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1
Hawkins, Peter S. "All Smiles: Poetry and Theology in Dante." PMLA/Publications of the Modern Language Association of America 121, no. 2 (March 2006): 371–87. http://dx.doi.org/10.1632/003081206x129602.
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The greatest master of the “Gothic smile” was not one of the anonymous visual artists who made saints and angels beam in the mid-thirteenth century; rather, it was Dante. Smiling is the hallmark of the presumably “sage and serious” poet and a sign of his distinctive originality as a Christian theologian. While this is true as early as La vita nuova and the Convivio, the Commedia shows how Dante journeys toward the beatific vision of God through the smile (on the faces of Vergil, Beatrice, and others). Sorriso/sorridere and riso/ridere–as noun or verb, and apparently interchangeable in meaning–appear over seventy times in the poem, in a wide variety of contexts: twice in Inferno, on more than twenty occasions in Purgatory, and double that number in Paradiso. As he develops the poem, Dante uses the smile to express the unique individuality not only of the human being but also of the triune God. (PSH)
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Lewis, V., J. L. Douglas, T. Edwards, and L. Dumbell. "A preliminary study investigating functional movement screen test scores in female collegiate age horse-riders." Comparative Exercise Physiology 15, no. 2 (June 18, 2019): 105–12. http://dx.doi.org/10.3920/cep180036.
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The functional movement screen (FMS) is an easily administered and non-invasive tool to identify areas of weakness and asymmetry during specific exercises. FMS is a common method of athlete screening in many sports and is used to ascertain injury risk, but has to be used within an equestrian population. The aim of this study was to establish FMS scores for female collegiate age (18-26 years) riders, to inform a normative data set of FMS scores in horse riders in the future. Thirteen female collegiate horse riders (mean ± standard deviation (sd); age 21.5±1.4 years, height 167.2±5.76 cm, mass 60.69±5.3 kg) and 13 female collegiate non-riders (mean ± sd; age 22.5±2.1 years, height 166.5±5.7 cm, mass 61.5±4.9 kg) were assessed based on their performance on a 7-point FMS (deep squat, hurdle step, in-line lunge, shoulder mobility, active straight leg raise, trunk stability and rotary stability). The mean composite FMS scores (± sd) for the rider group was 14.15±1.9 and for the non-riders was 13.15±1.77. There was no statistically significant difference in median FMS composite scores between the rider and non-rider groups (Mann-Whitney U test, z=-1.249, P=0.223). However, 46% of riders and 69% of non-riders scored ≤14, indicating that a non-rider is 1.5 times (odds ratio) more likely to be at increased risk of injury compared to riders. Collegiate female riders scored higher than the non-rider population, but lower than seen in other sports suggesting some riders may be at risk of injury. Riders’ FMS scores demonstrated asymmetric movement patterns potentially limiting left lateral movement. Asymmetry has a potential impact on equestrian performance, limiting riders’ ability to apply the correct cues to the horse. The findings of such screening could inform the development of axillary training programmes to correct asymmetry pattern and target injury prevention.
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Blackman, Ross, Narelle Haworth, Herbert Biggs, and Darren Wishart. "Review of Post-Licence Motorcycle Rider Training in New South Wales." Journal of Road Safety 31, no. 4 (November 1, 2020): 26–35. http://dx.doi.org/10.33492/jrs-d-19-00069.
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Fully licensed motorcyclists represented over two thirds of riders killed on New South Wales (NSW) roads from 2010 – 2014. An ongoing need to address crash risks among this cohort is recognised and there is strong support for post-licence rider training (PLRT) among rider advocates and stakeholders. This research, commissioned by Transport for NSW, examined the PLRT environment in NSW to assess the extent to which courses targeted specific rider skills and competencies. Before commencement of this research, key riding competencies were identified by Transport for NSW in consultation with motorcycle stakeholder groups, and included scanning, buffering, setting up brakes, basic motorcycle handling, cornering, and lane positioning. A desktop review of 40 available courses provided an overview of relevant course content, locations and costs. The review was supplemented by interviews with eight training providers to gather information on course structure, components, delivery, promotion and trainee characteristics. The collective information was used to identify which training options support riders’ risk management and promote improved safety outcomes. A wide range of courses was identified, and in most cases there was no standardised curriculum. Most courses appeared to support rider risk management and most also appeared to address roadcraft and defensive riding principles, albeit to varying degrees. Providers noted participant diversity in characteristics, needs and motivations for undertaking rider training, reflecting a need for a diverse range of course offerings including individualised training. Key groups were catered for including returning riders, female riders, inexperienced riders, commercial riders and aspirational racers.
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Shang, Shi, Yanting Zheng, Ming Shen, Xianfeng Yang, and Jun Xu. "Numerical Investigation on Head and Brain Injuries Caused by Windshield Impact on Riders Using Electric Self-Balancing Scooters." Applied Bionics and Biomechanics 2018 (2018): 1–15. http://dx.doi.org/10.1155/2018/5738090.
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To investigate head-brain injuries caused by windshield impact on riders using electric self-balancing scooters (ESS). Numerical vehicle ESS crash scenarios are constructed by combining the finite element (FE) vehicle model and multibody scooter/rider models. Impact kinematic postures of the head-windshield contact under various impact conditions are captured. Then, the processes during head-windshield contact are reconstructed using validated FE head/laminated windshield models to assess the severity of brain injury caused by the head-windshield contact. Governing factors, such as vehicle speed, ESS speed, and the initial orientation of ESS rider, have nontrivial influences over the severity of a rider’s brain injuries. Results also show positive correlations between vehicle speed and head-windshield impact speeds (linear and angular). Meanwhile, the time of head-windshield contact happens earlier when the vehicle speed is faster. According to the intensive study, windshield-head contact speed (linear and angular), impact location on the windshield, and head collision area are found to be direct factors on ESS riders’ brain injuries during an impact. The von Mises stress and shear stress rise when relative contact speed of head-windshield increases. Brain injury indices vary widely when the head impacting the windshield from center to the edge or impacting with different areas.
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Wolframm, I. A., J. Williams, and D. Marlin. "The role of personality in equestrian sports: an investigation." Comparative Exercise Physiology 11, no. 3 (September 1, 2015): 133–44. http://dx.doi.org/10.3920/cep150002.
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Personality has been shown to affect the way individuals think, feel and act, and could impact on the way people behave and perform in a wide variety of activities. Anecdotal evidence suggests that differences in personality exist between equestrians participating in different disciplines and at different levels, but empirical evidence is limited. This study aimed to investigate dispositional tendencies of rider cohorts, in relation to age, nationality, discipline, competitive level, breadth of involvement in different disciplines, and level of risk-seeking behaviour. An online survey was developed, collecting rider demographics relating to nationality, sex, age, competitive level and discipline. A risk scores was assigned to each discipline and an average risk rating was calculated per participant. Personality traits of extroversion, agreeableness, conscientiousness, neuroticism and intellect were measured using the Mini-International Personality Item Pool. Kruskal-Wallis analyses determined differences for personality traits between different survey categories. Univariable analysis of all factors considered informed multivariable logistic regression models to establish how factors including personality traits differed between dichotomous variables: high to low risk discipline, age groups, unaffiliated to affiliated riders and amateur to professional riders. Results showed that riders in their late teens and early twenties considered themselves less agreeable, less conscientious, but more neurotic compared to older generations (P<0.001). Competitive riders considered themselves more conscientious and extroverted than non-competitors (P<0.005). Riders participating in higher risk disciplines considered themselves less agreeable and conscientious (P<0.05). Increases in agreeableness, conscientious and decreases in neuroticism in older riders might predispose them towards a role in coaching and providing support for younger riders. Personality differences between riders of different disciplines and at different competitive levels might be used to help individuals in their choice of equestrian sport and level of involvement. In conclusion, the present study demonstrates the value of identifying personality traits across different rider cohorts.
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Mattei, Tobias A., Brandon J. Bond, John W. Hafner, Martin J. Morris, Jennifer Travis, Greg Hannah, Jim Webster, and Julian J. Lin. "Definition and measurement of rider-intrinsic physical attributes influencing all-terrain vehicle safety." Neurosurgical Focus 31, no. 5 (November 2011): E6. http://dx.doi.org/10.3171/2011.9.focus11176.
