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ABSTRACT

Title : An Ergonomic Study on the TSU Shuttle Driver’s Workspace

and Driving Conditions

Researcher : Jensen A. Manalo

Kristine Anne S. Iscat

School : Tarlac State University

Degree : Bachelor of Science in Industrial Engineering

Year : 2018 – 2019

The Philippine Jeepney is one of the most popular, the most accessible and cheapest

medium of public transportation in the country. During their driving period, an average of

11 hours a day, the Filipino jeepney drivers are exposed to sustained awkward postures.

This research aims to evaluate the drivers’ workspace and driving conditions in relation to

their anthropometric measurements and their workspace dimensions in order to determine

the sources of awkward postures. A comprehensive survey among shuttle drivers in the

Tarlac State University (Main Campus- Lucinda Campus) was conducted to identify the

discomforts experienced by the drivers. In addition, a workspace evaluation in comparison

with the drivers’ anthropometric measurement was also administered to seek out

discrepancies that accounts for the discomforts felt. Results reveal that shuttle drivers’

working conditions pose danger to their health and safety. For instance, there is an

insufficient distance between the steering wheel and driver’s seat causing restraint to the
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drivers’ mobility. The limited height of the windshield also blocks the driver’s line of sight

keeping the drivers leaning forward when looking for traffic signs. Recommendations were

made to improve the working conditions of the TSU shuttle drivers.

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DEDICATION

We dedicate this research to the God Almighty for giving us the strength to finish

this research study. TO GOD BE ALL THE GLORY

To our families who supported us along the way. For giving us moral, financial,

and spiritual support, we needed. THANK YOU!

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ACKNOWLEDGEMENT

The proponents appreciatively acknowledge all these who have granted their time,

guidance encouragement and support that caused the completion of this study.

First and foremost, to Almighty God, the source of all strength, wisdom, faith,

intelligence and patience that made everything possible and has guided the proponents to

the path of the people who are now to give thanks to.

To our Research Study adviser, Engr. Anna May M. Angeles, who has directed us

into the necessary direction for the fulfilment of this research study.

To the President of “Tarlac State University Shuttles” Mr. who gladly

accommodate and provide all the necessary information that the proponent needed.

To the families of the proponents who have supported them financially and

emotionally to continue striving hard for the completion of this study.

To the proponents themselves who have rendered a lot of effort and strength that

made this research study possible.

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TABLE OF CONTENTS

Page

ABSTRACT ............................................................................................................ ii

DEDICATION ....................................................................................................... iv

ACKNOWLEDGEMENT .......................................................................................v

TABLE OF CONTENTS ....................................................................................... vi

CHAPTER

1 THE PROBLEM ....................................................................................1

1.1 Background of the Study

1.2 Objective

1.3 Conceptual Framework (Input-Process-Output)

1.4 Significance of the Study

1.5 Scope and Delimitation

2 DESIGN AND METHODOLOGY .......................................................7

2.1 Research Methodology

2.2 Population and Locale of the Study

2.3 Data Gathering Tools and Procedure

2.4 Treatment of Data

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3 PRESENTATION, ANALYSIS, AND INTERPRETATION OF DATA 10

3.1 Objective 1: Identify ergonomic hazards that are critical for the work

execution of drivers and the improvement of their driving conditions.

Analysis of driver’s seat

Analysis of leg room

Analysis of rear-view and side mirrors

Qualitative assessment of driver’s condition

3.2 Objective 2: Determine the ergonomic risk level of shuttle drivers taking

the route of TSU Main Campus (Romulo Blvd. San Vicente, Tarlac City) going to TSU

Lucinda Campus (Lucinda Campus, Brgy. Binauganan, Tarlac City), and vice versa.

3.3 Objective 3: Develop an improved shuttle driver’s workplace layout to

reduce level of discomfort experienced by the TSU Shuttle drivers.

