Group Of Riders Research Articles

Self-reported Alcohol Use Is an Independent Risk Factor for Head and Brain Injury among Cyclists but Does Not Confound Helmets’ Protective Effect

BackgroundHead and brain injury accounts for most morbidity and mortality related to bicycle accidents, much of which can be mitigated by helmet use; but other factors, such as alcohol use and type of accident, also correlate with injury. ObjectiveTo examine the correlation between alcohol use, helmet use, riding environment, and rider characteristics, with the presence of head and severity of brain injury in a group of bicycle riders presenting to a regional trauma center after an accident. MethodsData were collected at the bedside and from the medical records for all bicycle accident victims presenting during a 2 ½-year period to a regional trauma center. Data were analyzed in Stata version 10 (StataCorp LP, College Station, TX) using chi-squared, analysis of variance, Kruskal-Wallis, or Wilcoxon rank-sum where appropriate. ResultsThere were 427 patients enrolled, of which 82% were male, with a median age of 31 years. Two factors correlated with presence of head injury and severity of brain injury among bicycle riders presenting to the emergency department (ED) after an accident. For any head or brain injury, the odds ratios for helmet use and alcohol use were 0.5 (95% confidence interval [CI] 0.32–0.78) and 2.68 (95% CI 1.66–4.33). Of accidents presenting to the ED, helmeted riders were less likely to sustain a head or brain injury, and riders who reported alcohol use were more likely to sustain a head or brain injury. ConclusionsHelmet use was protective for head or brain injury in non-drinking cyclists, but had a confounding effect in drinking riders.

Center-of-Pressure Movements During Equine-Assisted Activities

We compared anteroposterior and mediolateral range of motion and velocity of the center of pressure (COP) on the horse's back between riders without disabilities and riders with cerebral palsy. An electronic pressure mat was used to track COP movements beneath the saddle in 4 riders without disabilities and 4 riders with cerebral palsy. Comparisons between rider groups were made using the Mann-Whitney test (p < .05). The two rider groups differed significantly in anteroposterior range of COP motion, mediolateral range of COP motion, and mediolateral COP velocity. Anteroposterior COP velocity did not differ between groups. The results suggest that measurements of COP range of motion and velocity are potentially useful for monitoring changes in balance as an indicator of core stability during equine-assisted activities.

Protective and risk factors in amateur equestrians and description of injury patterns: A retrospective data analysis and a case - control survey.

BackgroundIn Switzerland there are about 150,000 equestrians. Horse related injuries, including head and spinal injuries, are frequently treated at our level I trauma centre.ObjectivesTo analyse injury patterns, protective factors, and risk factors related to horse riding, and to define groups of safer riders and those at greater riskMethodsWe present a retrospective and a case-control survey at conducted a tertiary trauma centre in Bern, Switzerland.Injured equestrians from July 2000 - June 2006 were retrospectively classified by injury pattern and neurological symptoms. Injured equestrians from July-December 2008 were prospectively collected using a questionnaire with 17 variables. The same questionnaire was applied in non-injured controls. Multiple logistic regression was performed, and combined risk factors were calculated using inference trees.ResultsRetrospective surveyA total of 528 injuries occured in 365 patients. The injury pattern revealed as follows: extremities (32%: upper 17%, lower 15%), head (24%), spine (14%), thorax (9%), face (9%), pelvis (7%) and abdomen (2%). Two injuries were fatal. One case resulted in quadriplegia, one in paraplegia.Case-control survey61 patients and 102 controls (patients: 72% female, 28% male; controls: 63% female, 37% male) were included. Falls were most frequent (65%), followed by horse kicks (19%) and horse bites (2%). Variables statistically significant for the controls were: Older age (p = 0.015), male gender (p = 0.04) and holding a diploma in horse riding (p = 0.004). Inference trees revealed typical groups less and more likely to suffer injury.ConclusionsExperience with riding and having passed a diploma in horse riding seem to be protective factors. Educational levels and injury risk should be graded within an educational level-injury risk index.