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Object All-terrain vehicle (ATV) usage has grown tremendously over the years, reaching 9.5 million vehicles in use in 2007. Accompanying this growth has been a concomitant increase in rider morbidity (including traumatic brain and spine injuries) and death, especially in children. The purpose of this study was to define and measure, through field testing, those physical attributes intrinsic to riders, such as height, weight, and wingspan, which may have implications for ATV riders' safety. Methods Three field tests (J-hook, brake, and bump) were developed and performed to allow direct measurement of the lateral, longitudinal, and vertical dynamics in 5 riders of varying heights, weights, and wingspans. Two ATVs, a utility and a sport model, were tested for further comparisons. Data were acquired using a comprehensive data acquisition system attached to the ATVs. Assignment of individual rider/ATV test safety ratings and a rider/ATV Total Safety Rating were made from the results of these field tests. Results The J-hook test results demonstrated that larger rider wingspans positively influence ATV rider safety and mitigate against lateral instability. From the brake test it was determined that a 10-in (25.4-cm) longitudinal displacement, such as that experienced during a sharp deceleration, for a rider of any height or weight, breached the level of defined safety. As rider weight increased, displacement decreased. The bump test provided evidence that increased rider weight also mitigates against vertical displacement. Conclusions Individuals with light weights and small wingspans, such as those in the pediatric population, are under considerable risk of injury when operating an ATV due to lateral, longitudinal, and vertical operational instability.
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Powell, Jaemin, Oliver Stroh, and Geb W. Thomas. "Hardware Design for an Electro-Mechanical Bicycle Simulator in an Immersive Virtual Reality Environment." International Journal of Virtual Reality 18, no. 2 (January 1, 2018): 1–18. http://dx.doi.org/10.20870/ijvr.2018.18.2.2903.
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Roughly 50,000 people are injured in bicycle collisions with motor vehicles each year. The Hank Bicycle Simulator provides a virtual environment to study and reduce this risk by safely investigating the interaction of bicycle riders and traffic, particularly for bicyclists crossing streets. The bicycle simulator design focuses on the bicycle and rider inertia, the predominant dynamic element for riders moving from a stopped position. The Hank Bicycle Simulator's flywheel provides instantaneous inertial response while a servomotor provides simulated wind resistance to pedaling. This work describes the simulator design and a validation experiment that compares the simulator performance to theoretical predictions. The Hank Bicycle Simulator achieved initial acceleration with less than 0.20% error at realistic rider weights. The observed terminal velocity achieved less than 3.75%, with smaller errors for heavier riders. This allowed the rider to cross a street with about a 60 ms time difference between the simulator and a real-life rider. The Hank Bicycle Simulator was also validated through various physical experiments measuring the system inertia, the time delay of the electrical components, and overall system performance. Such careful system validation for a mechanical feedback system is relatively rare in simulation research and is unique among previous reports of bicycle simulators.
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Gandy, E. A., A. Bondi, T. M. C. Pigott, G. Smith, and S. McDonald. "Investigation of the use of inertial sensing equipment for the measurement of hip flexion and pelvic rotation in horse riders." Comparative Exercise Physiology 14, no. 2 (June 6, 2018): 99–110. http://dx.doi.org/10.3920/cep170023.
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Equestrian sports report three to five times higher incidence rates for lower back pain than that of the general population, with hip flexion angles of 50-60° suggested as a causal factor. Inertial motion capture technology enables dynamic measurement of rider kinematics but data extraction is time-consuming. The aim of this study was to develop a software tool to automate the process of extracting biomechanical data from the Xsens™ MVN (MoCap) system to investigate postural changes in riders, comparing static position at halt with dynamic position during the sit phase of rising trot. The software was found to be efficient, reducing data extraction time by 97% when used with a sample of 16 riders. Good correlation was found between hip flexion and pelvic anterior-posterior rotation and between halt and trot but with significantly greater values of hip flexion and pelvic anterior rotation in trot. No riders showed hip flexion >50° at halt but 11 riders (69%) showed hip flexion >50° during the sit phase of rising trot, indicating that dynamic assessment is important when considering rider postural faults that may put them at risk of back injury.
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Chawla, Hitesh, Ilker Karaca, and Peter T. Savolainen. "Contrasting Crash- and Non-Crash-Involved Riders: Analysis of Data from the Motorcycle Crash Causation Study." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 7 (June 10, 2019): 122–31. http://dx.doi.org/10.1177/0361198119851722.
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Motorcycle crashes and fatalities remain a significant public health problem as fatality rates have increased substantially as compared to other vehicle types in the United States. Analysis of causal factors for motorcycle crashes is often challenging given a lack of reliable traffic volume data and the fact that such crashes comprise a relatively small portion of all traffic crashes. Given these limitations, on-scene crash investigations represent an ideal setting through which to investigate the precipitating factors for motorcycle-involved crashes. This study examines motorcycle crash risk factors by employing data recently made available from the Federal Highway Administration Motorcycle Crash Causation Study (MCCS). The MCCS represents a comprehensive investigative effort to determine the causes of motorcycle crashes and involved the collection of in-depth data from 351 crashes, as well as the collection of comparison data from 702 paired control observations in Orange County, California. This dataset provides a unique opportunity to understand how the risk of crash involvement varies across different segments of the riding population. Logistic regression models are estimated to identify the rider and vehicle attributes associated with motorcycle crashes. The results of the study suggest that motorcycle crash risks are related to rider age, physical status, and educational attainment. In addition to such factors outside of the rider’s control, several modifiable risk factors, which arguably affect the riders’ proclivity to take risks, were also found to be significantly associated with motorcycle crash risk, including motorcycle type, helmet coverage, motorcycle ownership, speed, trip destination, and traffic violation history.
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Lewis, V., and K. Baldwin. "A preliminary study to investigate the prevalence of pain in international event riders during competition, in the United Kingdom." Comparative Exercise Physiology 14, no. 3 (September 6, 2018): 173–81. http://dx.doi.org/10.3920/cep180006.
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The aim of the study was to investigate the prevalence of riders at the international levels in eventing, competing with pain, the location of their pain, factors affecting their pain and whether they perceived this pain to have an effect on their performance. 331 questionnaires were completed by international event riders (FEI CCI*, CCI**, CIC***) at the Hartpury International Horse Trials, UK, to establish the prevalence of riders competing with pain. 96% of international event riders competed while experiencing pain, 76% of riders stated that this pain was in the neck, upper back or shoulders. All female riders reported pain, giving a significant correlation between gender and pain (X=-0.479, P=0.006). 55% of riders felt their pain affected their riding performance, giving an odds ratio of 1.14, compared to those riders who felt their pain did not effect their performance. Pain was perceived to influence performance by affecting fatigue, their concentration, and anxiety levels. 96% of riders reporting pain used medication to alleviate their symptoms. This high incidence of international event riders who compete with pain, particularly back pain, could be problematic given the longevity of a rider’s career, which can span over four decades and could potentially increase the risk of a serious or fatal fall in the cross-country phase. This research reports rider’s perceptions and self-reported pain and management options, which may affect the data. Further research is needed to establish the causes of back pain and appropriate management strategies.
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Wang, Tao, Sihong Xie, Xiaofei Ye, Xingchen Yan, Jun Chen, and Wenyong Li. "Analyzing E-Bikers’ Risky Riding Behaviors, Safety Attitudes, Risk Perception, and Riding Confidence with the Structural Equation Model." International Journal of Environmental Research and Public Health 17, no. 13 (July 2, 2020): 4763. http://dx.doi.org/10.3390/ijerph17134763.
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To identify and quantify the factors that influence the risky riding behaviors of electric bike riders, we designed an e-bike rider behavior questionnaire (ERBQ) and obtained 573 valid samples through tracking surveys and random surveys. An exploratory factor analysis was then conducted to extract four scales: riding confidence, safety attitude, risk perception, and risky riding behavior. Based on the exploratory factor analysis, a structural equation model (SEM) of electric bike riding behaviors was constructed to explore the intrinsic causal relationships among the variables that affect the risky e-bike riding behavior. The results show that the relationship between riding confidence and risky riding behavior is mediated by risk perception and safety attitudes. Safety attitude was found to be significantly associated with risky riding behaviors. Specifically, herd mentality is most closely related to safety attitudes, which means that those engaged in e-bike traffic management and safety education should pay special attention to riders’ psychological management and education. Risk perception has a direct path to risky riding behaviors. Specifically, stochastic evaluation and concern degree are significantly related to e-bike riders’ risk perception. The findings of this study provide an empirical basis for the creation of safety interventions for e-bike riders in China.
