Comparison of Canadian firefighters and healthy controls based on submaximal fitness testing and strength considering age and gender

Introduction. Few studies have addressed whether firefighters are fitter than the general population and possess sufficient levels of aerobic capacity and muscle strength to perform on-duty tasks in a safe and efficient manner, considering age and gender. We aimed to evaluate the fitness levels of Hamilton firefighters, and to determine the effects of age and gender. Methods. In total, 89 participants were recruited. The modified Canadian aerobic fitness test was used to determine participants’ estimated maximal oxygen consumption (V_O2max) levels. For upper and lower body strength levels, a calibrated J-Tech hand-held dynamometer and a National Institute for Occupational Safety and Health (NIOSH) lifting device was used respectively. Results. Firefighters’ mean (SD) V_O2max level was 40.30?±?6.25?ml·kg^?1·min^?1. Age proved to have a statistically significant impact on V_O2max (p?<?0.001). Gender displayed statistically significant effects on strength levels. Firefighters’ age was the only statistically significant independent variable, and accounted for 61.00% of the variance in firefighters’ aerobic capacity levels. Conclusions. Firefighters possessed somewhat similar aerobic capacities but much higher levels of body strength when compared with the general population. With age, firefighters’ aerobic capacities decreased; however, their upper and lower body strength levels remained the same.     

Self-Rated Physical Loads of Work Tasks Among Firefighters

Objectives. The present study sought to identify firefighters’ rated physical demands for the most frequently occurring work tasks and to determine if the ratings differed between full-time and part-time firefighters to help create a basis for the development of physical employment tests for firefighters. Methods. An extensive questionnaire was completed by 125 and 68 firefighters in 2000 and 2010, respectively. The data were analysed with the Mann-Whitney U test and binominal test and ranked on the basis of the responses in each category. Results. Significant differences were seen between the full- and part-time firefighters. The work tasks rated as the most physically strenuous in terms of aerobic fitness, muscle strength, work posture and body control by most respondents were smoke diving upstairs (carrying a hose), victim rescue in different ways, carrying a stretcher over terrain and pulling a hose. Conclusions. Physically strenuous work tasks should be included in the end-point performance variables used to select physical performance tests for firefighters. The part-time firefighters with no experience in several of the work tasks suggests that work-related exercises are important if both groups of firefighters are expected to do similar work.     

Physiological and perceptual strain of firefighters during graded exercise to exhaustion at 40 and 10 °C

Purpose. To study whether perceptual identification should be included as a measure to evaluate physiological stress. Methods. Physiological variables oxygen uptake (V_O2), ventilation, heart rate, blood lactate concentration, rectal temperature (T_rec) and mean skin temperature, and perceptual variables rate of perceived exertion, thermal sensation and time to exhaustion, were measured at submaximal and maximal intensities during graded exercise on a treadmill to exhaustion in 12 firefighters wearing protective clothing and extra mass at 40 and 10 °C. Physiological strain index (PhSI) and perceptual strain index (PeSI) were calculated. Results. Apart from T_rec, all physiological and perceptual variables were higher at submaximal intensities of 40 °C. Time to exhaustion was 16% shorter and the corresponding V_O2 was reduced by 7% in the heat. A high correlation (r?=?89) between PhSI and PeSI was found at both temperatures. PeSI scores were equal to PhSI at both ambient temperatures, except at the two highest intensities in the heat, where PeSI was higher. Conclusions. These findings support use of perceptual identification to evaluate physiological stress. However, at very high intensities under hot conditions the perceptual strain was estimated higher than the physiological strain. More precise indexes are needed to include perceptual measures in safety standard.     

Estimation of Aerobic Capacity and Determination of Its Associated Factors Among Male Workers of Industrial Sector of Iran

Introduction. The aim of this study was to estimate maximal aerobic capacity (V_O2max), to determine its associated factors among workers of industrial sector of Iran and to develop a regression equation for subjects’ V_O2max. Methods. In this study, 500 healthy male workers employed in Shiraz industries participated voluntarily. The subjects’ V_O2max was assessed with the ergocycle test according to the Åstrand protocol. Required data was collected with a questionnaire covering demographic details (i.e., age, job tenure, marital status, education, nature of work, shift work, smoking and weekly exercises). Results. The subject’s mean V_O2max was 2.69 ± 0.263 L/min. The results showed that there was an association between V_O2max and age, BMI, hours of exercise and smoking, but there was no association between V_O2max and height, weight, nature of work and working schedule. On the basis of the results, regression equations were developed to estimate V_O2max. Conclusion. Final regression equation developed in this study may be used to estimate V_O2max reliably without the need to use other laboratory instruments for aerobic measurement.     

