Cs34566572

Lucas E. B. and Onawumi, A. S. / International Journal of Engineering Research and
Applications (IJERA) ISSN: 2248-9622 www.ijera.com
Vol. 3, Issue 4, Jul-Aug 2013, pp.566-572
566 | P a g e
Ergonomic Evaluation of In-Vehicle Interface Design of Taxicabs
in Nigeria
Lucas E. B. and Onawumi, A. S.
Mechanical Engineering Department, Ladoke Akintola University of Technology, Ogbomoso. PMB 4000
Ogbomoso. Nigeria.
ABSTRACT
The ergonomic implications of vehicles
used in public transportation is no longer a trivial
factor in the choice of mobility particularly in the
face of large variety of brands and models of
vehicles rolled into the market by various
manufacturers in the automobile industry. The
variations in the design of in-vehicle interface and
other components of taxicabs found on the streets
in Nigeria form the focus of this investigation.
The principle behind Participatory intervention
approach was adopted in capturing the opinion of
a sample of 1046 taxicab drivers on selected in-
vehicle elements. The study revealed the chaotic
state of public transport operating in Nigeria.
Users friendliness of the fleets of disused cabs is
generally unsatisfactory. Policy framework and
conduct of comprehensive ergonomic survey of
Nigerian adult was a suggested solutions to the
continue health hazard imposed by the unfit
vehicle imported into the country.
Keywords: Ergonomics, Risk Factors, models, in-
vehicle elements, Driver‟s interface.
I. Introduction
The need for the movement of people,
equipment and commodities from one place to the
other, is the basis for the establishment of various
kinds of transportation means and the transportation
industry in particular. In Nigeria, a well known and
most affordable mode of public transportation is
road transportation in which there are fleets of
automobiles. The automobile remains a novel
invention of human kind devised to ease the problem
of movement of material, machine, men and
commodities from one place to another. Ever since
the advent of the first motorcar fleets of models,
makes and designs of vehicles have been introduced
by various automobile companies. This is the result
of improvements on the cars and attempts to enhance
safety, efficiency and comfort of the users. In spite
of all the efforts made to improve the user
friendliness of motor vehicles, there are still major
complaints about their associated health problems by
millions of people worldwide[1]. Such problems
include lower back pain and other musculoskeletal
disorder. Lower back pain (LBP) has been reported
to be the main cause of sick leaves in developing
world. Efforts made to understand the etiology of
LBP as well as their causes are yet to yield a good
result [2][3][4]. Other studies demonstrating the
association between occupational factors and low-
back disorder have also been reported by [5] [6] [7]
and [8].
Driving automobiles especially public
transportation is a serious and tedious task that
requires high level of responsibility on car operator
(driver). The underlying causes/risk factors involved
in public driving have been studied and reported
widely as being at an increased risk of LBP, whole
body vibration and fatigue [4][9-15].
Several ergonomic factors have been
identified as potential causes of fatigue and
occupational stressors responsible for many
uncomfortable experiences of drivers. Predominant
occupational stressor in driving are postural stress
(PS) whole body vibration, lower back pain,
musculoskeletal disorder and fatigue.Occupational
low back pain (LBP) is a major cause of morbidity
and cost [16]. Byrns et al.[17] noticed that effort to
control LBP has been unsuccessful hence the need
for better understanding of the risk especially the
psychological factors.
A study on low back pain and working
conditions was conducted by Funakoshi et al. [18]
among male taxi drivers employed in a company in
Fukuok. It was revealed that the drivers‟ seat, whole-
body vibration (WBV) and job stress contribute to
LBP among drivers. Also in another study,
Funakoshi et al. [19] measured whole body vibration
on the driver‟s seat pan of 12 taxi operators under
actual working condition. The result was evaluated
according to the health guidelines in International
Standard ISO 2631-1:1997 [20] and it was found
that the majority of the frequency-weighted r.m.s.
accelerations of the taxis fell into the “potential
health risks” zone under the standard. The increasing
interest in the introduction of ergonomic principles
into the design of vehicle interiors is a recent
development which comes up along with efforts of
industries to introduce ergonomic concept into
industrial products, consumers‟ requests and
expectations. As a matter of fact, major car
manufacturers have created bodies and laboratories
concerned with ergonomics, some of which indeed
have been active since the 1960s [21].