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Hobbs, Sarah Jane, Joanna Baxter, Louise Broom, Laura-Ann Rossell, Jonathan Sinclair, and Hilary M. Clayton. "Posture, Flexibility and Grip Strength in Horse Riders." Journal of Human Kinetics 42, no. 1 (October 1, 2014): 113–25. http://dx.doi.org/10.2478/hukin-2014-0066.
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Abstract Since the ability to train the horse to be ambidextrous is considered highly desirable, rider asymmetry is recognized as a negative trait. Acquired postural and functional asymmetry can originate from numerous anatomical regions, so it is difficult to suggest if any is developed due to riding. The aim of this study was therefore to assess symmetry of posture, strength and flexibility in a large population of riders and to determine whether typical traits exist due to riding. 127 right handed riders from the UK and USA were categorized according to years riding (in 20 year increments) and their competition level (using affiliated test levels). Leg length, grip strength and spinal posture were measured and recorded by a physiotherapist. Standing and sitting posture and trunk flexibility were measured with 3-D motion capture technology. Right-left differences were explored in relation to years riding and rider competitive experience. Significant anatomical asymmetry was found for the difference in standing acromion process height for a competition level (-0.07±1.50 cm Intro/Prelim; 0.02±1.31 cm Novice; 0.43±1.27 cm Elementary+; p=0.048) and for sitting iliac crest height for years riding (-0.23±1.36 cm Intro/Prelim; 0.01±1.50 cm Novice; 0.86±0.41 cm Elementary+; p=0.021). For functional asymmetry, a significant interaction was found for lateral bending ROM for years riding x competition level (p=0.047). The demands on dressage riders competing at higher levels may predispose these riders to a higher risk of developing asymmetry and potentially chronic back pain rather than improving their symmetry
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Edlund, Björn, Elias Andersson, Tomas Nordfjell, and Ola Lindroos. "Quad Bike Riders’ Attitudes toward and Use of Safety Technologies." Journal of Agricultural Safety and Health 25, no. 4 (2019): 169–87. http://dx.doi.org/10.13031/jash.13471.
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Abstract. Worldwide, the number of quad bike-related injuries and fatalities has increased over the last 30 years and, although quad bike safety has become increasingly important over the last decade, greater understanding of the risks associated with these vehicles is required. This study aimed to improve understanding of the interrelationships between risk perception, risk management, and the use of safety technologies in quad bike operation. A total of 70 quad bike riders were interviewed in two sets of interviews: one targeting riders visiting two forestry fairs, and the other targeting riders with quad bikes equipped with ROPS. The interviews showed that the quad bike riders had a tendency for externalization of risk. This result possibly derives from the articulation and allocation of blame; the majority of respondents saw the problem of quad bike safety as a result of faulty rider behavior, thus shifting focus away from the technology as well as from themselves. This also applies to many of the interviewed ROPS owners, as one of their prime motivators in acquiring ROPS was to improve the safety of others rather than their own safety. Keywords: All-terrain vehicle, ATV, CPD, Crush protective device, Injury prevention, Rollover protective structure, ROPS.
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Testerman, George M., Daniel C. Prior, Tamie D. Wells, Sarah E. Rollins, and Stephen L. Oesch. "Helmets Matter: Kentucky All-Terrain Vehicle Crashes Seen at a Tennessee Trauma Center." American Surgeon 84, no. 2 (February 2018): 289–93. http://dx.doi.org/10.1177/000313481808400239.
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All-terrain vehicle (ATV) safety laws, including helmet use, vary by state and are sporadically enforced. Kentucky state laws require safety helmets only for younger riders. We hypothesized that ATV riders injured in Kentucky and seen at a Tennessee trauma center would more likely be unhelmeted, have more severe head injuries, and have higher mortality rates than those injured in Virginia or Tennessee. A Trauma Registry review of 750 injured ATV riders from June 1, 2005, through June 1, 2015 examined state location of accident, helmet use, markers of injury severity, and outcomes. Multiple logistic regression analysis examined predictors of severe head injuries and death with P < 0.05 significant. Unhelmeted ATV rider status predicted more severe head injuries (relative risk 23.5, P < 0.001) and death (relative risk 4.6, P < 0.001). ATV riders injured in the state of Kentucky were twice as numerous. In addition, they were more likely than ATVriders injured in Tennessee or Virginia to be unhelmeted, to have severe head injuries, and to sustain fatal injuries (all P < 0.001). This single trauma center study lends support for maintaining and enforcing current universal helmet laws for ATVriders of all ages in states where they are in effect and highlights the need to upgrade helmet laws that apply only to some riders.
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Davies, E., and S. James. "The psychological responses of amateur riders to their horses’ injuries." Comparative Exercise Physiology 14, no. 2 (June 6, 2018): 135–42. http://dx.doi.org/10.3920/cep180009.
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Equestrian sport is considered a high-risk environment for equine injury. Due to the close bond between horse and rider, it could be theorised that riders may be impacted psychologically by their horses’ injuries, as seen in athletic pairs and with companion animal ownership. The extensive time commitment and responsibility of care within equestrian sport means that horse riders’ day-to-day life is impacted in a way not seen in other sporting or leisure environments, thus providing a unique opportunity to investigate the psychological responses of riders to their horse’s injury. The aims of this study were to investigate the psychological responses that amateur riders experienced when their horses were injured. 308 amateur horse riders (16 male and 292 female, median age 25-30 category) completed the Psychological Response to Sport Injury Inventory (19-item) (PRSII) and questions regarding demographics, investment in equestrian sport, the horse’s injury and the length of rehabilitation. Devastation was significantly affected by the weekly time investment of riders (H(3)=8.255, P=0.041) and the length of ownership prior to the injury (H(2)=7.690, P=0.021). ‘Devastation’, ‘feeling cheated’, ‘restlessness’ and ‘isolation’ were all significantly affected by the length of rehabilitation for the horse (H(7)=70.825, P=0.000, H(7)=37.799, P=0.000, H(7)=37.799, P=0.004, and H(7)=27.486, P=0.000, respectively). These findings suggest that amateur horse riders are at risk of psychological distress when their horse becomes injured. Whilst the industry has developed strategies to support owners following euthanasia which are already in place, psychological support following horse injury may be necessary to buffer psychological ‘devastation’ within amateur horse owners.
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Koetniyom, Saiprasit, J. Carmai, K. A. A. Kassim, and Y. Ahmad. "Kinematics and Injury Analysis of Front and Rear Child Pillion Passenger in Motorcycle Crash." International Journal of Automotive and Mechanical Engineering 15, no. 3 (October 5, 2018): 5522–34. http://dx.doi.org/10.15282/ijame.15.3.2018.9.0424.
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The purpose of this work is to study the kinematics and injury of child pillion passenger from motorcycle-to-car crash tests. Two crash tests for rear and front child pillions were set up. The kinematics of dummies were analysed from accelerometer data and high speed camera pictures. The kinematics and injury mechanisms of the child passenger from both tests are significantly different. For the rear child pillion test, the rider impacted the car before the child passenger. Both rider and child were ejected upward. The child’s head motion was curvilinear towards the car structure. This results in severe head injury due to high HIC. The child sitting at front translated in the longitudinal axis of the motorcycle and impacted the car before the rider. The child’s torso strongly hit to the handlebar first then head hit the car. This results in low value of HIC. The child’s upper-body including neck were compressed between the car and the rider’s torso leading to high risk of severe thorax and neck injuries. The results reveal that the child sitting behind the rider has higher risk of severe head injury while the child sitting before the rider has higher risk of thorax and neck injuries.
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Ayres, Thomas J. "Analysis of Crash Reports for Recumbent Bicycles and Tricycles." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 1254–58. http://dx.doi.org/10.1177/1071181319631070.
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A survey collected 130 crash reports from riders of recumbent bicycles and tricycles, using questions and response categories consistent with data available for bicycle-associated injuries from the Consumer Product Safety Commission. From the results, it appears that recumbents and traditional bicycles are generally subject to the same crash contributory factors – primarily road conditions, rider behavior, and conflict with motor vehicles. Crashes with recumbent tricycles were more likely to involve riding on streets and conflicts with motor vehicles than for recumbent 2-wheelers. Comparison with data from an exposure survey suggest that 3-wheel recumbents may have considerably lower crash risk than 2-wheel recumbents.
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Ren, Jun, Yue Chen, Fenfen Li, Cheng Xue, Xiaoya Yin, Juanjuan Peng, Ji Liang, Qiming Feng, and Shumei Wang. "Road Injuries Associated With Cellular Phone Use While Walking or Riding a Bicycle or an Electric Bicycle: A Case-Crossover Study." American Journal of Epidemiology 190, no. 1 (July 31, 2020): 37–43. http://dx.doi.org/10.1093/aje/kwaa164.