4 SUMMARY, CONCLUSION, AND RECOMMENDATIONS .........17

4.1 Summary

4.2 Conclusion

4.3 Recommendation

Driver’s seat

Steering wheel

Windshield
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Driver’s entrance

REFERENCE .......................................................................................21

APPENDICES .....................................................................................23
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Chapter I

THE PROBLEM

1.1 Background of the Study

Ergonomics is a science related to the suitability of an office design to people. By

taking into account people’s capabilities and limitations, an ergonomically designed

workplace design strives to be effective in fulfilling the functional requirements of users.

A workplace with good consideration of ergonomics in the design which can prevent

musculoskeletal discomfort, improve productivity and work efficiency, reduce production

costs and optimize human well-being. The workplace design should aim to propagate

intuition, teamwork, and more importantly, provide a safe and comfortable environment.

[9] (https://workdesign.com/2012/08/ergonomics-and-workplace-design/)

From the end of the war between the Americans and the Japanese where hundreds

of military jeeps were left behind, Filipinos now make use of the famous jeepneys as part

of their everyday travel. These public utility jeepneys (PUJs) are not only one of the most

popular icons of Filipino creativity and innovativeness today, but also the most prominent

mode of public transportation in the Philippines various estimates say there are somewhere

between 180,000 and 270,000 franchised jeepneys on the road across the Philippines.

Jeepneys are branded the “king of the road” not only because of their box-framed

chassis and their overall aesthetic design, but more predominantly due to the infamous way

on how drivers jostle their way in and out of traffic, usually causing congestion and
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sometimes even accidents. This is because jeepney drivers provide higher importance on

the need to increase abundance of profit per day than addressing issues on comfort and

safety.

And later on, these jeepneys are adopted by large schools and universities as

shuttles to cater students to go to and fro in other campuses of the university. And Tarlac

State University (TSU) is one those universities to adopt shuttles as the primary means of

transportation from TSU Main Campus going to TSU Lucinda Campus and vice versa.

These vehicles are constructed by local jeepney manufacturers and are sold to operators as

brand-new units. However, it is noted that a large percentage of these utility vehicles that

traverse the roads, especially in the cities, are actually overhauled units that are only

assembled and fabricated from spare non-matching materials, excess parts, and surplus

accessories. These units are modified to fit body capacities, frequently conditional on the

specifications of the drivers (or operators) themselves. Most of the time, these

customizations are made to increase profitability of the business, leading to health and

ergonomic concerns to be neglected.

It is in this matter that designing the structure, in both exterior and interior

characteristics, of the jeepneys/shuttles becomes a strenuous job in the context of

considering the over-all safety and appropriateness of each relevant component that affects

the working environment of the drivers.

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1.2 Objective

The average shuttle driver often spends at least 11 hours behind the wheel. This

ergonomic study will focus on improving the workplace layout of the shuttle driver and

their driving conditions. This study aims to present a case study on the Tarlac State

University Shuttles. Specifically, this study aims to:

1. Identify ergonomic hazards that are critical for the work execution of drivers and

the improvement of their driving conditions, and

2. Determine the ergonomic risk level of shuttle drivers taking the route of TSU Main

Campus (Romulo Blvd. San Vicente, Tarlac City) going to TSU Lucinda Campus

(Lucinda Campus, Brgy. Binauganan, Tarlac City), and vice versa,

3. Develop an improved shuttle driver’s workplace layout to reduce level of

discomfort experienced by the TSU Shuttle drivers.

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1.3 Conceptual Framework (Input-Process-Output)

Input Process Output

• All the measurements • Quantitative concerns
of vehicle components were used as basis for • An
used while driving the measurements ergonomic
were identified, included in the data
namely: form; while the design
• Driver's Seat qualitative concerns workspace
were used as basis for
• Driver's Entrance
the questions included layout that
• Windshield
• Mirrors
in the survey reduces
• Steering Wheel discomfort
• Evaluate the overall
• Shift Stick driving performance for the TSU
• Pedals and condition of the Shuttle
TSU Shuttle drivers.
drivers
• Develop a workspace
layout for TSU shuttle
drivers that can
minimize ergonomic
hazards

