Cyclists Research Articles

Predicting pedestrian crosswalk behavior using Convolutional Neural Networks

Objective Pedestrian accidents contribute significantly to the high number of annual traffic casualties. It is therefore crucial for pedestrians to use safety measures, such as a crosswalk, and to activate pedestrian signals. However, people often fail to activate the signal or are unable to do so – those who are visually impaired or have occupied hands may be unable to activate the system. Failure to activate the signal can result in an accident. This paper proposes an improvement to crosswalk safety by designing a system that can detect pedestrians and trigger the pedestrian signal automatically when necessary. Methods In this study, a dataset of images was collected in order to train a Convolutional Neural Network (CNN) to distinguish between pedestrians (including bicycle riders) when crossing the street. The resulting system can capture and evaluate images in real-time, and the result can be used to automatically activate a system such as a pedestrian signal. A threshold system is also implemented that triggers the crosswalk only when the positive predictions pass the threshold. This system was tested by deploying it at three real-world environments and comparing the results with a recorded video of the camera’s view. Results The CNN prediction model is able to correctly predict pedestrian and cyclist intentions with an average accuracy of 84.96% and had an absence trigger rate of 0.037%. The prediction accuracy varies based on the location and whether a cyclist or pedestrian is in front of the camera. Pedestrians crossing the street were correctly predicted more accurately than cyclists crossing the street by up to 11.61%, while passing (i.e., non-crossing) cyclists were correctly ignored more than passing pedestrians, by up to 18.75%. Conclusion Based on the testing of the system in real-world environments, the authors conclude that it is feasible as a back-up system that can complement existing pedestrian signal buttons, and thereby improve the overall safety of crossing the street. Further improvements to the accuracy can be achieved with a more comprehensive dataset for a specific location where the system is deployed. Implementing different computer vision techniques optimized for tracking objects should also increase the accuracy.

FESTIVAL EPIDEMIC ; AN EPIDEMIOLOGICAL STUDY OF PATIENTS ATTENDING EMERGENCY DEPARTMENT ON AN UTTARAYAN FESTIVAL, IN THE INSTITUTE OF TRAUMATOLOGY AND ORTHOPAEDICS, SMS HOSPITAL, JAIPUR.

Aim and Objectives : To assess the mode , pattern of injury and burden of traumatic patients in emergency department of level 1 trauma center, on a specic festival . This was an epidemiological study conducted on an utta Materials and Methods : rayan festival ( 12 January to 16 January 2023 ) with patient attending in emergency department , Institute of traumatology and Orthopedics, Sawai Man Singh Hospital, Jaipur, Rajasthan . Study group consisted of 670 patients . Inclusion criteria: injured patients of all age groups who were directly associated with festival in form of injury by thread of kite ( cut by manja ) or fall from height while ying kite on festival , attending in emergency department . 602 ( Results & Discussion: 89.85 % ) patients were injured by thread of kite (cut by manja) and 68 (10.15 %) patients were injured due to fall from height while ying kite . Ratio of male : female was 2.9:1, study shows male predominance and maximum patients (39.40 %)were injured in 16-30 years age group. Common mode of injury was cut by manja and belong to green category which were treated in emergency minor OT and discharged. 27 ( 4.02 % ) patients belonged to red category, 9 injured by thread of kite and 18 injured due to fall from height . All 27 patients required admission after primary assessment and 7 needed urgent surgery, (4 patient cut by manja and 3 fall from height) , 2 patient survived and 2 expired ( within 48 hour ) after surgery due to deep neck cut (red category). 11 patients were brought dead . Patients having deep neck cut by thread belong to red and Black category, age of all patients were below the 10 years. Patient with history of fall from height were from all age groups. we can Conclusion: decrease the number of cases in festival epidemic by wearing helmet , tie scarf around neck , avoid child sitting in front of bike rider and creating awareness among population regarding such festive epidemics, one can decrease burden of trauma patients landing up in emergency department .