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Abstract Vulnerable road users (pedestrians, bicyclists, and motorcyclists) account for an increasing proportion of traffic injuries. We used a case-crossover study design to examine the association between cell-phone usage and traffic injuries among pedestrians, bicyclists, and electric bicycle riders during the course of their travel. We studied 643 pedestrians, bike riders, and electric bike riders aged 10–35 years who were involved in a road injury, visited the emergency department in one of the 3 hospitals in Shanghai, China, in 2019, and owned a cell phone. Half of the participants (n = 323; 50.2%) had used a cell phone within 1 minute before the injury happened. A pedestrian’s or rider’s use of a mobile phone up to 1 minute before a road injury was associated with a 3-fold increase in the likelihood of injury (odds ratio = 3.00, 95% confidence interval: 2.04, 4.42; P < 0.001). The finding was consistent across subgroups by sex, occupation, reason for travel, mode of transportation, and location of injury. Use of a cell phone when walking or riding was associated with an increased risk of road injury. Measures should be taken to make people aware of this detrimental impact on the risk of road injury.
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Khamis, N. K., Baba M. Deros, and Mohd Zaki Nuawi. "A Preliminary Study on Motorcyclists' Perceptions of Fatigue Risk Factors." Applied Mechanics and Materials 471 (December 2013): 178–83. http://dx.doi.org/10.4028/www.scientific.net/amm.471.178.
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Fatigue can be defined as a feeling of drowsiness or sleepiness, tiredness, boredom, or an inability to focus and a mental sluggishness. The aim of the present study is to discover the general perceptions on fatigue risk factor of teenage motorcycle riders in an urban city in Klang Valley, Malaysia. Respondents provided feedback through questionnaires that were developed based on the Motorcycling Fatigue Model and other practices in existing empirical studies. In addition, the questionnaire highlights 18 statements that cover two main components, namely, vehicle or environment factors and rider factors. All the 60 respondents in this study habitually ride various types of motorcycles as their main transportation from and to their homes and offices. Findings indicate that poor road design is the primary contributor to fatigue, whereas driving early in the morning was the least contributor. Although the sample is quite small, the results of this study coincide with those of previous literature.
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Woo, Joo, So-Hyeon Jo, Gi-Sig Byun, Baek-Soon Kwon, and Jae-Hoon Jeong. "Wearable Airbag System for Real-Time Bicycle Rider Accident Recognition by Orthogonal Convolutional Neural Network (O-CNN) Model." Electronics 10, no. 12 (June 14, 2021): 1423. http://dx.doi.org/10.3390/electronics10121423.
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As demand for bicycles increases, bicycle-related accidents are on the rise. There are many items such as helmets and racing suits for bicycles, but many people do not wear helmets even if they are the most basic safety protection. To protect the rider from accidents, technology is needed to measure the rider’s motion condition in real time, determine whether an accident has occurred, and cope with the accident. This paper describes an artificial intelligence airbag. The artificial intelligence airbag is a system that measures real-time motion conditions of a bicycle rider using a six-axis sensor and judges accidents with artificial intelligence to prevent neck injuries. The MPU 6050 is used to understand changes in the rider’s movement in normal and accident conditions. The angle is determined by using the measured data and artificial intelligence to determine whether an accident happened or not by analyzing acceleration and angle. In this paper, similar methods of artificial intelligence (NN, PNN, CNN, PNN-CNN) to are compared to the orthogonal convolutional neural network (O-CNN) method in terms of the performance of judgment accuracy for accident situations. The artificial neural networks were applied to the airbag system and verified the reliability and judgment in advance.
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Afridi, Almas, Hamid Shahzad, Jamal Akhter, Muhammd Nouman, Shah Hussain, Rehmat Ullah Shah, Zeeshan Muhammd Jaffar, and Tariq Hayat. "Trends of Road Traffic Accidents: Patterns of Injuries in Road Traffic Accidents Victims: A study from Lady Reading Hospital MTI, Peshawar KPK." Pakistan Journal of Medical and Health Sciences 15, no. 8 (August 30, 2021): 2194–98. http://dx.doi.org/10.53350/pjmhs211582194.
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Background This study reflects the pattern of road traffic accidents and road traffic injuries sustained by RTA victims reporting to LRH MTI. Traffic volume, single and narrow roads is a big problem, traffic rules violation is another demon, lack of awareness, reluctance for the use of safety gears, underage vehicle drivers or rider with questionable driving/ riding skills and no license has worsen the injury pattern and more severe crashes here, putting pedestrians and biker at high risk. Aim: To know the different trends of road traffic accidents, most common victims and different patterns of injuries Methods This is hospital based analytical comparative study, which was conducted in the trauma section of Accident Emergency lady reading hospital MTI Peshawar KPK, during the tenure from May 2020 to November 2020. In this study 298 victims of road traffic accidents were assessed and analyzed from both genders and of all age groups. Results 298 victims of RTAs evaluated in our study. Most common mechanism involved pedestrian verses vehicle 40.3% followed by vehicle versus vehicle 28.6%, curiously in 5.3% of RTAs mechanism was unknown. Most of victims were males when compared with females, Males 86.3% and females 13.6%. children age group 0 -10 years makes 12.6%. Most common vehicle involved was a bike in 48%, followed by car 30% and then 3-wheelers (auto ricksha and Qing chi) 15.3% followed by crashes involving unknown vehicle 8% which is significantly high with all the victims severely wounded or unknown category. Most common victims were vulnerable road users (pedestrian and bike riders) 35% pedestrians and 31.6% bike riders. 11.3% of victims were passengers. Most common injury sustained was head injury38.5%(n=115), followed by lower limb injuries(n=105) 35.2% and polytrauma victims with chilling percentage of 9.3%. Conclusion There is a rising toll of road traffic injuries in and around Peshawar and majority being reported to emergency department LRH, MTI and it is major public health concern. Not only Pedestrians and bike rider are at threat but children of age group under 10 as well with high pedestrian mortality. If proper preventive steps not taken this will continue to rise causing significant death and disabilities. Keywords: Road traffic injuries, road traffic accidents, safety gears road traffic injury victims
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Stephens, A. N., J. Brown, L. de Rome, M. R. J. Baldock, R. Fernandes, and M. Fitzharris. "The relationship between Motorcycle Rider Behaviour Questionnaire scores and crashes for riders in Australia." Accident Analysis & Prevention 102 (May 2017): 202–12. http://dx.doi.org/10.1016/j.aap.2017.03.007.
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Faulkner, Steve H., and Philippa Jobling. "The Effect of Upper-Body Positioning on the Aerodynamic–Physiological Economy of Time-Trial Cycling." International Journal of Sports Physiology and Performance 16, no. 1 (January 1, 2021): 51–58. http://dx.doi.org/10.1123/ijspp.2019-0547.
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Purpose: Cycling time trials (TTs) are characterized by riders’ adopting aerodynamic positions to lessen the impact of aerodynamic drag on velocity. The optimal performance requirements for TTs likely exist on a continuum of rider aerodynamics versus physiological optimization, yet there is little empirical evidence to inform riders and coaches. The aim of the present study was to investigate the relationship between aerodynamic optimization, energy expenditure, heat production, and performance. Methods: Eleven trained cyclists completed 5 submaximal exercise tests followed by a TT. Trials were completed at hip angles of 12° (more horizontal), 16°, 20°, 24° (more vertical), and their self-selected control position. Results: The largest decrease in power output at anaerobic threshold compared with control occurred at 12° (−16 [20] W, P = .03; effect size [ES] = 0.8). There was a linear relationship between upper-body position and heat production (R2 = .414, P = .04) but no change in mean body temperature, suggesting that, as upper-body position and hip angle increase, convective and evaporative cooling also rise. The highest aerodynamic–physiological economy occurred at 12° (384 [53] W·CdA−1·L−1·min−1, ES = 0.4), and the lowest occurred at 24° (338 [28] W·CdA−1·L−1·min−1, ES = 0.7), versus control (367 [41] W·CdA−1·L−1·min−1). Conclusion: These data suggest that the physiological cost of reducing hip angle is outweighed by the aerodynamic benefit and that riders should favor aerodynamic optimization for shorter TT events. The impact on thermoregulation and performance in the field requires further investigation.
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Huertas-Leyva, Pedro, Giovanni Savino, Niccolò Baldanzini, and Marco Pierini. "Loss of Control Prediction for Motorcycles during Emergency Braking Maneuvers Using a Supervised Learning Algorithm." Applied Sciences 10, no. 5 (March 4, 2020): 1754. http://dx.doi.org/10.3390/app10051754.