567 | P a g e
It is very important that ergonomics is
considered right at the product design stage. Though
with time possibilities of making reasonable changes
may be inevitable but possible with ease. Attempt to
wait until a prototype is available to carry out
ergonomic verifications as it is the order of the day
in developing countries leading to the possibility of
making significant changes becomes almost zero and
any possibility would generate high cost of
intervention.
Work-Related Musculoskeletal Disorders
(WRMD) and other forms of postural damage may
result in physiological illnesses that are developed
due to prolonged mechanical stresses imposed on the
musculoskeletal system [22]. WRMDs are prevalent
in those who engage in occupational driving
especially among taxi drivers operating in Nigeria
[23]. This is evident by the observed number of
hawkers of herbal medications as well as western
medicine patronized by the drivers at their various
public transport garages.
Poor design of driver‟s workplace and poor
sitting posture are part of what is responsible for
stresses and strains experienced by drivers. Driving
public transport vehicles frequently entails long term
adoption of cramped postures and whole-body
vibration. Problems of back pain in driving are
known to be caused by constrained work postures
and vibration-induced fatigue on muscles and
tendons [24]. Consequently, there is a need to
integrate both the driver‟s (operator/user)
capabilities and vehicular performance requirements
adequately in order to reduce the untold
occupational hazards to which they are frequently
subjected.
The result of prolonged exposure to
occupational risks such as low back pain, discomfort
and stress, resulting from unfit workplace in which a
driver is confined can lead to fatal accidents,
resulting in loss of life, the motor vehicle and
properties contained in it. To effectively reduce the
fatigue and enhance drivers‟ performance and safety,
there is need to study cumulative trauma disorder
and other stress-induced problems mentioned. Also
to be studied is the interaction between
anthropometric characteristics of human body, the
biomechanical properties and physical dimensions of
workplace. It is therefore necessary to survey and
compile the anthropometric data of the vehicle
operators in Nigeria in order to specify appropriate
automobiles that should be allowed into the country,
especially as it pertains to automobiles like taxis.
Major causes of motor accidents are human factors
that have to do with the physical, physiological,
anatomical and psychological peculiarity of
operators of the complex technological system
known as a vehicle [25]. In the design of facilities
like motor vehicle interior, human body
characteristics must be considered in order to
enhance performance and improve productivity,
comfort and safety at work.
Nigeria is recognized as a major importer of
vehicles, most of which have been found to be a
potential contributor to risks experienced by Taxicab
operators [23]. These risks can be associated with
design error which results from the use of
anthropometric dimensions of population whose
body measurements do not include that of Nigerians.
Though there are legislative controls on the types
and condition of imported vehicles, lack of effective
enforcement of the controls persist. Where there are
no anthropometric database to assist automobile
manufacturers in the design of user-friendly vehicle,
people are forced to be fitted into the non-fitting
technological systems that are available in the
market. Usual cases of body pains and other
musculoskeletal disorders will be minimized, if
statutory government agencies in charge of
consumer protection, like the Federal Road Safety
Commission (FRSC) of Nigeria in collaboration
with International Standard Organization (ISO)
could ensure that required data are collected and
used by both local and foreign automobile industries.
II. Materials and Methods
Four urban centers which represent
adequately the distributive spread of Southwestern
Nigerian were selected and a sample size of 1406
derived from ISO15535 was used for the survey. Six
out of ten prominent makes of vehicles were
considered in this work. About thirty three different
These are Nissan, Mazda, Toyota, Mitsubishi,
Peugeot and Opel. Noticeably, driver‟s workspace
elements which consist of dashboard, controls, seat,
gear lever, steering wheel, clutch, brake and
acceleration pedals, side door, side mirror and seat
belt were studied in relation to their ergonomic
suitability. The participatory ergonomic (PE)
intervention approach used includes structured
questionnaire, interview, operators and ergonomic
expert opinion poll and physical assessment of
relevant elements of driver-taxicab system. Other
tools used in data collection are writing board,
survey form and other writing materials.