Isolated right peroneal mononeuropathy after silent SARS-CoV-2 infection in a child: Case report and review of the literature

Introduction: Peroneal neuropathy is considered as the most common mononeuropathy of the lower extremities, albeit with limited medical documentation. Risk factors include local injuries or recurrent minor trauma, surgery, weight loss, habitual leg crossing, other prolonged postures, or application of inappropriately fitted orthopedic devices that lead to uninterrupted pressure at the fibular head, intoxication, bicycle riding, prolonged anesthesia, lengthy hospitalization, other underlying neuropathies, diabetes mellitus, exposure to cold and irradiation and infection by neurotropic viruses. Case Report: We present a 4-year-old non-immunocompromised boy with an isolated right foot drop. At presentation, he had a characteristic walking that resulted from the inability to bend his right foot upward at the ankle. The foot drop developed gradually over the last week and was not accompanied by other symptoms. A careful history and appropriate serologic and imaging studies ruled out common causes of peroneal neuropathy except for SARS-CoV-2. Indeed, a high titer of specific IgG antibodies to this new coronavirus was detected, despite no history of prior immunization. Conclusion: Peroneal neuropathy may represent one of the many neurological sequelae of infection with SARS-CoV-2; physicians should be aware of this.

A barrier too far: Understanding the role of intersection crossing distance on bicycle rider behavior in Chicago

For a variety of environmental, health, and social reasons, there is a pressing need to reduce the automobile dependence of American cities. Bicycles are well suited to help achieve this goal. However, perceptions of rider safety present a large hindrance toward increased bicycle adoption. These perceptions are largely influenced by the design of our current road infrastructure, including the crossing distances of large intersections. In this paper, we examine the role of intersection crossing distances in modifying rider behavior through the construction of a novel dataset integrating street widths and probable trip routes from Chicago’s Divvy bikeshare system. We compare real trips to synthetic trips that are not influenced by the width of intersections and exploit behavior differences that result from the semi-dockless nature of the bikeshare system. Our analysis reveals that bikeshare riders do avoid large intersections in limited circumstances; however, these preferences appear to be heavily outweighed by the relative spatial positions of origins and destinations (i.e., the urban morphology of Chicago). Our results suggest that specific infrastructural investments such as protected intersections could prove feasible alternatives to reduce the perception and safety concerns associated with large road barriers and enhance the attractiveness of non-motorized mobility.

Expanding the Capabilities of Automotive Radar for Bicycle Detection With Harmonic RFID Tags at 79/158 GHz

Although traffic safety continues to improve overall, fatalities of vulnerable traffic participants and pedal cyclists specifically have reached 30-year highs. While automotive radar sensors continue to advance and are integrated in more and more vehicles, they are not ideally suited to detect pedal cyclists, especially in complicated traffic scenarios. To mitigate the problem of the lower radar-cross Section (RCS) of the cyclist, equipping them with harmonic radio frequency identification (RFID) tags is proposed. The presented system showcases the benefits of this approach by being able to conduct conventional automotive radar measurements and detect tags simultaneously. In this work, we present the printed-circuit boards (PCBs) and the necessary chipset, while especially focusing on the design of a power-efficient harmonic RFID tag. By improving the gain per current of an amplifier chain, the tag enables a range sufficient for urban scenarios while consuming little enough current to be powered by battery-operated lights. This enables the detection of pedal cyclists even in complicated scenarios at a distance of up to 80 m.

Sports-related traumatic brain injuries and acute care costs in children

ObjectiveTo estimate traumatic brain injuries (TBIs) and acute care costs due to sports activities.MethodsA planned secondary analysis of 7799 children from 5 years old to <18 years old with head...

Investigating Bicycle Riding as A Means of Green Mobility in Mubi Metropolis, Nigeria

The growing concerns about environmental sustainability and urban congestion have necessitated the promotion of green mobility options to become imperative in modern urban planning. This research explores the potential of bicycles as a sustainable transportation option in the Mubi metropolis, considering its unique geographical, socio-economic, and cultural context. Using a mixed-methods approach, the study gathered qualitative and quantitative data to understand local perceptions, attitudes, and barriers toward bicycle adoption. The findings revealed that the majority of the respondents frequently ride bicycles for various purposes, such as exercise, commuting to work, markets, farms, and schools. Bicycle ownership was found to be higher among the unemployed, but its ridership was greater among the employed. Males were more likely to own and ride bicycles than females. Affordability, health benefits, and congestion avoidance were identified as the top reasons for choosing cycling over other modes of transport. The research also highlighted several challenges associated with bicycle riding, including unsafe parking spaces, theft cases, accidents, injuries, and poor infrastructure conditions. To overcome these challenges, the study suggested measures such as wearing helmets, obeying road signals, and improving road design and safety measures. The research offers valuable insights for policymakers and urban planners in Mubi and similar regions to develop strategies that promote bicycle usage while addressing traffic congestion and air pollution. By advocating bicycle riding as a green mobility alternative, this research aims to improve the overall livability, health, and sustainability of the Mubi metropolis. It also serves as a potential model for other cities facing similar environmental and transportation challenges, contributing to the development of sustainable mobility plans that prioritize environmentally friendly transportation options. Ultimately, the study strives to inspire a transformation towards a greener, more resilient urban transportation system in Mubi and beyond.