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The most common evasive maneuver among motorcycle riders and one of the most complicated to perform in emergency situations is braking. Because of the inherent instability of motorcycles, motorcycle crashes are frequently caused by loss of control performing braking as an evasive maneuver. Understanding the motion conditions that lead riders to start losing control is essential for defining countermeasures capable of minimizing the risk of this type of crashes. This paper provides predictive models to classify unsafe loss of control braking maneuvers on a straight line before becoming irreversibly unstable. We performed braking maneuver experiments in the field with motorcycle riders facing a simulated emergency scenario. The latter involved a mock-up intersection in which we generated conflict events between the motorcycle ridden by the participants and an oncoming car driven by trained research staff. The data collected comprises 165 braking trials (including 11 trials identified as loss of control) with 13 riders representing four categories of braking skill, ranging from beginner to expert. Three predictive models of loss of control events during braking trials, going from a basic model to a more advanced one, were defined using logistic regressions as supervised learning methods and using the area under the receiver operating characteristic (ROC) curve as a performance indicator. The predictor variables of the models were identified among the parameters of the vehicle kinematics. The best model predicted 100% of the loss of control and 100% of the full control cases. The basic and the more advanced supervised models were adapted for loss of control identification with time series data, and the results detecting in real-time the loss of control events showed excellent performance as well as with the supervised models. The study showed that expert riders may maintain stability under dynamic conditions that normally lead less skilled riders to a loss of control or falling events. The best decision thresholds of the most relevant kinematic parameters to predict loss of control have been defined. The thresholds of parameters that typically characterize the loss of control such as the yaw rate and front-wheel lock duration were dependent on the rider skill levels. The peak-to-root-mean-square ratio of roll acceleration was the most robust parameter for identifying loss of control among all skill levels.
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Wang, Kou, and Song. "Identify Risk Pattern of E-Bike Riders in China Based on Machine Learning Framework." Entropy 21, no. 11 (November 6, 2019): 1084. http://dx.doi.org/10.3390/e21111084.
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In this paper, the risk pattern of e-bike riders in China was examined, based on tree-structured machine learning techniques. Three-year crash/violation data were acquired from the Kunshan traffic police department, China. Firstly, high-risk (HR) electric bicycle (e-bike) riders were defined as those with at-fault crash involvement, while others (i.e. non-at-fault or without crash involvement) were considered as non-high-risk (NHR) riders, based on quasi-induced exposure theory. Then, for e-bike riders, their demographics and previous violation-related features were developed based on the crash/violation records. After that, a systematic machine learning (ML) framework was proposed so as to capture the complex risk patterns of those e-bike riders. An ensemble sampling method was selected to deal with the imbalanced datasets. Four tree-structured machine learning methods were compared, and a gradient boost decision tree (GBDT) appeared to be the best. The feature importance and partial dependence were further examined. Interesting findings include the following: (1) tree-structured ML models are able to capture complex risk patterns and interpret them properly; (2) spatial-temporal violation features were found as important indicators of high-risk e-bike riders; and (3) violation behavior features appeared to be more effective than violation punishment-related features, in terms of identifying high-risk e-bike riders. In general, the proposed ML framework is able to identify the complex crash risk pattern of e-bike riders. This paper provides useful insights for policy-makers and traffic practitioners regarding e-bike safety improvement in China.
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Iungano, H. M., B. E. Lancaster, and I. Wolframm. "Relationship between performance strategies, resilience qualities, riding experience and competitive performance of show jumping riders." Comparative Exercise Physiology 15, no. 1 (February 21, 2019): 69–76. http://dx.doi.org/10.3920/cep180019.
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Equestrian sports are considered high in risk, and successful athletes must achieve resilience to recover from adversities inherent to their riding career. The objective of this study is to identify which factors present in show jumping riders are related to resilient abilities, and how they may be improved. 101 British competitive show jumping riders were asked to complete a questionnaire about their riding experience and to respond to two tests: (1) test of performance strategies (TOPS 3), which analyses the use of self-talk, emotional control, automaticity, goal setting, imagery, activation, relaxation, negative thinking and attention control; and (2) Connor-Davidson resilience scale (CD-RISC-10), which evaluates resilient abilities. Where available, competition results were also analysed. Resilience scores had positive correlations with ‘emotional control’ (r=0.518; P<0.001), and ‘emotional control’ had a positive predictive effect on resilience (χ2=8.508; P<0.005). There were indications of positive correlations between resilience and ‘activation’ (r=0.497; P<0.001), ‘automaticity’ (r=0.437; P<0.001), and of a negative correlation between resilience and ‘negative thinking’ (r=-0.416; P<0.001). Overall CD-RISC-10 mean value was 29.96. ‘Activation’ and ‘automaticity’ were more applicable for riders of higher perceived levels of skill. Responses suggest that ‘activation’ was employed more frequently by male than female riders (Z=-2.118; P<0.05), and that ‘negative thinking’ was more frequent in female than male riders (Z=-1.969; P<0.05). More significant correlations between performance strategies were found in professional (19) than in novice riders (5). Results indicate that the use of performance strategies may be beneficial in the development of resilience. In higher level riders, the development of one set of strategies tends to lead to the development of other strategies. The findings support that the ability to recover successfully from adversities may not be merely inherent, but also under individual control.
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Pham, Anh, Italo Dacosta, Bastien Jacot-Guillarmod, Kévin Huguenin, Taha Hajar, Florian Tramèr, Virgil Gligor, and Jean-Pierre Hubaux. "PrivateRide: A Privacy-Enhanced Ride-Hailing Service." Proceedings on Privacy Enhancing Technologies 2017, no. 2 (April 1, 2017): 38–56. http://dx.doi.org/10.1515/popets-2017-0015.
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AbstractIn the past few years, we have witnessed a rise in the popularity of ride-hailing services (RHSs), an online marketplace that enables accredited drivers to use their own cars to drive ride-hailing users. Unlike other transportation services, RHSs raise significant privacy concerns, as providers are able to track the precise mobility patterns of millions of riders worldwide. We present the first survey and analysis of the privacy threats in RHSs. Our analysis exposes high-risk privacy threats that do not occur in conventional taxi services. Therefore, we propose PrivateRide, a privacy-enhancing and practical solution that offers anonymity and location privacy for riders, and protects drivers’ information from harvesting attacks. PrivateRide lowers the high-risk privacy threats in RHSs to a level that is at least as low as that of many taxi services. Using real data-sets from Uber and taxi rides, we show that PrivateRide significantly enhances riders’ privacy, while preserving tangible accuracy in ride matching and fare calculation, with only negligible effects on convenience. Moreover, by using our Android implementation for experimental evaluations, we show that PrivateRide’s overhead during ride setup is negligible. In short, we enable privacy-conscious riders to achieve levels of privacy that are not possible in current RHSs and even in some conventional taxi services, thereby offering a potential business differentiator.
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Irani, Tara Michelle, Levi Procter, Carl Schulman, Lo Kaming, Edward Lineen, and Patricia Marie Byers. "A Look at Motorcycle Crash Recidivism and a Teachable Moment." Panamerican Journal of Trauma, Critical Care & Emergency Surgery 3, no. 2 (2014): 43–46. http://dx.doi.org/10.5005/jp-journals-10030-1086.
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ABSTRACT Background In 2000, the Florida helmet law was repealed despite unhelmeted riders being more likely to suffer serious and fatal injuries. Simultaneously, more Florida residents are riding. To reduce motorcycle crash (MCC) recidivism, we implemented a secondary prevention program by educating patients soon after a crash. We predicted a teachable moment that could be used to educate hospitalized riders regarding risk reduction. Study design Beginning July 2011, MCC patients at a Level 1 trauma center were prospectively studied and educated (>odds ratio = 18 years, Glasgow Coma Score = 15). Patients completed a survey containing questions about prior crashes, a pretest, a risk assessment/rider responsibility educational module at bedside, a post-test, and were contacted after 3 months to evaluate information retention, using post-test. A paired t-test and Wilcoxon signed-rank test were used to compare scores. Other proportion comparisons were compared using Chi-squared statistics (significance at p < 0.05). Results We screened 264 patients and consented 83. Males constituted 89% (mean age 34), 57 completed the module and 21 completed the follow-up post-test at 3 to 6 months (mean = 4.9). We identified a crash recidivism rate of 45% (35/77), with 71% of these crashes requiring hospitalization. Both immediate and follow-up post-tests revealed retention of safety information {baseline pretest, n = 57 [standard deviation (SD)] 3.53/6 (1.38); post-test, n = 57 (SD) 5.56/6 (0.78) p < 0.0001; follow-up test, n = 17 median interquartile range 5/6(1) p = 0.0009}. Conclusion Almost half of all MCC victims have been in previous crashes and could benefit from a secondary prevention educational program in trauma centers. Patients in MCCs can be provided a brief safety intervention to increase their knowledge of risk reduction management above baseline. How to cite this article Irani TM, Procter L, Schulman C, Kaming L , Lineen E, Byers PM. A Look at Motorcycle Crash Recidivism and a Teachable Moment. Panam J Trauma Crit Care Emerg Surg 2014;3(2):43-46.
