SAFETY. The entire team at SHOXS are committed to leading safety standards and reducing injury to those who have dedicated their lives to serving their country and communities including maritime security, search and rescue, law enforcement and commercial support operations. We strive to provide these men and women the highest quality products to help keep them safe and be effective in an unpredictable and dangerous working environment.
TRUST. When it comes to shock mitigation seating technology, our reputation for impeccable quality and superior engineering speaks for itself. By choosing SHOXS our customers across the globe have made the statement time and time again that when it comes to the safety and security of our men and women there are no cutting corners, there are no shortcuts. That’s why SHOXS remains the #1 choice for boat builders, maritime agencies and end users alike.
We are consistently raising the bar through superior engineering and functional design, integrating new technologies for ergonomics, durability, and most importantly, safety. That’s why we’ve become the industry’s most trusted supplier of shock mitigation seating technologies and systems. Experience a higher level of service and expertise from the initial concept stage to final on-site delivery — anywhere in the world.
A smarter seat is a safer seat. Most shock mitigated seats are complex, with up to 8 settings for damping and pressure adjustments based on occupant weight. SHOXSPRO Isolators are insensitive to variations in occupant weight that adjustments made with air pumps and damping knobs are simply unnecessary.
The bottom line? SHOXSPRO simply works better and keeps occupants safer. With your focus on the mission and not on complex seating adjustments, you’re less likely to be injured mid-journey or because of an incorrect adjustment — SHOXSPRO Isolators do all the work for you.
ISO 2631-5 addresses exposure to vibration and multiple shocks when a person is seated. The adverse health effects of prolonged exposure is analyzed, particularly in cases where injuries in the lumbar spine are concerned. The calculation of the lumbar spine response assumes that the person is seated in an upright position and does not voluntarily rise from the seat during the exposure.
Boats operating in the open ocean are subject to large shock and vibration forces. Exposure to such forces can lead to discomfort, spinal injuries and performance degradation, especially when exposed to forces in the vertical axis. SHOXS seats are specifically designed and engineered to reduce the risk of operator injury and impact exposure in harsh marine conditions.
Recent Davidson Laboratory basic studies of planing hull hydrodynamics have produced a wealth of technology which is not generally available to the small-boat design profession. Included are studies related to the preplaning resistance of transform-stern hulls, the effectiveness of trim control flaps, the effect of bottom warp on planing efficiency, the influence of reentrant transform forms, and the seakeeping of planing hulls.
The present paper consolidates these results in a form suitable for design purposes and illustrates their application in predicting planing performance in smooth and rough water.
As a service to our community, we are committed to helping our clients by developing the tools they need to make informed decisions in selecting the seating solutions that best fit their application.
Industry Standard Seat Performance Evaluation Criteria (ISSPEC) is CDG’s industry leading vision to facilitate industry collaboration by creating the framework of an unbiased, scientifically valid and economical laboratory performance testing method of shock mitigating seats.
ISSPEC is not meant to replace existing field testing methods– rather it is an economical, repeatable, simple and useable means to evaluate, compare and categorize shock mitigating seat performance in the early stages of design and procurement processes.
Participants were SBU operational personnel, drawn from SBU-12, SBU-20 and SBU-22. One hundred and fifty four SBU personnel participated in this study. They all had the Special Boat Naval Enlistment; Codes: (NEC) 5350 (Special Warfare Combatant Crewman [SWCC] basic), 5351 (SWCC Intermediate), or 5352 (SWCC advanced).
Extreme high speed craft are constantly evolving as counter-terrorism and enforcement roles change in the military, coast guard and police sector. The professional sector needs a shock mitigation strategy or crews will not be capable of doing their job when they arrive at their destination. The definition of shock mitigation is, 'to make a violent collision or impact less intense'. With an effective shock mitigation strategy the helmsman, crew and passengers benefit from increased comfort and reduced injury while the organization has increased operational efficiency.
SHOXS competitors utilize passive suspension systems, not true semi-active mitigation systems. SHOXSDUAL2 is the world’s first true semi-active seat mitigation system in use. This independent study provides an in-depth look at the disadvantages of passive suspension systems as well as important conclusions for why true semi-active suspension systems mark a significant improvement on older passive system technology.
EU Directive 2002/44/EC specifies stringent constraints on acceptable workplace exposure levels to shock and mechanical vibration. The directive has a particularly important role to play in the maritime industry, where workers may be subjected to extreme shocks on a regular basis as high-speed craft slam into waves. The health risks associated with mechanical shock in the marine environment are well-known (see Ensign et al, “A Survey of Self-Reported Injuries Among Special Boat Operators,” 2004), and the EU directive is an attempt to provide protection for those in harm's way.
EU directives are similar to EU regulations, but individual member nations must transpose directives into their own regional laws. This is especially important in light of the legal precedent set by the case Francovitch v Italy, where it was ruled that a European member state could be held financially liable by those suffering from a loss due to that nation's failure to bring an EU directive into law. Through legislation introduced in 2005 (No. 1093, The Control of Vibration at Work Regulations) and in 2007 (No. 3077, The Merchant Shipping and Fishing Vessels (Control of Vibration at Work) Regulations), the UK has implemented directive 2002/44/EC, and while the steps taken towards compliance have not been dramatic thus far, recent developments suggest that things may be about to change.