In order to develop an ergonomic workspace layout of the TSU Shuttle driver's

the researchers evaluated the existing workspace layout of the chosen shuttle, all the

anthropometric measurements of vehicle components used while driving were identified,

namely the driver's seat, driver's entrance, windshield, mirrors, steering wheel, shift stick,

and pedals. And on the process the researchers evaluated the overall driving performance

and condition of the TSU Shuttle drivers. And the output of the research is an ergonomic

design workspace layout that reduces discomfort for the TSU Shuttle drivers.
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1.4 Significance of the Study

The workspace design of the driver was actually devised without considerations in

comfort, causing drivers to undergo various awkward working conditions. And despite the

low-priced acquisition cost and transport capacity of these vehicles, it is still important to

take into account the conditions of the driver while manoeuvring the vehicle, as this work

usually goes on for hours of static posture during different weather circumstances,

uncomfortable state of driving due to extensive vibrations from the vehicle’s engine, and

the shuttle’s utilization of an open-window ventilation instead of an air-conditioning

system.

Thus, it is only vital for this study to evaluate these conditions and, upon proper

implementation, help shuttle drivers perform their job with pertinent safety both on the

aspect of road security and their health. This study aims to give importance in the

consideration of the driving conditions of the shuttle driver.

1.5 Scope and Delimitation

Based on the objectives and the consideration of time and financial constraints, the

following limitations were established for this study:

 The study only considered the TSU shuttle drivers that took the route of TSU Main

Campus (Romulo Blvd. San Vicente, Tarlac City) going to TSU Lucinda Campus

(Lucinda Campus, Brgy. Binauganan, Tarlac City), and vice versa;

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 The study did not take into account the mechanical performance of the shuttle, the

engine, transmission, and other machine mechanisms that require more than

ergonomic analysis;

 The assessed shuttles did not cover the entire shuttle driver’s workspace layout

present in the Philippines. It was only limited to the pool of chosen shuttles that

travel inside going to TSU Lucinda Campus from TSU Main Campus, and vice

versa;

 The measurements in the acquired anthropometric data is not applicable to

represent the entire shuttle driver’s population in the Philippines, but at least

accommodated the average TSU shuttle drivers; and

 The economic cost for the development of the new workplace layout design of the

shuttle was not considered.

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CHAPTER II

Design and Methodology

In this Chapter, methods used in research to obtain data needed in the study will be

discussed. The data obtained where collected and analysed. Important aspects that are

considered in this study is the research methodology, the population or the participants,

and the locale of the study or the respondent, the instrument used in gathering data, and

procedures followed in conducting the research are all discussed in this chapter.

2.1 Research Methodology

This study applied a qualitative research method because the gathering of data is

conducted through actual-site observation, casual interview with the respondents of the

study. It includes recording, descriptions, analysis, and interpretation of the actual nature,

composition, or process of phenomena. Hence, this study used the descriptive method to

evaluate the data gathered. Upon identification of the problem, the researchers have

gathered sufficient references for the study – such as past research papers related to the

study and other basis for standards regarding the shuttle specifications, existing

anthropometric data applicable for the shuttle drivers in study, and other necessary data.

These data references were used as the criteria for the measurements taken during the actual

gathering of data. Also, these were used in the analysis of the study.
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2.2 Population and Locale of the Study

Since the researchers have limited the study to shuttles (XLT) that take the route of

TSU Main Campus (Romulo Blvd. San Vicente, Tarlac City) going to TSU Lucinda

Campus (Lucinda Campus, Brgy. Binauganan, Tarlac City), and vice versa, only these

shuttles were measured. Also, the drivers of the chosen shuttles were the only ones

interviewed. Convenience sampling was used for the study. Only twenty (20) shuttles and

drivers were involved. Majority of the shuttles at the terminal are Extra Luxury Truck or

XLT, and they were selected on the scheduled day for measurement and interview.

2.3 Data Gathering Tools and Procedure

In this study, instruments were used to gather data and information from the

respondent through observation and measuring. Observation and measuring were

conducted based from the components of the vehicle while driving. A measuring tape was

used to measure the vehicle’s components while driving.

• Interview the shuttle drivers of the chosen shuttles to identify the problem
1

• Gather sufficient references for the study

2

• Measure the Anthropometric data of the chosen Shuttles

3

• Assess the work process of the shuttle drivers while driving and compute for
4 the Degree of Exposure using the RULA Assessment Tool

• Analyze the data gathered.