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Luo, T. David, Michelle J. Clarke, Amy K. Zimmerman, Michael Quinn, David J. Daniels, and Amy L. McIntosh. "Concussion symptoms in youth motocross riders: a prospective, observational study." Journal of Neurosurgery: Pediatrics 15, no. 3 (March 2015): 255–60. http://dx.doi.org/10.3171/2014.11.peds14127.
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OBJECT Action motorsports, including motocross, have been gaining popularity among children and adolescents, raising concerns for increased risk of concussions in participating youth. The authors undertook this study to test the following hypotheses: 1) that there is a high rate of concussion symptoms associated with a number of preventable or adjustable risk factors, and 2) that a high percentage of these symptoms are not be reported to adults and medical personnel. METHODS The authors identified all motocross riders under the age of 18 at a regional racetrack during the riding season between May and October 2010. The participants completed questionnaires pertaining to demographic characteristics and variables associated with motocross. The questionnaire results were compared with the incidence of self-reported concussion symptoms. RESULTS Two hundred two riders were identified who met the criteria for participation in the study, and 139 of them completed the study questionnaire. Of these 139 riders, 67 (48%) reported at least 1 concussion symptom during the season. The majority of riders (98%) reported “always” wearing a helmet, and 72% received professional help with fitting of their helmets. Proper helmet fitting was associated with a 41% decreased risk of concussion symptoms (RR 0.59, 95% CI 0.44–0.81, p < 0.01). Sixty-six riders (47%) reported having received sponsor support for motocross participation. Sponsor support conferred a relative risk for concussion symptoms of 1.48 (95% CI 1.05–2.08, p = 0.02). CONCLUSIONS Nearly half of all motocross competitors under the age of 18 reported concussion symptoms. Preventive measures are necessary to limit the negative impact from concussions. The risk of concussive injury can be decreased for pediatric motocross riders if they receive professional help with proper helmet fitting and through implementation of stricter guidelines regarding sponsorship.
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Piantini, Simone, Alessandro Giorgetti, Niccolò Baldanzini, Cosimo Monti, and Marco Pierini. "Design of a Motorcycle Steering Damper for a Safer Ride." Machines 8, no. 2 (May 10, 2020): 24. http://dx.doi.org/10.3390/machines8020024.
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Powered-two-wheelers (PTWs) are increasingly popular because of their lower cost compared to cars, and therefore the riders’ exposure risk is increasing. Due to their complex dynamics characterized by high non-linearity and inherent instability, PTWs are more difficult to control compared to four-wheeled vehicles. Wobble is a high-frequency instability mode affecting the steering assembly of the PTW, and which often causes the rider to lose control and crash when it occurs. In this paper, we present the design of a new motorcycle semi-active steering damper integrated into the steering column and utilizing a magnetorheological fluid (MRF) for variable damping torque. An analytical model of the concept was first used to perform the preliminary sizing, followed by concept validation using a 3D FE multiphysics magnetic-fluid analysis. The final innovative design offers several advantages compared to traditional steering dampers: (i) a wide range of adjustable damping torque values, with a multiplication factor up to 10 with a maximum electrical current of 2 A; (ii) total integration into the motorcycle steering column enabled by its axial design and limited radius; (iii) a simple chamber geometry that allows for easy manufacture; (iv) longer seal life due to the absence of direct contact between seals and the MRF.
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Pollard, Danica, and John Duncan Grewar. "Equestrian Road Safety in the United Kingdom: Factors Associated with Collisions and Horse Fatalities." Animals 10, no. 12 (December 15, 2020): 2403. http://dx.doi.org/10.3390/ani10122403.
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Over 60% of UK horse riders report having experienced a road-related near-miss or accident. The aim of this study was to describe horse-related road incidents (n = 4107) reported to the British Horse Society (2010–2020) and to identify factors associated with higher odds of collisions with another vehicle and horse fatalities using multivariable logistic regression modelling. Drivers passed the horse too closely in 84.2% of incidents while road rage and speeding were reported in 40.3% and 40.1% of incidents, respectively. Close passing distance alone (odds ratio [OR] 18.3, 95% confidence interval [CI] 6.5, 51.6) or in combination with speeding (OR 4.4, CI 1.7, 11.7) was associated with higher collision odds compared to speeding alone. Speeding was, however, associated with higher horse fatality odds (OR 2.3, CI 1.2, 4.6). Wearing high visibility clothing reduced odds of collision (OR 0.2, CI 0.1, 0.4). A fatal injury to a horse was almost 12 times as likely to result in severe to fatal rider/handler injury. Loose horses contribute significantly to road-related horse fatalities. Driver behaviour of how to pass horses safely on UK roads needs further improvement and will help reduce the risk of collisions and horse and human fatalities.
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Möller, Holger, Teresa Senserrick, Kris Rogers, Chika Sakashita, Liz de Rome, Soufiane Boufous, Carine Davey, Patricia Cullen, and Rebecca Ivers. "Crash risk factors for novice motorcycle riders." Journal of Safety Research 73 (June 2020): 93–101. http://dx.doi.org/10.1016/j.jsr.2020.02.003.
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Davies, E., J. Ennis, and R. Collins. "Psychological responses of elite young riders to the injury of their horses." Comparative Exercise Physiology 14, no. 3 (September 6, 2018): 189–98. http://dx.doi.org/10.3920/cep180007.
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Sport is considered a high-risk environment for athletes sustaining injury. Athletes are known to experience negative psychological responses to injury, which can destabilise identity. For athletes, identity is typically constructed around participation in sport, and after injury this identity can be threatened. Within equestrian sport, the addition of a partner athlete also at risk of injury presented a unique circumstance for investigation. The purpose of the present study was to investigate the psychological responses of elite young riders (YR) to the injury of their horses. Five riders competing internationally at YR level for dressage, show jumping and eventing were interviewed about their experiences when their horse suffered serious or career-ending injuries. Interview questions explored athletes’ careers, initial reactions to injury, coping mechanisms and return to elite competition. Thematic analysis revealed that riders re-evaluated their identity as elite athletes and experienced a significant sense of loss when their horses became injured. This appraisal of loss led to YR’s experiencing denial and guilt at the onset of injury akin to personal injury in athletes. As riders perceive the horse as part of the ‘athlete’ package, they are at heightened risk of injury-related psychological stress when compared to other individual athletes. Riders reported mixed views on common sources of social support, suggesting a need for pre-emptive coping education in addition to intervention resources within equestrian sport to minimise the psychological impact of injury, particularly at YR level.
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Zheng, Yubing, Yang Ma, Lixin Guo, Jianchuan Cheng, and Yunlong Zhang. "Crash Involvement and Risky Riding Behaviors among Delivery Riders in China: The Role of Working Conditions." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (April 2019): 1011–22. http://dx.doi.org/10.1177/0361198119841028.
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Delivery riders (usually e-bike riders employed in the delivery industry), an emerging occupation as a result of the booming of online commerce in China, have attracted social controversies for the prevalence of unsafe riding and high rates of crash involvement. Given their ever-increasing number and stressful working conditions, more attention should be paid to safety issues involving delivery riders. To illuminate the role of working conditions in influencing safety-related risks of delivery riders, this cross-sectional study was conducted among 824 delivery riders, who answered a self-administered questionnaire gathering information about their demographics, working conditions, riding behaviors, and crash involvement. A mixed probit model of the number of crashes involving riders that allowed for hierarchical relationships between the latent variables identified (i.e., time pressure, fatigue, risky riding behaviors) was employed to determine the underlying association between factors surveyed. The results portrayed a picture of worrisome working conditions for delivery riders. Respondents reported an average of 9.1 daily working hours with insufficient rest. Frequent stair climbing, route planning, and disputes with customers also added to their physical and mental workload. The tested model indicated that a heavy workload, feelings of fatigue, as well as risk-taking behaviors all exerted direct and significant impacts on the involvement in crashes, and time pressure as well as several work-related traits affected crash involvement indirectly, through influencing riders’ feeling of fatigue and riding behaviors. Findings of this study may provide an empirical basis for road safety interventions for delivery riders in China.