Association between resiliency and posttraumatic growth in firefighters: the role of stress appraisal

The purpose of this study was to establish the relation between resiliency and the level of positive changes, comprising posttraumatic growth in a group of firefighters experiencing job-related traumatic events and the mediating role of stress appraisal in this relation. The study was performed on a group of 100 firefighters from firefighting and rescue brigades, out of which 75 admitted to experiencing a traumatic event. Firefighters covered by the study were on average 31.51 years old (SD?=?6.34). A Polish version of Posttraumatic Growth Inventory, the Resiliency Assessment Scale and Stress Appraisal Questionnaire were used in the study. The results have shown that 22.7% of firefighters displayed low, 58.6% average and 18.7% high intensity of positive changes resulting from a traumatic event. Resiliency poorly correlates with posttraumatic growth expressed in changes in self-perception, and strongly correlates with stress appraisal, negatively correlates with threat and harm/loss and positively correlates with challenge. Appraisal of stress as a threat and challenge appeared to be mediators of the relationship between resiliency and posttraumatic growth.     

Impact of error self-perception of aerobic capacity in the safety and efficacy of the lifeguards

Introduction. The strong physical demands that are required of lifeguards during rescues also require an accurate self-perception of one's fitness level to be able to regulate the intensity of effort. Objectives. The aim of this study was to determine the real aerobic capacity (RAC) and to compare it with two self-reported measurements: subjective appraisal of aerobic capacity (SAAC) and appraisal of physical exercise (APE). Methods. Fifty-two professional lifeguards were included in the study. For an objective assessment of RAC, the lifeguards’ maximum oxygen uptake (V_O2max) values were measured during treadmill stress tests. A fitness assessment questionnaire was used to obtain the SAAC and APE values. Results. We found a statistically significant association between the APE and RAC variables in the contingency analysis (p?V_O2max value below 43 ml kg^?1?min^?1 considered their aerobic capacity to be high or very high. Conclusion. This self-perception error of true aerobic capacity could lead to premature fatigue during a rescue, endangering both the lifeguard's life and the life of the victim. These data may help lifeguards and beach managers to become aware of the need to know lifeguards’ true physical conditions through testing and structured training programs.     

Effects of LATCH versus Available Seatbelt Installation of Rear Facing Child Restraint Systems on Head Injury Criteria for 6 Month Old Infants in Rear End Collisions

Objective: The Lower Anchor and Tethers for CHildren (LATCH) system was introduced in vehicles made after September 1, 2002 and intended to make installation of rear and forward-facing child safety seats easier. Due to the lack of rear impact testing of RFCRS required per the Federal Motor Vehicle Safety Standards (FMVSS), the purpose of this study was to explore the effects, if any, of installation method of RFCRS on the performance of commonly purchased makes and models of RFCRS. Specifically, we hypothesize that in a 48 km/h (29.8 MPH) rear-end collision, installation of RFCRS using the LATCH system will result in higher Head Injury Criteria (HIC) values when compared to using the available lap/shoulder seatbelt (Emergency Locking Retractor - ELR or Automatic Locking Retractor - ALR).

Methods: The test matrix included 36 rear impact sled tests conducted using 3 installation methods on 3 models of RFCRS: the Graco SnugRide® with and without the base, the Britax Chaperone with base-mounted anti-rebound bar, and the Evenflo Tribute®, a model of convertible rearward/forward facing restraint system used in the rearward facing mode. The seats were installed using the LATCH system, ELR lap/shoulder belts, or ALR lap/shoulder belts in seating positions 4 and 6 on a vehicle buck mounted to the sled test base. The infant seat and 6 month old CRABI anthropometric test device (ATD) installation methods were in accordance with standards set forth in the National Highway Traffic Safety Administration's (NHTSA) FMVSS No. 213, Child Restraint Systems. All tests were conducted on pneumatic controlled acceleration sled (HYGE, Inc., PA, USA) at 48 km/h.