2.1 Personal Data
Personal information about respondent like
name, sex, nationality, state of origin, town, city,
age, and educational background were requested.
Also included in this section were information about
driving license, years of experience in public vehicle
driving, hour per day on wheel, model of vehicle
used and number of passenger capacity of the
vehicle used.
1.2. Evaluation of Some Selected In-Vehicle
Components
Six components of driver‟s environment
were considered for personal opinion and assessment

568 | P a g e
of operators of different models of taxi cabs. The
components evaluated were: wind screen, pointer,
wiper, dash board, side mirror, and seat belt. Criteria
employed as appropriate for evaluation include
functionality, ease of use, effectiveness, positioning,
availability and mode of operation. Drivers were
allowed to make general remark at the end of the
major assessment. In anticipation of a low level of
education of public vehicle and in order to make
simple the filling of the form, the questions were
designed for yes or no response.
III. Results and Discursion
3.1 Demographic Characteristics of
Respondents
The demographic characteristics of the
operators determined included the age and sex. As
shown in Table 4.2. The ages of the operators were
observed to be normally distributed around 30-39
age group. However, the average age of the drivers
in study area was the same (38years) which falls in
the age group 36-39. It is important to note that
operation of Taxicab and public transportation in
particular is largely the job for the adults. Less than
one percent of the respondents were 60years and
above. This suggests that old age and the associated
musculoskeletal troubles impede safe and
comfortable operation of Taxicabs. None of the
drivers belong to teenage age (13-19) in all the
centers. This is in agreement with the Federal
Government regulation on the requirements for
obtaining driver‟s licence. Less than six percent of
respondents were 50 years of age and above.
Likewise less than five percent of the respondents
are less than 25 years of age. Out of eight hundred
and thirty seven (837) operators surveyed only one
of them was a female. This is an indication that
occupational driving is predominantly a male job in
Oyo State, Nigeria. This observation was also
reported by [4] Okuribido et al. (2007) in similar
study of City bus drivers in UK.
3.2 Models of Taxicab Used
Table 1 shows that 33 models of 11 makes
of Taxicabs were found operating in the urban
centres studied. Ninety-five percent of the Taxicabs
are used vehicles also referred to as “Tokunbo”. The
cabs were manufactured in different countries
ranging from developed countries such as United
States of America (USA), Germany, Japan, France,
Europe and other developing countries like India,
China, South Africa and Taiwan.
Percentage difference in the makes of the Taxicabs
is in the following order: Toyota(28.1%) >
Opel(15.8%) > Nissan(13%) > Mitsubishi(11.7%) >
Mazda(9.4%) > Volkswagen(8.9%) > Peugeot(8.3)
> Tercel(2.1%) > Audi(1.7%) > Honda(0.8%) >
Mercedes Benz(0.2%). Each of this makes has
various models. Toyota has the highest percentage
(21%) of models followed by Nissan(15%),
Mitsubishi(15%), Opel(10%), Volkswagen(10%),
and Peugeot(10%) Mazda(10%). Others are
Mercedes Benz(6%), Honda(3%), Tercel(3%) and
Audi(3%). Physical observation and measurement of
the in-vehicle characteristics of each model show
significant difference in design and aesthetics.
Investigation reveals that the choice of the type of
cab used by driver was based on factor such as Axle
type, fuel economy, maintainability, availability,
reparability, salvage value, useful life and price.
3.3 Taxicab’s Pointer Evaluation
An ergonomic risk factor that has both
external and internal negative consequences is the
non-functional lighting system. Taxicabs and
commercial vehicles in particular are expected to
have functional traffic light. Figure 1 shows a
general approval of all the studied vehicle‟s lights,
especially the pointers or turn indicators. This
suggests the recognition of failed or broken indicator
light as a serious regulatory offence.