Are there protective and risk factors in horse riding? A case–control study

Objective: Analyze injury patterns, protective factors and risk factors in horse riding as well as has groups of safer riders and groups at greater risk. Design: A retrospective and prospective controlled survey. Setting: A tertiary trauma centre in Bern, Switzerland. Methods: Injured equestrians admitted to a tertiary trauma centre in Bern between July 2000 and June 2006 were classified by injury pattern and neurological symptoms. Injured equestrians admitted from July to December 2008 were surveyed using a questionnaire with 17 parameters. The same questionnaire was applied in non-injured controls. Multiple logistic regression was performed, combined risk factors were calculated using inference trees. Results: Retrospective survey: 365 injured equestrians. Injury pattern: extremity injuries (32%), head (24%), spine (14%), thorax (9%), face (9%), abdomen (2%), pelvis (7%). 80% of head injuries were mild. Neurological symptoms occurred in 14 patients. Two accidents were fatal. One case resulted in tetraplegia, one in paraplegia. Case–control survey: 61 patients and 102 controls (patients: 72% female, 28% male; controls: 63% female, 37% male). Falls from the horse were most frequent (65%), followed by horse kicks (19%) and horse bites (2%). Parameters significant for controls in multiple logistic regression: Older age (OR 1.03, CI 1.01–1.06; p = 0.015), male (OR 2.54, CI 1.04–6.21; p = 0.04), diploma in horse riding (OR 0.27, CI 0.11–0.65; p = 0.004). Inference trees revealed typical groups less and more likely to suffer injury. Conclusions: Experience with horse riding and having passed a diploma in horse riding are protective factors. Educational levels and injury risk should be graded within an educational level-injury risk index.

Comparative analyses of rider position according to skill levels during walk and trot in Jeju horse

The purpose of this study was to evaluate the rider position at walk and trot as a function of rider skill level by analyzing joint angles. Participants included three advanced riders and six beginners, and training was conducted for one hour, twice a week for 24weeks. In the walk stage of the beginners’ group, the elbows and shoulders sustained postures comparable to those of the advanced riders group; the trunk tilted forwards at first, but later it tilted slightly behind the vertical. The knee, ankle, and left–right angle kept stable postures after 12weeks of training (p<.05). The front-rear (FR) angle of the beginners group improved during training, but it was still lower than the advanced riders group after 24weeks of training (p<.05). At trot, while the knee angle measurement of the beginners’ group was similar to the advanced riders, the ankle joint sustained a forward point posture. The ankle joint maintained dorsiflexion posture with 83.9°±5.3 in the advanced riders group, while the beginners group had plantar flexion posture with 98.7°±6.0. This study suggested that the correlation between the joint and body segment angles could be an important indicator in the evaluation of rider proficiency.

Kinematics of saddle and rider in high‐level dressage horses performing collected walk on a treadmill

The kinematics of the saddle and rider have not been thoroughly described at the walk. To describe saddle and rider movements during collected walk in a group of high-level dressage horses and riders. Seven high-level dressage horses and riders were subjected to kinematic measurements while performing collected walk on a treadmill. Movements of the saddle and rider's pelvis, upper body and head were analysed in a rigid body model. Projection angles were determined for the rider's arms and legs, and the neck and trunk of the horse. Distances between selected markers were used to describe rider position in relation to the horse and saddle. During the first half of each hindlimb stance the saddle rotated cranially around the transverse axis, i.e. the front part was lowered in relation to the hind part and the rider's pelvis rotated caudally, i.e. in the opposite direction. The rider's seat moved forwards while the rider's neck and feet moved backwards. During the second half of hindlimb stance these movements were reversed. The saddles and riders of high-level dressage horses follow a common movement pattern at collected walk. The movements of the saddle and rider are clearly related to the movements of the horse, both within and outside the sagittal plane. The literature suggests that the rider's influence on the movement pattern of the horse is the strongest at walk. For assessment of the horse-rider interaction in dressage horses presented for unsatisfactory performance, evaluations at walk may therefore be the most rewarding. Basic knowledge about rider and saddle movements in well-performing horses is likely to be supportive to this task.

Integrating social and natural resource information to improve planning for motorized recreation

Throughout the United States and other countries, motorized recreation has become a dominant recreation use of the landscape. In response, social scientists worked to understand who off-highway vehicle (OHV) riders were, while natural resource scientists worked to document and mitigate natural resource impacts that were resulting from unmanaged OHV recreation. The purpose of this study was to examine both social and natural resource aspects of landscape planning as it relates to OHV management. Specifically, this study sought to expand the current knowledge base of who OHV riders were by examining the potential for conflict between all-terrain vehicle riders, off-highway motorcycle riders, and four-wheel drive operators. In addition, the potential for conflict between rider groups was examined spatially based on riders stated resource preferences. The outcome of this process provides managers with a set of maps that can be used within the planning process to help reduce potential conflict between riders, increase rider enjoyment, and meet conservation goals of an agency.