5
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2.4 Treatment of Data

The researchers computed the average measurements through the use of

average method. Quantitative Criteria per vehicle’s components were calculated.

∑ 𝑥𝑖
x̅=
𝑛

Where: Xi – time for the ith observation

x̅ – average

N – total number of observation

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CHAPTER III

Presentation, Analysis, and Interpretation of data

This chapter will deal with the presentation, analysis, and interpretation of data that

was gathered. The analysis and interpretation of findings based on the research objectives

are presented accordingly.

3.1 Objective 1: Identify ergonomic hazards that are critical for the work execution

of drivers and the improvement of their driving conditions

Based from the oral survey conducted among the respondents, it was deduced that

a regular driver works at an average of 11 hours each day, 4 to 5 days within a week. There

is in fact an overwhelming similarity in the answers of the interviewed drivers. They are

all contented with the tolerable state of their workspace. The drivers are satisfied even if

they are restricted to a small leg room, they have to bend just to see the traffic light. Even

if the respondents claim that they are at ease in their present condition, they all confirm

that body ache and other discomfort are expected after each working day. These results

from the interviews verify that there are definitely ergonomic problems that exist. The

drivers just choose to ignore these problems simply because there will be monetary costs

in solving these problems and because they have grown accustomed to these conditions.

Aside from the summary of the interviews, the researchers have gathered the measurements

necessary for this study. Table 1 shows the average values of the measurements (in

centimeters) obtained from the shuttles chosen for the study. These measurement results

were used in the succeeding analyses of this study.

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Table 1: Measurement Data of Shuttles.

Measurement
DRIVER No.
Criteria 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Average
Driver's seat
Area of Driver seat 50x47 50.1x47.3 50.2x47.1 50.2x47.2 50.3x47.2 50.2x47.3 50.1x47.2 50.3x47.1 50.2x47.1 50.3x47.1 50.3x47.1 50.2x47.1 50.1x47.2 50x47.3 50.2x47.1 50.3x47 50x47 50.2x47.1 50.1x47.1 50x47.2 47.1
Overall Height of Driver
Seat 89 89.2 89.4 89.2 89.2 89.1 89.2 89.1 89.2 89.1 89.2 89.3 89.3 89.1 89.2 89.1 89.2 89.1 89.2 89.3 89.2
Height of Back Rest 78 78.3 78.4 78.3 78.1 78.2 78.3 78.2 78.1 78.3 78 78.2 78.2 78.3 78.1 78.3 78.1 78.3 78.3 78.3 78.2
Height of Seat from the
Floor 38 38.2 38.3 38.2 38.1 38.3 38.1 38.3 38 38.1 38.3 38.2 38.3 38.1 38.2 38.1 38 38.2 38.3 38.1 38.2
Distance from Dashword 25 25.1 25.2 25.3 25.2 25.2 25.3 25.1 25.2 25.1 25.2 25.2 25.1 25.3 25.1 25.2 25.2 25.3 25.3 25.2 25.2