3.4 Wind Screen Evaluation
Part of the roadworthiness test required for
Taxicab and any other types of car is the test of the
clarity of the windscreen. A number of human
factors responsible for obscuring of windscreen are
observed as follows: (1) Poor use of non-transparent
stickers placed at driver‟s normal line of sight, (2)
Illegal tinting of front and/or rear windscreen and (3)
Poor location of labels, directional cards and other
personal effects. Vehicular factor however attributed
to windscreen problem by observer are (1) Poor
reflection of images and induced glaring problem,
(2) Poor seat design in relation to its closeness to the
windscreen and (3) Production of secondary image
of the display on the windscreen during darkness. (4)
Failure or absence of heater to remove fog during
wintry weather or icy condition. Figure 2 reveals the
general observations and opinion of operators of
Taxicabs on the state of vehicle windscreen. There is
a general approval of the functionality and
effectiveness of windscreen of all

569 | P a g e
TABLE 1: TAXICAB MAKE/MODEL
% = Percent Responded N = Number of Responses
the vehicle models considered with a minimum
percent respondent of 65% except in the case of
Toyota and Opel where nearly 60% of the
respondent in each case did not approve of the state
of their vehicle‟s windscreen. This result suggests a
0.4 to 0.6 possibility of accident being caused by
obscure, expiring and crack windscreen.
Enforcement of relevant safety regulation by Federal
Road Safety Commission (FRSC) and Vehicle
Inspection Officers (VIO) would serve useful
purpose in eliminating or reducing this type of
hazard. Driving with damaged windscreen is
punishable under traffic law of the country. With the
efforts of road safety commission the unsafe
condition imposed by the non-functionality or poor
lighting system especially in the night and enforce
that vehicles are generally road-worthy.
Figure 1: Assessment of Vehicle Point
Figure 2: Assessment of Windscreen Clarity
3.5 Windscreen Wiper Evaluation
The Windscreen wiper plays an important
role in cleaning the windscreen especially during
fogy and dusty weather condition. It is expected to
be functional in roadworthy vehicle. Figure 3 shows
that in each case of the cabs type considered,
respondents approve of the current state of their
cab‟s windscreen wipers. The evaluation considered
the state of cabs windshield wiper for minimum
requirements such as availability, functionality,
accessibility, and effectiveness rather than for
secondary feature such as automation, design and
ease of use of the control. Modern windshield wipers
have been designed to enhance user-friendliness and
ease of use though with the consideration of limited
anthropometric data
3.6 Dashboard Evaluation
The Dashboard consists of mechanical
systems as well as digital displays which produce
information that are visibly communicated to the
driver. From observation some of the drivers give
little or no attention to the dashboard and its
elements. Due to sheer negligence a number of
Make Model
Respondents
N %
Volkswage
n
Golf 43 58.11
Passat 26 35.14
Jetta 5 6.76
74 8.92
Toyota
Carina 65 27.90
Corolla 105 45.06
Celina 4 1.72
Starlet 45 19.31
Isuzu 1 0.43
Celica 1 0.43
Camry 12 5.15
233 28.07
Nissan
Sunny 55 50.93
Micra 2 1.85
Bluebird 16 14.81
Datsu 30 27.78
Lx 5 4.63
108 13.01
Mitsubishi
Gallant 12 12.37
Lancer 65 67.01
Cam 1 1.03
Space Wagon 19 19.59
97 11.69
Mercedes
Benz
190 1 50.00
200 1 50.00
2 0.24
Peugeot
504 (Wagon) 32 46.38
505 (Salon) 24 34.78
505 (Wagon) 13 18.84
69 8.31
Audi 14 1.69
Mazda 323 28 35.90
626 32 41.03
2000 18 23.08
78 9.40
.Opel Kadet 50 38.17
Omega 9 6.87
Ascona 72 54.96
131 15.78
Tercel 4WD 17 2.05
Honda Accord 7 0.84
830 100.00
0.0
10.0
20.0
30.0
40.0
50.0
60.0
%Responded.
.
Y N Y N Y N Y N Y N Y N
NISSAN MAZDA TOYOTA MITSUBISHIPEOGEOT OPEL
Vehicle Model
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
%Responded..