Bike rides, sporting races: new amusements in the city of São Paulo (1896-1925)

RESUMO O presente artigo pretende investigar a inserção da bicicleta na cidade de São Paulo para compreender como os singelos passeios foram, aos poucos, tendo a companhia das primeiras corridas esportivas. Para tanto foram utilizados como fontes jornais da época e memorialistas, no período delimitado entre os anos de 1895 a 1925. A análise das fontes constituídas indicou uma relação da bicicleta com o ideário urbano emergente na capital do estado de São Paulo, a mobilidade e liberdade inédita que o artefato possibilitou ao sexo feminino, o papel da vestimenta numa cultura relativa à bicicleta, bem como uma crescente esportivização do andar de bicicleta em virtude do crescimento da cidade. A título de conclusão, o artigo aponta que a presença do artefato de duas rodas e das corridas em São Paulo, na virada do século XIX para o XX, contribuiu significativamente na formação de gestualidades atléticas e performáticas nos indivíduos que interagiram com as bicicletas.

Behavior and Psychological Analysis of Electric Bike Rider Turning Left to Cross the Street at Signal Intersections

As a more convenient and environmentally friendly green way of travel, electric bicycle has shown a rapid development trend in many cities in China in recent years [1-3], the impact on urban traffic is also increasing, especially in the signal intersection with traffic flow, electric vehicles is an important factor affecting the capacity of signal intersection, and the illegal behavior of electric vehicles is widespread, which has become one of the main causes of traffic accidents. This paper uses the combination of video survey method and questionnaire survey method to analyze the behavior and psychology of the motorcyclists with the left turn of the signal intersection. First, the field video survey is used to collect the behavior data of the riders, and then the questionnaire survey is used to analyze the psychological activities of the riders, and to compare the actual behavior results with the psychological analysis results, so as to establish the connection between behavior and psychology. To optimize the traffic and improve traffic safety and strengthen the standard management.

Behavior and Psychological Analysis of Electric Bike Rider Going Straight to Cross the Street at Signal Intersections

As an important part of China’s transportation means, electric vehicles have an important impact on China’s traffic environment and traffic safety, and the straight violation behavior of electric vehicles is widespread, which has become one of the main causes of traffic accidents. This paper uses the video method to observe the behavior of electric cyclists crossing the street and study the characteristics, and analyzes the behavior of running a red light in the process of going straight across the street. Using questionnaire survey to collect cyclist’s psychological data, understand the different rider in the street psychological state, the classification of various psychological activities, analysis of different psychological activities on the influence of the rider behavior choice, establish behavior and psychological contact, find measures to improve traffic safety, and help for reasonable standardization management.

Visualization of Attention Distraction Points obtained by Modelling and Analysis of an Intelligent Bicycle Assistant System

Multimodal data based attention analysis, evaluation and visualization is currently predominant in various domains. The SmartHelm Project aims to present results from new kinds of data such as distraction from cargo bike riders in regular logistics processes. Because of regulatory and legal constraints there was no data collected in real traffic scenarios so far, therefore an alternative methodology is implemented in this work. ‘Pseudo distractions’ generated through four random numbers denoting the distraction type encoded with GPS information obtained from experiments are visualized on a map. To gain more knowledge about real distractions, the feedback gained from interviews with experts and riders in city logistics is visualized on a map to show hotspots in the city. SmartHelm test studies gathered first biophysical data based on Electroencephalography (EEG) and eye-tracking. This paper describes how this data is processed and how the related data management system will be used for the data obtained from forthcoming inner city studies. The outlook describes how we aim to publish biophysical data on an open data platform and to present the data analysis results on a dashboard.

