area characteristics, pressure amplitude, peak spacing and shape of the interface. Finally, the significant interface parameters were identified, and the regression model between interface parameters and cycling comfort was established. Results show that the cycling vibration was described to be 'very comfortable' when the human exposure to vibration level (a wv) was less than 1.78 m/s 2 ; 'comfortable' when the a wv was between 1.78 m/s 2

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“…(3) vibration transmissibility of bicycles, bicycle components, and cycling apparel [14][15][16][17][18][19]; (4) assessments of road surfaces [20][21][22][23][24]; (5) cyclists' sensory perception [2,[25][26][27].…”

Section: Introductionmentioning

confidence: 99%

On metrics to assess road bicycle dynamic comfort during impacts

et al. 2021

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A road bicycle's dynamic comfort relates to its capacity to filter vibration generated by the road surface. Typically, four quantities have been used to assess a road bicycle's dynamic comfort, acceleration, force, power, and energy; however, little has been done to compare the effectiveness of these in distinguishing between impact events. The aim of this study was to assess the ability of these four quantities when measured at a cyclist's hands, to discriminate between small changes in the level of an impact load applied at the front wheel of a road bicycle. With a rider seated on a bicycle, acceleration and force time signals were recorded at the left and right hands using instrumented brake hoods during a series of impacts at the front wheel on a bicycle treadmill. Six derived parameters of the acceleration, force, and power time signals were considered: discrete values: maximum, peak; mean values: root-mean-square, root-mean-quad; ratio values: crest factor, shock content quotient. Integral values were used for the energy. Various criteria were developed to assess the performance of these parameters and whether they should be recommended as road bicycle dynamic comfort metrics for impact events. The criteria were related to three characteristics: the consistency of the measurements, the parameter's statistical discrimination power, and how well changes in the parameter matched corresponding changes in impact level. The energy and root-mean-square value of power were found to be the top performers and are recommended as road bicycle dynamic comfort metrics for impact events. All acceleration-based parameters are not recommended. The remaining parameters demonstrated mixed results.

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Scottish cycling pavement assessment using hand–arm vibration exposure

Cited by 6 publications

References 16 publications

Elite mountain bike enduro competition: a study of rider hand-arm vibration exposure

Elite mountain bike enduro competition: a study of rider hand-arm vibration exposure

Cycling comfort on asphalt pavement: Influence of the pavement-tyre interface on vibration

On metrics to assess road bicycle dynamic comfort during impacts

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