Results: Installation of infant seat type RFCRS using the LATCH system resulted in higher HIC₁₅ values when compared to using the available lap/shoulder seatbelt (ELR or ALR). The mean HIC₁₅ values were most severe when infant seat type RFCRS were installed using LATCH (Graco SnugRide® HIC₁₅ = 394 and Britax Chaperone HIC₁₅ = 133) compared to using either ELR lap/shoulder belts (Graco SnugRide® HIC₁₅ = 218 and Britax Chaperone HIC₁₅ = 65) or ALR lap/shoulder belts (Graco SnugRide® HIC₁₅ = 194 and Britax Chaperone HIC₁₅ = 78). The installation method did not result in a statistically significant difference in HIC for the convertible type RFCRS (Evenflo Tribute®). In many of the tests, the ATD's head struck the seatback in which the RFCRS was installed. These head strikes resulted in the higher HIC₁₅ scores recorded throughout the testing.

Conclusions: The results of this study suggest that LATCH does not offer equal protection to lap/shoulder belts from head injuries in rear impacts when used with infant seat type RFCRS.     

Assessment of Bilateral Thoracic Loading on the Near-Side Occupant Due to Occupant-to-Occupant Interaction in Vehicle Crash Tests

Objective: This study aims, by means of the WorldSID 50th percentile male, to evaluate thoracic loading and injury risk to the near-side occupant due to occupant-to-occupant interaction in combination with loading from an intruding structure.

Method: Nine vehicle crash tests were performed with a 50th percentile WorldSID male dummy in the near-side (adjacent to the intruding structure) seat and a THOR or ES2 dummy in the far-side (opposite the intruding structure) seat. The near-side seated WorldSID was equipped with 6 + 6 IR-Traccs (LH and RH) in the thorax/abdomen enabling measurement of bilateral deflection. To differentiate deflection caused by the intrusion, and the deflection caused by the neighboring occupant, time history curves were analyzed. The crash tests were performed with different modern vehicles, equipped with thorax side airbags and inflatable curtains, ranging from a compact car to a large sedan, and in different loading conditions such as car-to-car, barrier, and pole tests. Lateral delta V based on vehicle tunnel acceleration and maximum residual intrusion at occupant position were used as a measurement of crash severity to compare injury measurements.

Result: In the 9 vehicle crash tests, thoracic loading, induced by the intruding structure as well as from the far-side occupant, varied due to the size and structural performance of the car as well as the severity of the crash. Peak deflection on the thoracic outboard side occurred during the first 50 ms of the event. Between 70 to 150 ms loading induced by the neighboring occupant occurred and resulted in an inboard-side peak deflection and viscous criterion. In the tests where the target vehicle lateral delta V was below 30 km/h and intrusion less than 200 mm, deflections were low on both the outboard (20–40 mm) and inboard side (10–15 mm). At higher crash severities, delta V 35 km/h and above as well as intrusions larger than 350 mm, the inboard deflections (caused by interaction to the far-side occupant) were of the same magnitude or even higher (30–70 mm) than the outboard deflections (30–50 mm).

Conclusion: A WorldSID 50th percentile male equipped with bilateral IR-Traccs can detect loading to the thorax from a neighboring occupant making injury risk assessment feasible for this type of loading. At crash severities resulting in a delta V above 35 km/h and intrusions larger than 350 mm, both the inboard deflection and VC resulted in high risks of Abbreviated Injury Scale (AIS) 3+ injury, especially for a senior occupant.     

Constrained Laboratory vs. Unconstrained Steering-Induced Rollover Crash Tests

Objective: The goal of this study was to evaluate how well an in-laboratory rollover crash test methodology that constrains vehicle motion can reproduce the dynamics of unconstrained full-scale steering-induced rollover crash tests in sand.

Methods: Data from previously-published unconstrained steering-induced rollover crash tests using a full-size pickup and mid-sized sedan were analyzed to determine vehicle-to-ground impact conditions and kinematic response of the vehicles throughout the tests. Then, a pair of replicate vehicles were prepared to match the inertial properties of the steering-induced test vehicles and configured to record dynamic roof structure deformations and kinematic response.