Development of a Smart Wireless System for Safety of Bike Riders

Development of a Smart Wireless System for Safety of Bike Riders

Pediatric injury due to wheeled recreational devices: a single-institution retrospective study

BackgroundInjuries are the number one cause of death in children and cause significant morbidity. Common scenarios for injury include wheeled recreational devices (WRDs) that allow children to be mobile and independent (example ATV-all terrain vehicles, dirt bikes, bicycles, skateboards, and scooters). We present a case series review of these external causes of injury. This study aims to evaluate epidemiologic trends in WRD injuries and patterns in usage of protective gear.ResultsA total of 263 patients were identified as meeting criteria for inclusion with the following causes of injuries-103 bicycle, 73 ATV, 27 dirt bike, 14 skateboard, 13 motorcycle, 7 go carts, 3 hover board, 3 roller skates, 1 dune buggy, 1 motor scooter, 1 rip stick, and 1 tractor toy. Ages of patients ranged from 2 to 18 years of age with the greatest range being noted for bicycles (2–17 years) and motorcycles (3–18 years). The mean age was higher for motorcycle and skateboard (12.9 and 11.6, respectively) and lowest for scooter and bicycle (8.3 and 9.2, respectively). The majority of [overall study (97%) and for each mode of transportation] patients were Caucasian, which is in contrast to our overall ED population, which is only 42% Caucasian. The majority of patients were male [190 (72%)]. Over half of the overall patients, 159 of the 263 (60%), were not wearing a helmet (with only 10 charts having no documentation of helmet use). In regard to ATV riders specifically, 58% were not wearing helmets at the time of injury, with an additional 5 patients who reported their helmet came off. The lowest percentage of riders reporting appropriate helmet use was skateboarders with only 21% wearing helmets, and the highest percentage was dirt bike riders with 74% reporting helmet use.ConclusionCommon scenarios for injury include WRDs that allow children to be mobile and independent. Most of these injuries were found in Caucasian males between the ages of 9–12 with low rates of helmet use. This study adds to the literature with a description of the breadth of products children use and are injured while using.

Music recharges people: Synchronized music during aerobic exercise leads to better self-regulation performance.

Previous studies have demonstrated that music has a positive effect on individuals during exercise and sports. We speculate that one of the mechanisms for this positive effect may be that music reduces the consumption of self-regulation strength. The primary objective of this study was to use a self-regulation strength model to explain the impact of music on individuals during aerobic exercises. Specifically, we examined the effects of synchronous music on college students' depletion of self-regulation during aerobic exercises. The participants underwent a pre-test in which they had to maintain 50% maximum voluntary contraction (MVC) isometric grip and do exercise planning tasks. For subsequent power bicycle riding (aerobic exercise), the participants were divided into a music group and a control group. The music group performed aerobic exercises with synchronous music, while the control group performed aerobic exercises without music. After aerobic exercise, the participants underwent a post-test for isometric grip and exercise planning tasks. The results showed that the music group planned to reduce their efforts less for an upcoming exercise period (p < 0.01, d = 0.81), and their wrist flexor muscle group generated less electromyographic activation during an isometric grip task that maintained 50% MVC (p < 0.05, d = 0.80) than the control group. However, the two groups showed no difference in the duration of 50% MVC. This shows that: (a) for the same duration, participants in the music group required a lower degree of muscle activation than the control group, suggesting that music reduced the consumption of self-regulation strength in aerobic exercise; and (b) music decreased participants' planned exertion declined, also suggesting that music reduced the consumption of self-regulation strength in aerobic exercise.

The Effect of 13 Weeks Long-Distance Bicycle Riding on Inflammatory Response Indicators Related to Joint Cartilage and Muscle Damage.