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Tafreshian, Amirmahdi, Neda Masoud, and Yafeng Yin. "Frontiers in Service Science: Ride Matching for Peer-to-Peer Ride Sharing: A Review and Future Directions." Service Science 12, no. 2-3 (June 2020): 44–60. http://dx.doi.org/10.1287/serv.2020.0258.
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As a consequence of the sharing economy attaining more popularity, there has been a shift toward shared-use mobility services in recent years, especially those that encourage users to share their personal vehicles with others. To date, different variants of these services have been proposed that call for different settings and give rise to different research questions. Peer-to-peer (P2P) ride sharing is one such service that provides a platform for drivers to share their personal trips with riders who have similar itineraries. Unlike ride-sourcing services, drivers in P2P ride sharing have their own individual trips to make and are not driving for the sole purpose of serving rider requests. Unlike traditional carpooling, P2P ride sharing can serve on-demand and one-time trip requests. P2P ride sharing has been identified as a sustainable mode of transportation that results in several individual and societal benefits. The core of a P2P ride-sharing system is a ride-matching problem that determines ride-sharing plans for users. This paper reviews the major studies on the operations of P2P ride-sharing systems, with a focus on modeling and solution methodologies for matching, routing, and scheduling. In this paper, we classify ride-sharing systems based on their operational features and review the existing methodologies for each class. We further discuss a number of important directions for future research.
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O’Donovan, Siobhan, Corinna van den Heuvel, Matthew Baldock, and Roger W. Byard. "Obesity and age as factors in leg amputations in fatal motorcycle crashes." Medicine, Science and the Law 60, no. 1 (October 25, 2019): 26–29. http://dx.doi.org/10.1177/0025802419884748.
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The autopsy files at Forensic Science South Australia were searched over an 11-year period from January 2008 to December 2018 for all cases of motorcycle fatalities in which there had been lower-limb amputations. Six cases were identified, consisting of five male riders and one female pillion passenger. The age range was 48–67 years (average 59 years), which was significantly older than the control group (40.6 years; p < 0.01). All the decedents were overweight, with a body mass index (BMI) of 28.7–43.5 kg/m2 (average 34.9 kg/m2), which again was significantly greater than the control group (28.8 kg/m2; p < 0.05). Five of the incidents involved a collision between a motorcycle and a motor vehicle; the remaining case involved a collision with a tree. Five of the amputations were on the right side in the motorcycle-vehicle impacts, and they varied in severity from loss of a foot to a hind-quarter amputation. There was a single left lower-leg amputation which occurred during the collision with a tree, which was beside the road on the motorcyclist’s left. This study has shown that motorcyclists at greatest risk of lower-limb/pelvis amputations are older than the average rider with higher BMIs. This may be significant information given the increase in both BMI and age in many populations.
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Evans, Vicki. "Newton’s Laws, G-forces and the Impact on the Brain." Journal of Neurological and Neurosurgical Nursing 8, no. 3 (September 2019): 133–37. http://dx.doi.org/10.15225/pnn.2019.8.3.6.
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The thrill to go fast and push boundaries is something that many seek. From John Stapp’s rocket sled at Edwards Air Force Base in the late 1950’s to todays’ Formula 1 drivers, the “need for speed” is broadcast across TV screens weekly. So too are the horror stories of crashes, many at over 300 km/hr. Yet “need for speed” continues. It appears that the higher and faster the rollercoaster, the better. This leads to several questions. How does the brain stand up to speed and G-forces? Do Newton’s Laws still have reference in today’s world? There has been much attention in the general press on the possibility that high G-force roller-coasters are inducing brain injury in riders. However, research does not wholeheartedly support this notion, but rather the risk of brain injury from a rollercoaster is not in the rides, but in the rider — caused by previously undetected brain or neck conditions. That said there is some truth that high G-forces do affect the brain at a chemical and structural level. This paper will discuss the mechanism of head injury at speed and generally what Newton’s Law means in a neurological setting in todays’ world. Formula 1 racing and rollercoaster rides will be evaluated within a neuroscience context. (JNNN 2019;8(3):133–137) Key Words: concussion, head injury, Newton’s laws, Formula 1
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Lot, R., M. Massaro, and R. Sartori. "Advanced motorcycle virtual rider." Vehicle System Dynamics 46, sup1 (September 2008): 215–24. http://dx.doi.org/10.1080/00423110801935822.
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Fonseca, A. H., M. G. Ochsner, W. J. Bromberg, and D. Gantt. "All-Terrain Vehicle Injuries: Are They Dangerous? A 6-Year Experience at a Level I Trauma Center after Legislative Regulations Expired." American Surgeon 71, no. 11 (November 2005): 937–41. http://dx.doi.org/10.1177/000313480507101107.
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All-terrain vehicles (ATVs) have increased in popularity and sales since 1971. This rise in popularity led to an increase in injuries resulting in voluntary industry rider safety regulations in 1988, which expired without renewal in 1998. Our purpose was twofold, to determine the incidence and severity of ATV injuries in our patient population and what, if any impact the safety regulations had. To further characterize the risk of ATV use, we compared them to a vehicle generally recognized as dangerous, the motorcycle (MC). Our trauma registry was reviewed from January 1998 through August 2004 for ATV or MC injured. Data collected included age, gender, mortality, Injury Severity Score (ISS), helmet use, and injury distribution. These were compared to our data from the decade of regulation. There were 352 MC and 221 ATV patients. ATV injured demonstrated a higher proportion of pediatric and female patients ( P < 0.001 and P < 0.01, respectively), a decrease in helmet use (8.6% vs 64.7%, P < 0.001), and increased closed head injuries (CHI) (54.2% vs 44.9%, P < 0.05) compared with MC injured. ISS and mortality were similar. The average number of patients from 1988 to 1998 was 6.9/yr compared to 31.6/yr ( P < 0.001) during 1998–2004 with equal ISS. Our data show that there has been a dramatic and progressive increase in the number of ATV crashes since expiration of industry regulations. ATVs are as dangerous as MCs based on patient ISS and mortality. There are significantly more children and women injured on ATVs. The lower rate of helmet use in ATVs may account for the significantly greater incidence of CHI. These data mandate the need for injury prevention efforts for ATV riders, in particular children, through increased public awareness and new legislation.
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Fraser, Michelle, Lynn B. Meuleners, Kyle Chow, and Mark R. Stevenson. "Distracting and risky behaviours while cycling: a comparison of group and non-group riders in Western Australia." Injury Prevention 24, no. 6 (August 19, 2017): 405–10. http://dx.doi.org/10.1136/injuryprev-2017-042397.
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BackgroundUse of mobile phones and portable audio equipment and alcohol are known to negatively affect cycling ability. Evidence suggests that cyclists may be less likely to engage in these behaviours while riding in a group; however, it is unknown whether group riders are also at reduced risk when participating in non-group riding.ObjectiveTo examine the association between group riding participation and the use of mobile phones and portable audio equipment and alcohol while non-group riding in Perth, Western Australia.MethodsA cross-sectional analysis of an online questionnaire was undertaken. Group and exclusive non-group riders were compared and separate binary logistic regression models were used to examine the association between group riding participation and the use of mobile phones and portable audio equipment and alcohol while non-group riding, controlling for gender, age, education and frequency of non-group riding.ResultsParticipants included 365 cyclists: 187 exclusive non-group riders (51.2%) and 178 group riders (48.8%). Group riders were less likely to have possibly cycled while over the legal blood alcohol limit in the past 12 months (OR: 0.56, 95% CI 0.34 to 0.92) and were less likely to ever use portable audio equipment (OR: 0.57, 95% CI 0.34 to 0.94) than exclusive non-group riders, while participating in non-group riding. Group riding status was not associated with mobile phone use.ConclusionsThis study provides early evidence that there may be differences between group and non-group riders that impact on their safety behaviours while participating in non-group riding.
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KATAYAMA, T., A. AOKI, and T. NISHIMI. "Control Behaviour of Motorcycle Riders." Vehicle System Dynamics 17, no. 4 (January 1988): 211–29. http://dx.doi.org/10.1080/00423118808968903.