Results: Both vehicles experienced greater increases in roll-axis angular velocities in the unconstrained tests than in the constrained tests; however, the increases that occurred during the trailing side roof interaction were nearly identical between tests for both vehicles. Both vehicles experienced linear accelerations in the constrained tests that were similar to those in the unconstrained tests, but the pickup, in particular, had accelerations that were matched in magnitude, timing, and duration very closely between the two test types. Deformations in the truck test were higher in the constrained than the unconstrained, and deformations in the sedan were greater in the unconstrained than the constrained as a result of constraints of the test fixture, and differences in impact velocity for the trailing side.

Conclusions: The results of the current study suggest that in-laboratory rollover tests can be used to simulate the injury-causing portions of unconstrained rollover crashes. To date, such a demonstration has not yet been published in the open literature. This study did, however, show that road surface can affect vehicle response in a way that may not be able to be mimicked in the laboratory. Lastly, this study showed that configuring the in-laboratory tests to match the leading-side touchdown conditions could result in differences in the trailing side impact conditions.     

CEQAT-DGHS interlaboratory tests for chemical safety: Validation of laboratory test methods by determining the measurement uncertainty and probability of incorrect classification including so-called “Shark profiles”

Laboratory test results are of vital importance for correctly classifying and labelling chemicals as “hazardous” as defined in the UN Globally Harmonized System (GHS)/EC CLP Regulation or as “dangerous goods” as defined in the UN Recommendations on the Transport of Dangerous Goods. Interlaboratory tests play a decisive role in assessing the reliability of laboratory test results. Interlaboratory tests performed over the last 10 years have examined different laboratory test methods. After analysing the results of these interlaboratory tests, the following conclusions can be drawn:1There is a need for improvement and validation for all laboratory test methods examined.2To avoid any discrepancy concerning the classification and labelling of chemicals, the use of validated laboratory test methods should be state of the art, with the results accompanied by the measurement uncertainty and (if applicable) the probability of incorrect classification.This paper addresses the probability of correct/incorrect classification (for example, as dangerous goods) on the basis of the measurement deviation obtained from interlaboratory tests performed by the Centre for quality assurance for testing of dangerous goods and hazardous substances (CEQAT-DGHS) to validate laboratory test methods. This paper outlines typical results (e.g. so-called “Shark profiles” – the probability of incorrect classification as a function of the true value estimated from interlaboratory test data) as well as general conclusions and steps to be taken to guarantee that laboratory test results are fit for purpose and of high quality.     

Injury-related hospital admission of female firefighters in South Korea

Purpose. The main objective of this study was to ascertain whether injury-related hospital admission in all South Korea female firefighters is greater than that in the general population. Methods. To perform this comparison, the standardized admission ratios (SARs) and their 95% confidence intervals (CIs) were calculated by person-years and mortality computation software. Results. Compared to the general population, the SARs for overall injury (SAR?=?1.57, 95% CI [1.24, 1.96]) and for injury to the lower back (SAR?=?2.78, 95% CI [1.81, 4.07]) in the female firefighters were significantly higher. The SARs for injury to the knee (SAR?=?2.48, 95% CI [1.18, 4.55]) in emergency medical services (EMS) workers were significantly higher than those in the general population. Conclusions. Our study shows that the SARs of overall injury and injury to the lower back in female firefighters and knee injury in the EMS were significantly higher than those in the general population. Further studies are needed to protect the lower back of firefighters and the knees of EMS.     

Repeatability study of replicate crash tests: A signal analysis approach

Objective: To provide an objective basis on which to evaluate the repeatability of vehicle crash test methods, a recently developed signal analysis method was used to evaluate correlation of sensor time history data between replicate vehicle crash tests. The goal of this study was to evaluate the repeatability of rollover crash tests performed with the Dynamic Rollover Test System (DRoTS) relative to other vehicle crash test methods.

Methods: Test data from DRoTS tests, deceleration rollover sled (DRS) tests, frontal crash tests, frontal offset crash tests, small overlap crash tests, small overlap impact (SOI) crash tests, and oblique crash tests were obtained from the literature and publicly available databases (the NHTSA vehicle database and the Insurance Institute for Highway Safety TechData) to examine crash test repeatability.

