Patient lateral transfers between two adjacent surfaces pose high musculoskeletal disorder risks for nurses and patient handlers. The purpose of this research was to examine the ergonomic benefits of utilizing the laterally-tilting function of operating room (OR) tables during such transfers - along with different friction-reducing devices (FRD). This method allows the patient to slide down to the adjacent surface as one nurse guides the transfer and another controls the OR table angle with a remote control. Sixteen nursing students and sixteen college students were recruited to act as nurses and patients, respectively. Two OR table angles were examined flat and tilted. Three FRD conditions were considered a standard blanket sheet, a plastic bag, and a slide board. Electromyography (EMG) activities were measured bilaterally from the posterior deltoids, upper trapezii, latissimus dorsi, and lumbar erector spinae muscles. The Borg-CR10 scale was used for participants to rate their perceived physical exertions. es in all muscles decreased in the range of 18.4-72.3%, and Borg-ratings decreased from about 4 (somewhat difficult) to 1 (very light). The findings of this study propose simple, readily available ergonomic interventions for performing patient lateral transfers that can have significant implications for nurses' wellbeing and efficiency.This laboratory study evaluated different assistive devices for reducing biomechanical loading during patient turning tasks.  https://www.selleckchem.com/ALK.html  Twenty caregivers (18 females and 2 males) performed standardized patient turning tasks with two simulated patients (body mass 74 kg and 102 kg). The turning tasks were performed in two turning directions (toward vs. away relative to caregivers) using five device conditions draw sheet, friction-reducing turning sheet, air-assisted transfer device, air-assisted turning device, and no assistive device. Low back and upper extremity muscle activity, trunk and shoulder postures, low back moment, and self-reported usability ratings were evaluated. While all assistive devices reduced trunk flexion, both air-assisted transfer and turning devices reduced the trunk flexion (p's less then 0.001) and muscle activity (p's less then 0.001) in the erector spinae and triceps compared to no assistive device condition. These results suggest that the air-assisted devices have potential as an effective intervention to considerably reduce physical risk factors associated with caregivers' musculoskeletal disorders in low back and upper extremities.Prolonged driving could induce neuromuscular fatigue and discomfort since drivers have little opportunity to adjust their position. However, better car seat design could play a major role in limiting these effects. This study compared the effect of two different seats (S - soft and F - firm) on neuromuscular fatigue and driver's perceived discomfort during prolonged driving, also assessing the effect of different road types on neuromuscular activity. Twenty participants performed two 3-h driving sessions, one for each seat, on a static simulator. Every 20 min, participants self-evaluated their level of whole-body and individual body-area discomfort. Surface electromyography (sEMG) was recorded for eight muscles including Trapezius descendens (TD), Erector spinae longissimus (ESL), Multifidus (MF), Vastus lateralis (VL) and Tibialis anterior (TA) throughout the driving sessions. Moreover, an endurance static test (EST) was performed prior to and after each driving session. Whole-body discomfort increased with time with both seats, but no difference in discomfort scores was observed between seats throughout the driving sessions. The highest discomfort scores were for neck and lower back areas with both seats. Neuromuscular fatigue was revealed by a shorter endurance time in post-driving EST for both seats. EMG recordings showed different neuromuscular fatigue profiles for the two seats, with earlier onset of fatigue for S. Despite the lack of difference in perceived discomfort level, the two seats have different impacts the softness of S induces greater activity of the lower back muscles, while F offers greater support for the lower back.Despite recent concerns for workers' health, exposure situations to nanoparticles can occur in numerous workplaces. Understanding how exposures occur considering human work in these transformations remains a crucial issue of nanotechnologies. The objective of this article is to understand exposure situations to nanoparticles, their determinants and the resources to act on them. This understanding was achieved by specific measurement of nanoparticles aerosols, combined with an analysis of work activity (actions performed and physical strain) in a rubber industry. The presentation of real time measurements, associated with the video of work situations, during confrontation interviews becomes a means of making exposing work activities visible, to analyze and transform them from the points of view formulated by the company's stakeholders. In this way, characterized "typical exposure situations" serve to trigger discussions and open up new spaces for debate highlighting how innovation affects work and gives rise to enhanced prevention projects.Improving vibration-induced discomfort often requires a reduction in the vibration experienced by vehicle occupants. Simulation software and test equipment are able to measure changes in vibration that are too small for humans to perceive. It is therefore important to know how large the change in vibration should be, i.e. the difference threshold, for occupants to perceive an improvement in comfort. This study estimates difference thresholds for ten automotive engineers seated in a vehicle on a 4-poster test rig. Participants were exposed to multi-axis vibration. Component ride values were calculated by applying BS 6841 frequency weightings and multiplication factors to seat accelerations in the six directions. Difference thresholds were estimated for two road profiles using the vertical component ride value and combined point ride value (i.e. the root-sums-of-squares of the six component ride values). The two road profiles had different magnitudes, but the same spectral shape, resulting in median vertical component ride values of 0.