Distance from Foot Controls 39 39.2 39.3 39.2 39.3 39.3 39.1 39.3 39.1 39 39.3 39.3 39.3 39.1 39.2 39.3 39.1 39.3 39.1 39.3 39.2
Driver's Entrance
Width of Entrance 101.5 101.8 101.2 101.8 101.6 101.6 101.6 101.7 101.8 101.7 101.4 101.6 101.6 101.8 101.6 101.8 101.5 101.7 101.6 101.6 101.6
Height of Entrance 98.5 98.7 98.7 98.8 98.8 98.7 98.8 98.6 98.8 98.7 98.8 98.7 98.7 98.6 98.8 98.7 98.6 98.6 98.7 89.6 98.2
Height of Entrance Base
from the Floor 101.5 101.6 101.6 101.6 101.7 101.8 101.8 101.7 101.8 101.7 101.6 101.8 101.6 101.7 101.6 101.6 101.8 101.7 101.7 101.7 101.7
Height of Entrance Base
from the Ground 182 182.2 182.3 182.3 182.3 182.1 182.2 182.1 182.2 182.3 182.1 182.1 182.2 182.1 182.2 182.3 182.1 182.2 182 182.2 182.2
Pedals
Position of Pedals from
Clutch to Break 13.3 13.1 13.2 13.5 13.4 13.5 13.3 13.5 13.2 13.5 13.4 13.5 13.6 13.3 13.4 13.6 13.5 13.4 13.2 13.4 13.4
Position of Pedals from
Break to Gas 17.4 17.6 17.5 17.7 17.6 17.7 17.4 17.7 17.6 17.7 17.5 17.5 17.5 17.5 17.6 17.5 17.7 17.7 17.5 17.6 17.6
Winshield
Glass Height 67 67.3 67.2 67.2 67.2 67.2 67.1 67.2 67.3 67.1 67.3 67.2 67 67.2 67.2 67.2 67.3 67.2 67.1 67.1 67.2
Glass Width 148.5 148.7 148.8 148.8 148.8 148.8 148.8 148.6 148.7 148.5 148.5 148.6 148.8 148.6 148.7 148.8 148.6 148.6 148.7 148.8 148.7
Overall Front Width of
Jeepney 172.5 172.6 172.6 172.6 172.6 172.7 172.6 172.6 172.5 172.7 172.6 172.8 172.7 172.8 172.6 172.7 172.5 172.8 172.5 172.5 172.6
Mirrors
Total Distance Between
Side Mirrors 222.5 225.8 222.7 222.8 222.7 222.8 222.5 222.7 222.8 222.6 222.6 222.8 222.8 222.4 222.8 222.6 222.6 222.5 222.7 222.8 222.8
Height of Side Mirror 25 25.2 25.5 25.2 25.3 25.2 25.3 25.1 25.2 25.3 25.1 25.3 25.1 25.1 25.2 25.2 25.2 25.3 25.1 25.2 25.2
Width of Side Mirror 15.5 15.7 15.7 15.8 15.8 15.8 15.8 15.7 15.6 15.7 15.8 15.6 15.8 15.7 15.6 15.7 15.8 15.6 15.8 15.5 15.7
Steering Wheel
Diameter 38.5 38.6 38.7 38.6 38.6 38.6 38.8 38.7 38.6 38.7 38.8 38.7 38.6 38.5 38.7 38.5 38.8 38.8 38.6 38.6 38.7
Distance between Wheel
and Seat 2.3 2.6 2.4 2.5 2.5 2.3 2.5 2.4 2.3 2.4 2.5 2.3 2.5 2.2 2.3 2.2 2.1 2.1 2.3 2.3 2.4
Shift Stick
Distance of Shift Stick 29 29.1 29.2 29.3 29.3 29.2 29.1 29.2 29.1 29.3 29.3 29.2 29.2 29 29.1 29.3 29.3 29.2 29.1 29.2 29.2
Height of Stick from
Jeepney Floor 56 56.3 56.1 56.2 56.2 56.1 56.3 56.2 56.1 56.3 56.1 56.1 56.1 56.3 56.1 56.2 56.3 56.1 56.1 56.1 56.2

Analysis of driver’s seat

The average back rest height, excluding the head rest, is 78.2 cm; while the average

back rest height with head rest is 89.2. Comparing these to the anthropometric data which

provides an average sitting height of 84.84 cm and with allowable difference of 5 cm (See

Appendix 41), 56% of the seats that do not have head rests are inadequate to provide a

comfortable position for the driver. And even with the existence of a head rest, the driver’s

seat back rest height is still inadequate. Aside from the discomfort due to the absence of

cushion for the driver’s seat, the lack of back rest and head rest, together with the lack of

proper inclination, causes more discomfort for the driver. The driver is forced to maintain

an awkward posture while driving.

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Analysis of leg room

With the average height of the seat cushion from the floor being 38.2 cm and

average distance from the base of the seat to the foot controls being 21.4 cm, the mobility

space for the driver’s legs was computed which resulted to approximately 43.79 cm.