Results: Signal analysis of the DRoTS tests showed that force and deformation time histories had good to excellent repeatability, whereas vehicle kinematics showed only fair repeatability due to the vehicle mounting method for one pair of tests and slightly dissimilar mass properties (2.2%) in a second pair of tests. Relative to the DRS, the DRoTS tests showed very similar or higher levels of repeatability in nearly all vehicle kinematic data signals with the exception of global X′ (road direction of travel) velocity and displacement due to the functionality of the DRoTS fixture. Based on the average overall scoring metric of the dominant acceleration, DRoTS was found to be as repeatable as all other crash tests analyzed. Vertical force measures showed good repeatability and were on par with frontal crash barrier forces. Dynamic deformation measures showed good to excellent repeatability as opposed to poor repeatability seen in SOI and oblique deformation measures.

Conclusions: Using the signal analysis method as outlined in this article, the DRoTS was shown to have the same or better repeatability of crash test methods used in government regulatory and consumer evaluation test protocols.     

Influence of ATD versus PMHS reference sensor inputs on computational brain response in frontal impacts to advanced combat helmet (ACH)

ABSTRACT

Objective: This study analyzed the influence of reference sensor inputs from anthropomorphic test devices (ATDs) versus postmortem human subjects (PMHSs) on simulations of frontal blunt impacts to the advanced combat helmet (ACH).

Methods: A rigid-arm pendulum was used to generate frontal impacts to ACHs mounted on ATDs and PMHS. An appropriately sized ACH was selected according to standard fitting guidelines. The National Operating Committee on Standards for Athletic Equipment (NOCSAE) head was selected for ATD tests due to shape features that enabled a realistic helmet fit. A custom procedure was used to mount a reference sensor internally near the center of gravity (CG) of the PMHS. Reference sensor data from the head CG were used as inputs for the Simulated Injury Monitor (SIMon). Brain responses were assessed with the cumulative strain damage measure set at 10%, or CSDM(10).

Results: Compared to ATD tests, PMHS tests produced 18.7% higher peak linear accelerations and 5.2% higher peak angular velocities. Average times to peak for linear accelerations were relatively similar between ATDs (5.5?ms) and PMHSs (5.8?ms). However, times to peak for angular velocities were higher by a factor of up to 3.4 for PMHSs compared to ATDs. Values for were also higher by a factor of up to 13.1 when PMHS inputs were used for SIMon.

Conclusions: The preliminary findings of this work indicate that small differences in ATD versus PMHS head kinematics could lead to large differences in strain-derived brain injury metrics such as CSDM.     

Seat strength in rear body block tests

Purpose: This study collected and analyzed available testing of motor vehicle seat strength in rearward loading by a body block simulating the torso of an occupant. The data were grouped by single recliner, dual recliner, and all belts to seat (ABTS) seats.

Methods: The strength of seats to rearward loading has been evaluated with body block testing from 1964 to 2008. The database of available tests includes 217 single recliner, 65 dual recliner, and 18 ABTS seats. The trends in seat strength were determined by linear regression and differences between seat types were evaluated by Student's t-test. The average peak moment and force supported by the seat was determined by decade of vehicle model year (MY).

Results: Single recliner seats were used in motor vehicles in the 1960s to 1970s. The average strength was 918 ± 224 Nm (n = 26) in the 1960s and 1,069 ± 293 Nm (n = 65) in the 1980s. There has been a gradual increase in strength over time. Dual recliner seats started to phase into vehicles in the late 1980s. By the 2000s, the average strength of single recliner seats increased to 1,501 ± 335 Nm (n = 14) and dual recliner seats to 2,302 ± 699 Nm (n = 26). Dual recliner seats are significantly stronger than single recliner seats for each decade of comparison (P < .001). The average strength of ABTS seats was 4,395 ± 1,185 in-lb for 1989–2004 MY seats (n = 18). ABTS seats are significantly stronger than single or dual recliner seats (P < .001). The trend in ABTS strength is decreasing with time and converging toward that of dual recliner seats.

Conclusions: Body block testing is an quantitative means of evaluating the strength of seats for occupant loading in rear impacts. There has been an increase in conventional seat strength over the past 50 years. By the 2000s, most seats are 1,700–3,400 Nm moment strength. However, the safety of a seat is more complex than its strength and depends on many other factors.     