This study was to investigate the effects of 13 weeks of long-distance cycling on biomarkers of joint cartilage, muscle damage and inflammation. All subjects in this study were seven participants of the “One Korea New-Eurasia Peace Cycle Expedition”, in which they rode cycles from Berlin, Germany to Seoul, Korea for thirteen weeks. The total course of the expedition was divided into three sub-courses: course 1 (from Berlin to Moscow), course 2 (from Moscow to Ulaanbaatar) and course 3 (from Ulaanbaatar to Seoul). All the selected participants rode 87.4 km/day (course 1), 70.4 km/day (course 2) and 57.6 km/day (course 3) on average, respectively. We collected their blood samples before the expedition in Seoul (S1), after course 1 in Moscow (M), after course 2 in Ulaanbaatar (U) and after the expedition in Seoul (S2), to analyze biomarkers of joint cartilage damage (Cartilage Oligomeric Matrix Protein; COMP), muscle damage (Creatine Phosphokinase; CPK, Lactate Dehydrogenase; LDH, Myoglobin), inflammation (Interleukin-6; IL-6, Interleukin-1β; IL-1β, Tumor Necrosis Factor-α; TNF-α, C-Reactive Protein; CRP) and stress hormone (Cortisol). According to this result, COMP (S1; 188.37 ± 46.68 ng/mL) showed a significant increase after the expedition course 1 (M; 246.69 ± 51.69 ng/mL, p = 0.012) and course 2 (U; 237.09 ± 62.57 ng/mL, p = 0.047), and recovered to the stable state after expedition course 3 (S2; 218.46 ± 34.78. p = 0.047). Biomarkers of muscle damage (CPK, LDH and Myoglobin) and inflammation (IL-6, IL-1β, TNF-α and CRP) were not significantly changed in all courses, but CRP (S1; 1.07 ± 0.76 ng/mL) showed a tendency to decrease after the expedition course 1 (M; 0.3 ± 0.1 mg/mL, p = 0.044). Lastly, the Cortisol level significantly increased in all courses (per p < 0.05), but the Cortisol level after expedition course 3 (S2; 21.00 ± 3.65 mg/mL) was lower than that of after the expedition course 1 (M; 24.23 ± 2.47 mg/mL, p = 0.028). In summary, it seems that repetitive and continuous 50−90 km/day of cycling can increase joint cartilage damage risk and stress hormone temporarily. However, this result suggests that the appropriate intensity of cycling for thirteen weeks does not increase physical damage, and rather enhances the human body to adapt to exercise training.

“Hand-Me-Down Habitats”

During the 1970s, young boys rode their bicycles more frequently and in greater numbers than at any other time in the United States’ past. Bicycle riding and racing became so popular in the 1970s that boys fashioned a culture of BMX, also known as bicycle motocross. The style of bicycles and riding that BMXers fashioned quickly grew from a niche within the industry into the most common form of bicycling in the United States. The 1970s has been dubbed the decade of the “bike boom” by industry publications and by historians who have written on the subject. Many factors likely contributed to the increased number of bicycle riders and sales. Most explanations of the increase tend to emphasize the political, economic, and environmental concerns of adults and neglect the role that younger people played in the boom.

Demographics, Causes, and Outcome of Traumatic Brain Injury among Trauma Cases in Cameroon: A Multi-Center Five Year's Retrospective Study.

Traumatic brain injury (TBI) is a huge public health challenge worldwide. Epidemiological monitoring is important to inform healthcare policy. We aimed at determining the prevalence, outcome, and causes of TBI in Cameroon by conducting a 5-year retrospective study in three referral trauma centers. Data on demographics, causes, injury mechanisms, clinical aspects, and discharge status were recorded. Comparisons between two categorical variables were done using Pearson's chi-square test or Fisher's exact test. A total of 6248 cases of TBI were identified of 18,151 trauma cases, yielding a prevalence of 34%. The number of TBI cases increased across the years (915 in 2016, 1406 in 2020). Demographic data and causes of TBI were available for 6248 subjects and detailed data on clinical characteristics on 2178 subjects. Median age was 30.0 (24.0, 41.0) years. Males were more affected (80%). Road traffic incidents (RTIs; 75%) was the main cause of TBI, with professional bike riders being more affected (17%). Computed tomography (CT) imaging was performed in 67.7% of cases. Of the 597 (27.4%) cases who did not undergo neuroimaging, 311 (52.1%) did not have neuroimaging performed because of financial constraints, among which 7% were severe TBI cases. A total of 341 (19.6%) patients were discharged against medical advice, of which 83% had financial limitations. Mortality was 10.3% (225 of 2178) in the overall population, but disproportionately high in patients with severe TBI (55%) compared to those in high-income settings (27%). TBI occurrence is high in Cameroon, and RTIs are the main causes. Disparities in care provision were identified as attributable to financial constraints regarding CT scanning and continuation of care. The data presented can inform preventive interventions to improve care provision and transport policies. Implementation of a universal health insurance may be expected to improve hospital care and reduce the adverse effects of TBI among Cameroonians.