Target Group Segmentation in the Horse Buyers' Market against the Background of Equestrian Experience

Whereas in former times horses were reserved primarily for people involved in agriculture, elite equestrians or the military, nowadays equestrian sport has become an activity for people with a wide variety of backgrounds. However, as more and more people become involved with equestrian sport today, the knowledge concerning animal husbandry in general is diminishing due to an alienation from agricultural themes in modern societies. As a consequence, this development affects both riding ability and the appraisal of horses, especially with respect to the purchase of horses. In order to analyse which factors influence purchase decisions in the horse market in conjunction with equestrian experience, 739 horse riders were surveyed on their purchase behaviour in this study. Using cluster analysis, a typology was generated that provides a differentiated picture of the preferences of the various rider groups. Three clusters were distinguished: the “amateurs”, the “experienced” and the “experts”. Taking personal horse riding proficiency into account, it could be concluded that especially the “amateur” group required objective criteria for the evaluation of a horse they are considering purchasing. Alongside “measureable” qualities, such as previous showing success or the level of training of the horse, also other attributes such as the simple handling of the horse should be taken into consideration. As particularly the “amateur” group in equestrian sport is increasing in numbers, it is therefore advisable when preparing a horse for sale to align oneself to the needs of this customer segment in order to ensure an effective and targeted marketing of horses.

Blood Screening in a Southern Nigeria City: A Case Study with SAVAN

Objective: Commercial motorcycle transportation and motorbike riding in Nigeria is prevalent, and road traffic accidents often result. Characteristic of such accidents is massive blood loss, thus exerting extreme pressure on the blood bank for replenishment and screening. The need to galvanize the system to design a blood bank with minimal bureaucracy and easy access led to screening for blood group. A delay in accessing blood for the victims leads to higher mortality. Method: Our approach was to establish a pre-crash blood data for all auto-bike riders who participated in Save Accident Victims Association of Nigeria (SAVAN, an indigenous, nongovernmental organization) training program. Data used were obtained from 1250 auto-bike riders who volunteered at our workshop. Tile grouping method was used for the screening. Results: Blood group O positive (54.3%) was the most common blood group type among the auto-bike riders studied, with A positive following at 20.3 percent, B positive at 18.8 percent, O negative at 3.7 percent, AB positive at 1.3 percent, B negative at 1.1 percent, and A negative at 0.5 percent. It was observed that none of the volunteers grouped AB negative. Conclusion: Blood group of auto-bike riders, pedestrians, passengers, and all potential victims should be documented in their identification card to facilitate blood transfusion during major crisis or disasters where the facilities for typing are not available.

The changing nature of motorcycling: Patterns of use and rider characteristics

Notable increases in motorcycling activities since the mid-1990s have been reported in a number of countries worldwide. Governments and enforcement agencies have begun to recognise that not only has this mode of transport been neglected in terms of safety interventions, but also that the reasons behind the increase in popularity are poorly understood. This paper reports the results of a survey distributed to a sample of the UK motorcycling population in order to discover the types of motorcycles they ride and the trips they engage in. From the data, three groups of riders were identified – new, long-term and returning riders. They were additionally stratified by the type of riding they engaged in (leisure or commuting). The results indicated that long-term and returning riders dominated ownership of the higher capacity motorcycles whilst new riders favoured low powered mopeds and scooters. Those riders who used their motorcycles for leisure trips were more likely to be long-term and returning motorcyclists. Using retrospective data, it was found that those motorcyclists who had taken up the activity in recent years, increased the engine size of their machines more quickly, compared to earlier cohorts. Motorcycles purchased today are much more likely to be purchased for reasons of styling and image compared to previous cohorts who relied on them as a form of transport. The overall conclusion is that there is evidence of a shift in the nature of motorcycling in that it has, for some, become a leisure activity, with the motorcycle being more of accessory than a means of transport.