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O’Hern, Steve, Nora Estgfaeller, Amanda Stephens, and Sergio Useche. "Bicycle Rider Behavior and Crash Involvement in Australia." International Journal of Environmental Research and Public Health 18, no. 5 (March 1, 2021): 2378. http://dx.doi.org/10.3390/ijerph18052378.
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This research investigated how behaviours and attitudes of bicycle riders influence crash frequency and severity. The study recruited 1102 Australian bicycle riders for an online survey. The survey comprised questions on demographics, frequency of riding and the number and severity of traffic crashes during the last five years. The survey included the Cycling Behaviour Questionnaire and the Cyclist Risk Perception and Regulation Scale. Overall, there were low levels of errors and violations reported by participants indicating that these behaviours were on average never or rarely exhibited while riding a bicycle. Conversely, participants reported high levels of engagement in positive behaviours and reported high levels of traffic rule knowledge and risk perception. Higher rates of violations and errors were associated with increased crash likelihood, while higher rates of positive behaviours were associated with reduced rates of crash involvement in a period of 5 years. The findings highlight the relationship between errors, total crashes and crash severity Further promotion of positive behaviours amongst riders may also help to reduce the risk of crashes.
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Liaw, Frank, Siddharth Govilkar, Timothy Woo, Ingrid Britton, Bishoy Youssef, and Justin Lim. "Injury Patterns of Equine-Related Trauma." Open Orthopaedics Journal 13, no. 1 (March 28, 2019): 130–35. http://dx.doi.org/10.2174/1874325001913010130.
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Introduction:Equestrian sports are popular in the United Kingdom (UK), with approximately 2.7 million people of all ages participating in equine-related sports in 2015. These sports are not without risk; the position of the mounted rider puts them at risk of injuries sustained by fall from a height, compounded by movement at speed. The aim of this study was to characterise demographics and injury patterns of equine-related trauma presentations at a major trauma centre in the UK.Methods:From a trauma admissions database and electronic search of radiology requests including keywords “equine”, “equestrian”, “horse”, and “pony” with cross-referencing from ICD-10 coding, 144 patients were identified to have presented to an adult major trauma centre with equine-related injuries from falls while mounted over a 3-year period.Results:Females accounted for 86% of patients (n = 123). The most common presenting age group was age 20-29, but most injuries occurred with patients of ages 50-59. Spinal injuries accounted for 41% (n = 69) of all injuries and occurred in a similar proportion in all age groups. Upper limb injuries accounted for 100% of injuries in those aged 0-9. 39% (n = 56) of patients required operative management for their injuries.Conclusion:We have been able to identify which body zones of injury are more at-risk in equine-related sports following falls from mounted riders, and recognize how certain injury patterns may be more prevalent in particular age groups. Spinal injuries have been demonstrated to be a new leading zone of injury, possibly due to stricter legislation from government and industry leading to the relative reduction of head injuries. Reducing the number and severity of these injuries will not only improve patient outcomes but reduce the burden on the healthcare system.
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Widiasih, Ni Putu Sri. "TINJAUAN YURIDIS TERHADAP PERILAKU PENGGUNA HELM DI UNIVERSITAS HALUOLEO." Jurnal Hukum Volkgeist 2, no. 2 (April 14, 2018): 105–18. http://dx.doi.org/10.35326/volkgeist.v2i2.106.
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Violations committed by motorists with not using a helmet shows compliance (compliance) are low traffic rules as regulated in section 57 subsection (2) of Act No. 22 of year 2009 about traffic Transport and streets. This type of research is conducted with the normative-legal research efforts are empirical. The research results showed that the factors cause motorists not wearing a helmet at the cross roads and surrounding A H.E. Mokodompit still in Kecamatan Kambu is a factor of consciousness and behavior, because almost all violations and traffic accidents on the road sekitasrnya and H.E. à Mokodompit that Kecamatan Kambu is still in its primary cause is the rider. These factors gave rise to differences of level of knowledge and/or understanding of the people against the prevailing rules resulted in a disparity that potentially gave rise to traffic problems in particular knowledge of the importance of the benefits the use of helmets for motorbike riders of vehicles that do not wear a helmet, both between road users themselves as well as between road users with apparatus that served to carry out law enforcement on highways, environmental factors contribute active in creating behavior-behavior that deviates. The citizens of the society like the breach of rules that have been set out in the legislation are likely to form a bad or aberrant personality on the individual efforts being done Satlantas Polres Kendari in tackling traffic offences caused by motorcyclists not wearing a helmet at the cross streets of H.E. à Mokodompit is by way of enforcing methods of pre-emptif, is an effort or prevention efforts against irregularities.
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Ibsen, Flemming, Laust Høgedahl, and Steen Scheuer. "Free riders: the rise of alternative unionism in Denmark." Industrial Relations Journal 44, no. 5-6 (August 12, 2013): 444–61. http://dx.doi.org/10.1111/irj.12027.
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Chen, Sy-Jou, Chih-Yi Chen, and Mau-Roung Lin. "Risk factors for crash involvement in older motorcycle riders." Accident Analysis & Prevention 111 (February 2018): 109–14. http://dx.doi.org/10.1016/j.aap.2017.11.006.
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Rowell, S., A. A. Popov, and J. P. Meijaard. "Optimal control to modelling motorcycle rider steering: local versus global coordinate systems in rider preview." Vehicle System Dynamics 48, no. 4 (April 2010): 429–56. http://dx.doi.org/10.1080/00423110902815238.
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Meredith, Lauren, Robert Ekman, and Robert Thomson. "Horse-related incidents and factors for predicting injuries to the head." BMJ Open Sport & Exercise Medicine 4, no. 1 (August 2018): e000398. http://dx.doi.org/10.1136/bmjsem-2018-000398.
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ObjectivesHead injuries are the leading cause of death in horse-related injury events and, even since the introduction of helmets, represent a sizeable proportion of all horse-related injuries. Falls from horseback and kicks to the head are the most frequent type of incident causing head injuries, but it is unknown whether these incidents are predictors of head injury. This study aimed to investigate head injuries and the association between incident type and head injury.MethodRetrospective review of 7815 horse-related injury events was conducted. Data were gathered from hospitals, local healthcare centres and public dental services in Skaraborg, Sweden. Binary logistic regression was used to analyse the association between the incident type and occurrence of head injury while controlling for risk factors.ResultsApproximately 20% of riders sustained a head injury, mostly soft tissue injuries (56.3%) and concussions (33.4%). A fall from or with the horse was the primary cause of head injury (63.9%). Those who fell from a carriage or other height or who were injured through contact with the horse had no difference in the likelihood of head injury when compared with those that fell from or with the horse. However, those who sustained an injury without any horse contact had lower odd of head injury (OR: 0.640, p<0.00005, 95% CI 0.497 to 0.734). Additionally, the older the rider, the lower the odds of head injury (OR=0.989, p<0.00005, 95% CI 0.985 to 0.993).ConclusionImproved protection for those suffering falls from horseback as well as those who are kicked in the head should be investigated.
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Evans, Vaughan. "Death and Injury in Motorcycle Accidents: The Utilisation of Technology to Reduce Risk." Journal of Road Safety 32, no. 2 (May 1, 2021): 49–56. http://dx.doi.org/10.33492/jrs-d-21-00004.
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In the early 1970s in Great Britain, the fatality rate for motorcyclists was twenty times that for a car driver, this relative risk has widened to around fifty in modern times. Motorcycling has not become more hazardous, rather a modest decline in the fatality rate over four decades has been eclipsed by a considerably greater reduction in the rate for car drivers. Travel by car has become safer, with seatbelts, a rigid safety cell and crumple zones, airbags, head restraints, energy-absorbing steering wheels, and shatter-resistant windscreens, all contributing to risk reduction. A motorcyclist, conversely, on most modern machines, has none of these features, with the crash helmet being the only safety feature generally adopted by motorcyclists over the last half century. The risk inherent in motorcycling could be reduced to a similar level as car travel by a radical re-design of the motorcycle to include a rigid safety cell, clad in energy absorbing deformable material, coupled with a rider restraint system. Less radical technological changes that could reduce the risk of injury, or death, include fitted anti-lock braking systems, ideally with integrated stability control, and an integral impact-activated airbag may arrest the forward motion of a rider in frontal impact conditions. The relatively simple measure of increased rider and/or machine conspicuousness can reduce the risk of certain accidents.
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Massaro, M. "A nonlinear virtual rider for motorcycles." Vehicle System Dynamics 49, no. 9 (September 2011): 1477–96. http://dx.doi.org/10.1080/00423114.2010.521843.
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