Stewart A. Birrell

Influence of carrying heavy loads on soldiers' posture, movements and gait

Military personnel are required to carry heavy loads whilst marching; this load carriage represents a substantial component of training and combat. Studies in the literature mainly concentrate on physiological effects, with few biomechanical studies of military load carriage systems (LCS). This study examines changes in gait and posture caused by increasing load carriage in military LCS. The four conditions used during this study were control (including rifle, boots and helmet carriage, totalling 8 kg), webbing (weighing 8 kg), backpack (24 kg) and a light antitank weapon (LAW; 10 kg), resulting in an incremental increase in load carried from 8, 16, 40 to 50 kg. A total of 20 male soldiers were evaluated in the sagittal plane using a 3-D motion analysis system. Measurements of ankle, knee, femur, trunk and craniovertebral angles and spatiotemporal parameters were made during self-paced walking. Results showed spatiotemporal changes were unrelated to angular changes, perhaps a consequence of military training. Knee and femur ranges of motion (control, 21.1° ± 3.0 and 33.9° ± 7.1 respectively) increased (p < 0.05) with load (LAW, 25.5° ± 2.3 and 37.8° ± 1.5 respectively). The trunk flexed significantly further forward, confirming results from previous studies. In addition, the craniovertebral angle decreased (p < 0.001) indicating a more forward position of the head with load. It is concluded that the head functions in concert with the trunk to counterbalance load. The higher muscular tensions necessary to sustain these changes have been associated with injury, muscle strain and joint problems.

The effect of military load carriage on 3-D lower limb kinematics and spatiotemporal parameters

The 3-D gait analysis of military load carriage is not well represented, if at all, within the available literature. This study collected 3-D lower limb kinematics and spatiotemporal parameters in order to assess the subsequent impact of carrying loads in a backpack of up to 32 kg. Results showed the addition of load significantly decreased the range of motion of flexion/extension of the knee and pelvic rotation. Also seen were increases in adduction/abduction and rotation of the hip and pelvis tilt. No changes to ankle kinematics were observed. Alterations to the spatiotemporal parameters of gait were also of considerable interest, namely, an increase in double support and a decrease in preferred stride length as carried load increased. Analysing kinematics during military or recreational load carriage broadens the knowledge regarding the development of exercise-related injuries, while helping to inform the human-centred design process for future load carrying systems. The importance of this study is that limited available research has investigated 3-D lower limb joint kinematics when carrying loads.

The effect of load distribution within military load carriage systems on the kinetics of human gait.

Military personnel carry their equipment in load carriage systems (LCS) which consists of webbing and a Bergen (aka backpack). In scientific terms it is most efficient to carry load as close to the bodys centre of mass (CoM) as possible, this has been shown extensively with physiological studies. However, less is known regarding the kinetic effects of load distribution. Twelve experienced load carriers carried four different loads (8, 16, 24 and 32 kg) in three LCS (backpack, standard and AirMesh). The three LCS represented a gradual shift to a more even load distribution around the CoM. Results from the study suggest that shifting the CoM posteriorly by carrying load solely in a backpack significantly reduced the force produced at toe-off, whilst also decreasing stance time at the heavier loads. Conversely, distributing load evenly on the trunk significantly decreased the maximum braking force by 10%. No other interactions between LCS and kinetic parameters were observed. Despite this important findings were established, in particular the effect of heavy load carriage on maximum braking force. Although the total load carried is the major cause of changes to gait patterns, the scientific testing of, and development of, future LCS can modify these risks.

Vibrotactile pedals: provision of haptic feedback to support economical driving

The use of haptic feedback is currently an underused modality in the driving environment, especially with respect to vehicle manufacturers. This exploratory study evaluates the effects of a vibrotactile (or haptic) accelerator pedal on car driving performance and perceived workload using a driving simulator. A stimulus was triggered when the driver exceeded a 50% throttle threshold, past which is deemed excessive for economical driving. Results showed significant decreases in mean acceleration values, and maximum and excess throttle use when the haptic pedal was active as compared to a baseline condition. As well as the positive changes to driver behaviour, subjective workload decreased when driving with the haptic pedal as compared to when drivers were simply asked to drive economically. The literature suggests that the haptic processing channel offers a largely untapped resource in the driving environment, and could provide information without overloading the other attentional resource pools used in driving. Practitioner Summary: Overloaded or distracted drivers present a real safety danger to themselves and others. Providing driving-related feedback can improve performance but risks distracting them further; however, giving such information through the underused haptic processing channel can provide the driver with critical information without overloading the drivers visual channel.

The influence of rifle carriage on the kinetics of human gait.