Comparing this to the average anthropometric measurement which provides an average

lower leg length of 45.27 cm (See Appendix 41), this difference can be accounted to take

minimal effect on the ergonomics of the workspace. However, since the average length of

the lower leg of Filipino workers (45.27 cm) is considerably larger than the average

measure of the height of the driver’s seat (38.2 cm), this results to discomfort in the sitting

position of the average driver due to the difference in these two heights. This difference

has an effect to the angle of the knees which is forced to be positioned at an acute angle,

when it is supposed to be positioned at an angle greater than 90 degrees when in the relaxed

sitting position, thus making the leg room non-ergonomic.

Analysis of rear-view and side mirrors

While the rear-view mirrors that are usually located at the top of the windshield

provide the drivers a convenient view of the interior and rear external of the vehicle, these

are usually fixed and could not be adjusted to the preference of the driver. Almost 44% of

the shuttles have a fixed rear-view mirror. Because of this, some drivers have found the

need to add another adjustable mirror to add to their convenience.

Aside from the rear-view mirror, the side mirrors of shuttles had been causing

driver’s unwanted difficulty because of its constant adjustments, especially the one near

the passenger’s seat. These mirrors are prone to being moved due to its proximity with the
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passengers. While it can be adjusted easily for most times, it still increases the risk of

accidents due to absence of the proper side view

Qualitative assessment of driver’s condition

According to the drivers interviewed, occurrences like time-to-time adjustment of

the side mirrors do little to no effect to their driving conditions. It was also inferred that

shuttle drivers consider the size of the side mirrors adequate for their line of sight as well

as the dimension of their windshield. They have claimed that they are able to see the road

with no difficulty unless it is raining thus they manually operate their wipers. A significant

count of the sample has also claimed that there is only minimal consequence that the route

sign boards placed on the windshield are hindrances to their line of vision. They simply

remove these boards when the jeep is full and/or near the terminal. Lastly, almost hundred

percent of the respondents interviewed assert that the changing of body positions while

driving is a necessity especially during work hours, not to mention their unanimous claim

that having a softer and more comfortable seat will provide greater benefit in their working

condition especially in easing comfort and preventing back pain.

There is in fact an overwhelming similarity with the answers of the interviewed

drivers. They are all contented with the tolerable state of their work space. The drivers are

satisfied even if they are restricted into a small leg room, they have to bend just to see the

traffic light, or they have to enter the passenger’s side just to get to the driver’s seat. Even

if the respondents claim that they are at ease in their present condition, they all also agreed

that body ache and other discomfort are expected after each working day. This result of the

interviews verifies that there are definitely ergonomic problems that exist. The drivers just
 P a g e | 14

choose to ignore these problems simply because there will be monetary costs in solving

these problems and because they have grown accustomed to these conditions.

3.2 Objective 2: Determine the ergonomic risk level of shuttle drivers taking the route

of TSU Main Campus (Romulo Blvd. San Vicente, Tarlac City) going to TSU Lucinda

Campus (Lucinda Campus, Brgy. Binauganan, Tarlac City), and vice versa

The RULA Assessment Tool was used to evaluate the exposure of

individual drivers to ergonomic risk factors associated with upper extremity MSD. The

RULA ergonomic assessment tool considers biomechanical and postural load requirements

of job tasks/demands on the neck, trunk and upper extremities.

A single page worksheet is used to evaluate required body posture, force, and

repetition. Based on the evaluations, scores are entered for each body region in section A

for the arm and wrist, and section B for the neck and trunk. After the data for each region

is collected and scored, tables on the form are then used to compile the risk factor variables,

generating a single score that represents the level of MSD risk. [10] (https://ergo-

plus.com/rula-assessment-tool-guide/)

The RULA was designed for easy use without need for an advanced degree in

ergonomics or expensive equipment. Using the RULA worksheet, the researcher assigned

a score for each of the following body regions: upper arm, lower arm, wrist, neck, trunk,

and legs. After the data for each region is collected and scored, tables on the form are then

used to compile the risk factor variables, generating a single score that represents the level

of MSD risk as outlined below:

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Table 2: Level of MSD Risk

The RULA worksheet is divided into two body segment sections on the labeled A

and B. Section A (left side) covers the arm and wrist. Section B (right side) covers the neck,

trunk and legs. This segmenting of the worksheet ensures that any awkward or constrained

postures of the neck, trunk or legs which might influence the postures of the arms and wrist

are included in the assessment.