Barriers and enablers of bike riding for transport and recreational purposes in Australia

BackgroundDespite the health and environmental benefits of increasing cycling participation, participation rates in Australia remain low compared to other international settings. Up to 78% in Greater Melbourne are interested in riding a bike, but have particular barriers preventing them. Previous research in Australia exploring barriers and enablers has been conducted only in groups who regularly ride bikes. MethodsThis project aimed to identify the prevalence and strength of particular barriers and enablers of riding a bike for both transport and recreational purposes in Melbourne, Australia. Data were collected through an online survey between November 2021 and February 2022. We recruited adults who lived within one of nine selected local government areas. ResultsOf the 912 people who commenced the survey, 717 completed the survey (79%) and were included in analyses. The majority of the sample owned a bike, and had ridden a bike in the past 12 months. The most highly reported barriers to riding a bike for transport included not wanting to ride on the road with motor vehicle traffic (56%), concern about collision with a motor vehicle (54%), bad weather (53%) and motorist aggression (53%). There were significant differences in the barriers and enablers reported for bike riding by trip purpose, and across the four Geller groups. The most highly reported enablers to bike riding for transport included having a bike-lane physically separated from motor vehicle traffic or an off-road bike path (66%) and to improve physical health (65%). ConclusionsWhile numerous barriers and enablers were reported, factors relating to riding a bike on the road alongside motor vehicle traffic and the associated safety concerns were consistent across groups. To overcome the most commonly reported barriers and to encourage further cycling participation in people of all ages and abilities, protected and connected infrastructure is fundamental.

Ocular injuries associated with two-wheeled electric transportation devices and motorcycle accidents

Electric bicycles and scooters have gained popularity among riders; studies assessing these device-related injuries have not specified ocular trauma. Our study examined the types and risk factors for ocular and periocular injuries associated with electric devices compared to motorcycle accidents. The study was conducted on the National Trauma Registry database from 20 trauma centers, including patients involved in accidents with electric bicycles, scooters, and motorcycles between 2014 to 2019. Injured riders were assigned into two groups: motorcycle group (M) and electric bicycle & scooter group (E). Data such as gender, age, protective gear use, ocular injury type, injury severity score (ISS), and ocular surgery were captured. Logistic regression models were conducted for injury types and the need for surgery. 8181 M-riders and 3817 E-riders were involved in an accident and hospitalized. E-riders suffered from ocular injury more than M-riders. Males were most vulnerable and the ages of 15–29. Orbital floor fracture was the most common injury, followed by ocular contusion, eyelid laceration, and other ocular wounds. Electric bicycle and scooter riders are more likely to suffer from ocular injury than motorcycle riders. Riders without helmets are at greater risk for injuries, specifically orbital floor fractures. ISS of 16 + was associated with injury demanding ocular surgery.

Exploring Physical Activity During the Discharge Transition Phase in People With Acquired Brain Injury—An Observational Study

ObjectiveTo explore physical activity trajectories during the discharge transition phase after in-hospital rehabilitation after acquired brain injury (ABI). DesignA cross-sectional observational study. SettingTransition from an in-hospital rehabilitation center to community-based living. ParticipantsIndependently walking patients with ABI (n=10) who were ready for discharge. InterventionsNot applicable. Main Outcome MeasuresTwo weeks of physically active time continuously monitored with an accelerometer and classified by a machine learning algorithm summed as daily average and total active time for each participant and classified into standing, walking, running, bike riding, stair climbing, ambulation, and sedentary time. Physical activity trajectories showing the total daily active time for all participants were inspected before and after discharge, and the average active time per participant was plotted against self-reported scores of potentially explanatory factors. ResultsAverage total physically active time was 5:49 hours (range 4:26-7:13 hours). Average daily physically active time for participants appeared to be related to functional independence measure sub scores, fatigue, and pre-morbid physical activity level. Individual physical activity trajectories showed a decreased walking activity after discharge, which increased again after 1-2 days. ConclusionsDaily total physically active time among participants was higher than expected. Factors expectedly related to physical activity trajectories in the discharge transition phase were explored and showed some relation to functional scores.