The influence that rifle carriage has on human gait has received little attention in the published literature. Rifle carriage has two main effects, to add load to the anterior of the body and to restrict natural arm swing patterns. Kinetic data were collected from 15 male participants, with 10 trials in each of four experimental conditions. The conditions were: walking without a load (used as a control condition); carrying a lightweight rifle simulator, which restricted arm movements but applied no additional load; wearing a 4.4 kg diving belt, which allowed arms to move freely; carrying a weighted (4.4 kg) replica SA80 rifle. Walking speed was fixed at 1.5 m/s (±5%) and data were sampled at 400 Hz. Results showed that rifle carriage significantly alters the ground reaction forces produced during walking, the most important effects being an increase in the impact peak and mediolateral forces. This study suggests that these effects are due to the increased range of motion of the bodys centre of mass caused by the impeding of natural arm swing patterns. The subsequent effect on the potential development of injuries in rifle carriers is unknown.

Initial Subjective Load Carriage Injury Data Collected with Interviews and Questionnaires

This study aimed to identify the types, incidence, and causes of any potential load carriage injuries or discomfort as a result of a 2-hour, forced-speed, treadmill march carrying 20 kg. Subjective load carriage data were collected, through both interviews and questionnaires, from relatively inexperienced soldiers after a period of load carriage. Results from the study showed that the upper limb is very susceptible to short-term discomfort, whereas the lower limb is not. The shoulders were rated significantly more uncomfortable then any other region, and blisters were experienced by approximately 60% of participants. Shoulder discomfort commences almost as soon as the load is added and increases steadily with time; however, foot discomfort increases more rapidly once the discomfort materializes. In conclusion, early development of shoulder pain or blisters may be a risk factor for severe pain or noncompletion of a period of prolonged load carriage.

Ecological IVIS design: using EID to develop a novel in-vehicle information system

New in-vehicle information systems (IVIS) are emerging which purport to encourage more environment friendly or ‘green’ driving. Meanwhile, wider concerns about road safety and in-car distractions remain. The ‘Foot-LITE’ project is an effort to balance these issues, aimed at achieving safer and greener driving through real-time driving information, presented via an in-vehicle interface which facilitates the desired behaviours while avoiding negative consequences. One way of achieving this is to use ecological interface design (EID) techniques. This article presents part of the formative human-centred design process for developing the in-car display through a series of rapid prototyping studies comparing EID against conventional interface design principles. We focus primarily on the visual display, although some development of an ecological auditory display is also presented. The results of feedback from potential users as well as subject matter experts are discussed with respect to implications for future interface design in this field.

Cognitive Work Analysis for safe and efficient driving

Both the environmental and safety costs of road transport are considered to be unacceptably high. The ‘Foot-LITE’ project aims to encourage drivers to adopt greener and safer driving practices, with real-time feedback being given in-vehicle (during driving) and retrospective feedback off-line (pre- and post-driving). This article focuses on the early concept development of the Foot-LITE system, for which a Cognitive Work Analysis methodology was adopted. Presented are results from a Work Domain Analysis (WDA) conducted to scope the relevant driving domain and to identify the constraints on the system. Besides establishing a common framework and language for the project, the process will ultimately contribute to the design of the in-vehicle interface. This article also suggests an extension to the WDA framework to include novel methods for assessing the priority of lower level nodes and contributions of these nodes to the high-level objectives of the system.

Subjective Skeletal Discomfort Measured Using a Comfort Questionnaire Following a Load Carriage Exercise

OBJECTIVE Limited research has been conducted into the effect of load carriage on discomfort and injuries. This study aimed to determine the skeletal discomfort for part-time soldiers who completed a 1-hour field march carrying 24 kg. METHODS A postmarch comfort questionnaire was completed by 127 participants, with exercise withdrawals and postmarch injuries also recorded. RESULTS The foot was subjectively rated as the most uncomfortable skeletal region. Females reported hip discomfort to be significantly greater than males. The military experience of participants had no difference on the mean perceived comfort ratings of any of the measured regions. Finally, only one participant withdrew from the exercise, with no participants reporting a load carriage injury in the 2 to 3 days proceeding the exercise CONCLUSIONS This study concludes that although a 1-hour period of load carriage causes noteworthy discomfort it is not sufficient to result in noncompletion of a military exercise or cause injury.

Defining the Accuracy of Real-world Range Estimations of an Electric Vehicle

Range anxiety is a major barrier for the mass adoption of electric vehicles (EVs), a contributing factor to this is the variability of the predicted range remaining presented to the driver in the vehicle. This study aims to better understand the causes of potential inaccuracies and how ITS can help resolve these issues. Eleven participants completed 141 logged journeys, with results showing that range (as predicted by the EV and presented to the driver) was overestimated by approximately 50% in comparison to journey distance. Driving style had the most significant impact on range prediction accuracy, where a more aggressive driving style led to greater inaccuracies. However, journey distance and type of road driven, which can be calculated from Satnav systems, were factors which were correlated with having a significant effect on range accuracy. Therefore incorporating these into future range prediction algorithms has the potential to increase the accuracy of information and subsequently increase driver trust.