NISSAN MAZDA TOYOTA MITSUBISHI PEUGEOT OPEL
Vehicle Model

570 | P a g e
displays which were physically present on the
dashboard have stopped functioning. This
evaluation was limited to the opinion of Taxicabs
operators whose level of educational may have
influenced their perception of the significance and
contributions of ergonomics in the design of a
dashboard. This can be seen in Figure 4
3.7 Evaluation of Side and Inner Mirrors
A Taxicab operator who is in full control of
the vehicle and aware of the dynamic road scene
gaze occasionally at the mirrors to have a view or
information about what goes on at the rear. The
assessment of driver‟s area by the drivers, whose
personal interest should be considered, is
Figure 3: Assessment of Windscreen Wiper
Figure 4: Assessment of Vehicle Dashboard
of great importance. Respondents‟ assessment of
side mirror of the cabs is at variance to each other.
Figure 5 shows that nearly 60% of the respondent
agreed that the side mirror of Mitsubishi, Mazda,
and Peugeot are ergonomically satisfactory. About
half of the respondents approved the side as
satisfactory while in the case of Toyota and Opel,
50% and 58% respectively show disapproval of side
mirror. The result suggests that not all the cabs has
functional side mirror that can be easily and
comfortably controlled. Figure 6 present the
respondents‟ opinion on ergonomic suitability of the
inner mirror. Respondents generally agreed that the
inner mirror is available, functional and adjustable.
3.8 Evaluation of Seat Belt
A basic safety requirement for a driver is
the use of seat belt while driving. Barbaras (2005)
reported that the use of seat belts reduces the risk of
death or serious injury by about 45%. In this survey
all the cab studied were observed to come with seat
belts which are fixed on both the passengers‟ seats
as well as that of the driver. Also observed is failure
of majority of the drivers to wear their seat belt.
Investigations were however made to assess the
functionality, the location and availability of seat
belt in the studied Taxicabs. Figure 7 show that more
than 70% of the respondents have functional
seatbelts that are satisfactorily located
3.9 Vehicle Horn Evaluation
Horn is a necessary facility in a vehicle
needed for safety of both the commuters and other
road users. Figure 8 suggests that the horn of at least
60% of the cab surveyed have functional horn with
the control located at the centre of the steering
wheel. Less than 40% of the horns of the
Figure 5: Assessment of Side Mirror
Figure 6: Assessment of Vehicle Inner Mirror
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
%Responded.
Vehicle Model
0.0
10.0
20.0
30.0
40.0
50.0
60.0
%Responded.
NISSAN MAZDA TOYOTA MITSUBISHIPEUGEOT OPEL
Vehicle Model
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
1.00
%Responded.
Vehicle Model
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
%Responded.
Vehicle Model
a

571 | P a g e
Figure 7: Assessment of Seat Belt
Figure 8: Assessment of Vehicle Horn
vehicles are in state of disuse with respect to
location of the vehicle horn. Some cases of
relocation of horn noticed were the result of failure
of the horn control on the steering wheel which did
not yield positively to repairs. Less than 20% of the
respondent subscribe to the relocation of horn from
its designed location. in their cab. In Opel however a
comparatively larger percent (30%) of the
respondent may not be satisfied with the
functionality of their seat belt.
IV. Conclusions
Though automobile Industry has come of
age, room for improvement as a result of ergonomic
reasons still keeps the stakeholders in the industry in
continues search for system that meet up with
current challenges of user population requirements,
established technical standards, and other basic
specifications for research uses. The fundamental
platform for addressing these is through research and
development (R&D). Each player in the industry
expresses her capability to continue in business by
investing adequately in the effective participatory
ergonomic intervention programmes. Reason for
preference of a particular brand of vehicle to the
other has shifted from economic factor to ergonomic
feature. For instance, people show more attraction to
vehicles with esthetic, comfortable and safe interior
features. A number of car types have been traded off
for new ones with satisfactory ergonomic features
and with the present level of competitiveness among
manufacturer of automobile the need to give
reasonable consideration to users‟ opinion which this
study has successfully addressed is highly important.
V. Acknowledgements
Authors wish to acknowledge the trained
enumerators for painstakingly conducting the survey
strictly to instruction (under close supervision). Also
appreciated is the Nigeria
Union of Road and Transport Workers
(NURTW). The administration of LAUTECH,
Ogbomoso is acknowledged for granting the use of
some her facilities for this research.
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