Table 3: RULA Driver Assessment

A. Arm and Wrist Analysis
Upper Arm Score 4
Lower Arm Score 3
Wrist Score 2
In this table, the final RULA score of
Wrist Twist Score 1
Posture Score A 4
Muscle Use Score 1 6 indicates medium risk and needs
Force / Load Score 1
Wrist & Arm Score 6 further study, and for engineering

B. Neck, Trunk, and Leg Analysis and/or work method changes to

Neck Score 3
Trunk Score 2
reduce or eliminate MSD risk as
Leg Score 2
Posture B Score 4
Muscle Use Score 1 outlined in the chart. (See Appendix
Force / Load Score 0
Neck, Trunk, Leg Score 5 21-40)

RULA SCORE 6
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3.3 Objective 3: Develop an improved shuttle driver’s workplace layout to reduce

level of discomfort experienced by the TSU Shuttle drivers.

Table 4: Measurements of Present Layout vs Proposed Layout

Average of Present Average Proposed

Quantitative Criteria Measurement (cm) Measurement (cm)
Overall Height of Driver Seat 89.2 128.27
Height of Back Rest 78.2 84.84
Height of Seat Proper from the Floor 38.2 43.33
Diagonal Distance from Edge of Seat Proper to 43.79 45.27
Foot Controls
Distance of Steering Wheel from the Floor 21.4 22.23

Table 5: Adequate Measurements of Present Layout to be maintained

Driver's Entrance
Width of Entrance 101.625
Height of Entrance 98.245
Height of Entrance Base from the Floor 101.68
Height of Entrance Base from the Ground 182.175
Pedals
Position of Pedals from Clutch to Break 13.39
Position of Pedals from Break to Gas 17.575
Winshield
Glass Height 67.18
Glass Width 148.685
Overall Front Width of Jeepney 172.625
Mirrors
Total Distance Between Side Mirrors 222.825
Height of Side Mirror 25.205
Width of Side Mirror 15.7
Steering Wheel
Diameter 38.65
Distance between Wheel and Seat 2.35
Shift Stick
Distance of Shift Stick 29.185
Height of Stick from Jeepney Floor 56.165
 P a g e | 17

All the average measurements taken from the data gathering were assessed to be

adequate for the average Filipino shuttle driver. All else will be maintained except the 5

measurements specified in the proposed workspace measurements above. These

measurements with an allowable difference of 5 cm should be followed in the design of

the new shuttle to fit the anthropometric measurements of the average driver.

Quantitative Criteria of Overall Height of Driver Seat average measurement on the

present layout is 89.2 cm, and on the proposed measurement layout an average of 128.27

cm, a difference of 40.7 cm. Quantitative Criteria of Height of Back Rest average

measurement on the present layout is 78.2 cm, and on the proposed measurement layout

an average of 84.84 cm, a difference of 6.64 cm. Quantitative Criteria of Height of Seat

Proper from the Floor average measurement on the present layout is 38.2 cm, and on the

proposed measurement layout an average of 43.44 cm, a difference of 5.13 cm.

Quantitative Criteria of Diagonal Distance from Edge of Seat Proper to Foot Controls

average measurement on the present layout is 43.79 cm, and on the proposed measurement

layout an average of 45.27 cm, a difference of 2.22 cm. Quantitative Criteria of Distance

of Steering Wheel from the Floor average measurement on the present layout is 21.4 cm,

and on the proposed measurement layout an average of 22.23 cm, a difference of .83 cm.
 P a g e | 18

CHAPTER IV

Summary, Conclusion, and Recommendations

This chapter presents the summary of results of the study, the conclusion and

recommendation were drawn based on the findings of the study.

4.1 Summary

The Philippine Jeepney is one of the most popular, the most accessible and cheapest

medium of public transportation in the country. Later on, these jeepneys are adopted by

large schools and universities as shuttles to cater students to go to and fro in other campuses

of the university. And Tarlac State University (TSU) is one those universities to adopt

shuttles as the primary means of transportation from TSU Main Campus going to TSU

Lucinda Campus and vice versa. During their driving period, an average of 11 hours a day,

the TSU shuttle drivers are exposed to sustained awkward postures.