Children's and Adults’ Comfort Experience of Extra Seat Belts When Riding in the Rear Seat of a Passenger Car

Objective: The objective of this study was to explore passengers’ comfort experience of extra seat belts during on-road driving in the rear seat of a passenger car and to investigate how the use of extra belts affects children's and adults’ attitudes to the product.

Methods: Two different seat belt systems were tested, criss-cross (CC) and backpack (BP), consisting of the standard 3-point belt together with an additional 2-point belt. In total, 32 participants (15 children aged 6–10, 6 youths aged 11–15, and 11 adults aged 20–79, who differed considerably in size, shape, and proportions) traveled for one hour with each system, including city traffic and highway driving. Four video cameras monitored the test subject during the drive. Subjective data regarding emotions and perceived discomfort were collected in questionnaires every 20 min. A semistructured interview was held afterwards.

Results: All participant groups accepted the new products and especially the increased feeling of safety (P <.01); 56% preferred CC and 44% preferred BP but the difference was not significant. In total, 81% wanted to have extra seat belts in their family car. CC was appreciated for its symmetry, comfort, and the perceived feeling of safety. Some participants found CC unpleasant because the belts tended to slip close to the neck, described as a strangling feeling. BP was simpler to use and did not cause annoyance to the neck in the way CC did. Instead, it felt asymmetric and to some extent less safe than CC. Body size and shape affected seat belt fit to a great extent, which in turn affected the experience of comfort, both initially and over time. Perceived safety benefit and experienced comfort were the most determinant factors for the attitude toward the extra seat belts. The extra seat belts were perceived as being better than the participants had expected before the test, and they became more used to them over time.

Conclusion: This exploratory study provided valuable knowledge from a user perspective for further development of new seat belt systems in cars. In addition to an increased feeling of safety, seat belt fit and comfort are supplementary influencing factors when it comes to gaining acceptance of new seat belt systems.     

Exposure to impulse noise at an explosives company: a case study

Impulse noise encountered in workplaces is a threat to hearing. The aim of this study was to assess the occupational exposure to impulse noise produced by detonation of dynamite on the premises of an explosives company. Test points were located on the blast test area (inside and outside the bunker) and in work buildings across the site. Noise propagation measurement was performed during 130 blast tests at nine measurement points. At every point, at least 10 separate measurements of A-weighted equivalent sound pressure level (L_Aeq), maximum A-weighted sound pressure level (L_Amax) and C-weighted peak sound pressure level (L_Cpeak) were made. Noise recorded in the blast test area exceeded occupational exposure limits (OELs). Noise levels measured in buildings did not exceed OELs. Results of the survey showed that for 62% of respondents, impulse noise causes difficulties in performing work. The most commonly reported symptoms include headaches, nervousness and irritability.     

Predicting vehicle belt fit for children ages 6–12

Objective: To predict shoulder belt fit and lap belt fit as a function of child age, vehicle seat characteristics, and belt geometry.

Methods: In a previous study, the lap belt and shoulder belt fit of 44 children aged 5–12 were measured in a simulated vehicle seat while varying cushion length, cushion angle, seatback angle, and belt anchorage geometry. A regression model was developed to predict lap belt fit and shoulder belt fit as a function of vehicle parameters and child stature. These regression models were applied to the stature distribution of 6- to 12-year-olds using a range of vehicle geometry data to predict the proportion of children expected to achieve good belt fit in the second-row, outboard seating positions of 46 vehicles when not using belt-positioning boosters.

Results: Across the ranges observed in vehicles, lap belt angle had the strongest effect on lap belt fit, although vehicle cushion length also contributed. Shoulder belt fit was most strongly affected by D-ring location. Vehicles with the geometric conditions most suitable for children are estimated to provide good lap belt fit for 25% of children aged 6 to 12. In 20% of vehicles, the shoulder belt is too far inboard for the target child population; 20% of vehicles are estimated to have shoulder belt fit too far outboard for children ages 6 to 12.

Conclusions: Based on this geometric analysis, the rear seats of most vehicles are unlikely to provide good lap belt fit for up to 75% of children ages 6–12. Shoulder belt fit is outside the target range for 40% of children. Consequently, children under 12 years of age are likely to experience markedly poorer belt fit when transitioning out of a booster seat.