1) This research evaluated the drivers’ workspace and driving conditions in relation

to their anthropometric measurements and their workspace dimensions in order to

determine the sources of awkward postures and risk factors.

2) A comprehensive survey among TSU shuttle drivers was conducted to identify

the discomforts experienced by the drivers.

3) In addition, a workspace evaluation in comparison with the drivers’

anthropometric measurement was also administered to seek out discrepancies that accounts

for the discomforts felt.

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4) The RULA Assessment Tool was also used to evaluate the exposure of individual

drivers to ergonomic risk factors associated with upper extremity MSD. The average final

RULA score of 6 indicates medium risk and needs further study, and for engineering and/or

work method changes to reduce or eliminate MSD risk as outlined in the chart.

. 5) Results revealed that shuttle drivers’ working conditions pose danger to their

health and safety. Recommendations were made to improve the working conditions of the

TSU Shuttle drivers.

6) The drivers naturally preferred to have the driver’s seat that came from the

standard vehicle mainly because of the comfort that the particular seat offered. However,

the researchers observed that the drivers still use an additional back rest even if the shuttle

was installed with the preferred seat.

a) The problem concerning the steering wheel came from the distance of

the steering wheel to the driver’s seat.

b) The narrow height ended up the main problem for the Windshield.

c) The driver’s entrance is significantly inadequate for an average size of

Filipino driver to go in and out of the shuttle.

4.2 Conclusion

With these analyses, the researchers had found out that the current dimensions

of the shuttles are inadequate and not ergonomic enough to fit the built of a driver based

from the anthropometric measurements of average Filipino workers.

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4.3 Recommendation

The researchers recommend the following modifications for the specified vehicle

components.

Figure 1: Graphical Measurement of Proposed Driver’s Seat

Figure 2: Graphical Measurement of Present Driver’s Seat

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Driver’s seat

There were two-types of driver’s seat that the researchers encountered during data

gathering. First was the properly contoured driver’s seat of another vehicle mounted in the

Shuttle. Second was the plain “bench” type seat without any contouring. The drivers

naturally preferred to have the driver’s seat that came from the standard vehicle mainly

because of the comfort that the particular seat offered. However, the researchers observed

that the drivers still use an additional back rest even if the shuttle was installed with the

preferred seat. The drivers with the preferred seats still changed their position during

driving because of the strain and fatigue they experience. For these reasons, the researchers

recommend that the driver’s seat should be a properly contoured driver’s seat with the

following dimensions to properly suit the shuttle. A head rest must also be provided since

not all shuttle provides a head rest.

Steering wheel

The steering wheel did its purpose ergonomically well with respect to size. The

problem concerning the steering wheel came from the distance of the steering wheel to the

driver’s seat. Most of the shuttle do not have any distance from the driver seat which means

that the space for the driver to move freely is reduced. Although the drivers claim that they

are used to the current position of the steering wheel, the researchers still recommend

putting an adequate distance between the steering wheel and the driver’s seat to provide

ample space for the driver.

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Windshield

The narrow height ended up the main problem for the Windshield. The drivers had

to bend forward to see the traffic light. This contributes to the frequent complaint of the

drivers of back aches after a working day. Thus, the researchers propose to increase the

height of the windshield. The researchers recommend changing the exterior design of the

shuttle just above the windshield.

Driver’s entrance

The driver’s entrance is significantly inadequate for an average size of Filipino

driver to go in and out of the shuttle. The entrance from the ground of the shuttle is too

high for an average Filipino driver’s, they need to tip toe or climb up and down to enter in

and out of the vehicle. The exterior design of the entrance of the shuttle can’t be modified

but in terms of steps and handholds (or ladder and grab handles) it must be located

appropriately and designed to prevent slipping when if wet or dust-covered. In terms of

step height of the entrance, adding a running board will reduce the height that a driver

should reach in order to enter the vehicle.

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