Basic kinematics of the saddle and rider in high‐level dressage horses trotting on a treadmill

A comprehensive kinematic description of rider and saddle movements is not yet present in the scientific literature. To describe saddle and rider movements in a group of high-level dressage horses and riders. Seven high-level dressage horses and riders were subjected to kinematic measurements while performing collected trot on a treadmill. For analysis a rigid body model for the saddle and core rider segments, projection angles of the rider's extremities and the neck and trunk of the horse, and distances between markers selected to indicate rider position were used. For a majority of the variables measured it was possible to describe a common pattern for the group. Rotations around the transverse axis (pitch) were generally biphasic for each diagonal. During the first half of stance the saddle rotated anti-clockwise and the rider's pelvis clockwise viewed from the right and the rider's lumbar back extended. During the later part of stance and the suspension phase reverse pitch rotations were observed. Rotations of the saddle and core rider segments around the longitudinal (roll) and vertical axes (yaw) changed direction only around time of contact of each diagonal. The saddles and riders of high-level dressage horses follow a common movement pattern at collected trot. The movements of the saddle and rider are clearly related to the movements of the horse and saddle movements also seem to be influenced by the rider. Knowledge about rider and saddle movements can further our understanding of, and hence possibilities to prevent, orthopaedic injuries related to the exposure of the horse to a rider and saddle.

Modeling fault among motorcyclists involved in crashes

Singapore crash statistics from 2001 to 2006 show that the motorcyclist fatality and injury rates per registered vehicle are higher than those of other motor vehicles by 13 and 7 times, respectively. The crash involvement rate of motorcyclists as victims of other road users is also about 43%. The objective of this study is to identify the factors that contribute to the fault of motorcyclists involved in crashes. This is done by using the binary logit model to differentiate between at-fault and not-at-fault cases and the analysis is further categorized by the location of the crashes, i.e., at intersections, on expressways and at non-intersections. A number of explanatory variables representing roadway characteristics, environmental factors, motorcycle descriptions, and rider demographics have been evaluated. Time trend effect shows that not-at-fault crash involvement of motorcyclists has increased with time. The likelihood of night time crashes has also increased for not-at-fault crashes at intersections and expressways. The presence of surveillance cameras is effective in reducing not-at-fault crashes at intersections. Wet-road surfaces increase at-fault crash involvement at non-intersections. At intersections, not-at-fault crash involvement is more likely on single-lane roads or on median lane of multi-lane roads, while on expressways at-fault crash involvement is more likely on the median lane. Roads with higher speed limit have higher at-fault crash involvement and this is also true on expressways. Motorcycles with pillion passengers or with higher engine capacity have higher likelihood of being at-fault in crashes on expressways. Motorcyclists are more likely to be at-fault in collisions involving pedestrians and this effect is higher at night. In multi-vehicle crashes, motorcyclists are more likely to be victims than at-fault. Young and older riders are more likely to be at-fault in crashes than middle-aged group of riders. The findings of this study will help to develop more targeted countermeasures to improve motorcycle safety and more cost-effective safety awareness program in motorcyclist training.

The influence of seat height on the mechanical function of the triceps surae muscles during steady-rate cycling

The purpose of this study was to manipulate bicycle seat height in order to perturbate muscle length, contraction velocity and excitation of soleus and medial gastrocnemius muscles. One group of female riders ( n = 13) rode a stationary ergometer at 200 W and a cadence of 80 rpm. Individuals rode at a self-selected seat height, a 10% lowered and 5% raised seat position. It was hypothesized that because the two muscles would operate at decreased contraction velocities at the low seat, the integrated EMG would be less for the lowest seat position. The soleus and medial gastrocnemius muscles showed a significant decrease in integrated EMG value with decreased seat height (soleus F 2,24 = 5.4, p < 0.01, gastrocnemius F 2,24 = 51.6, p < 0.0001). The combined effect of the movement at the ankle and knee joints resulted in increased length of gastrocnemius rather than shortening at the lowered seat-height position as anticipated. This suggested that there was a greater role of knee-joint angle in determining the muscle excitation for medial gastrocnemius. The original hypothesis was accepted, confirming the importance of setting proper seat height.

Bicycle helmet retention system testing and evaluation

Bicycle helmet testing is conducted under laboratory conditions, which do not always reflect real-world conditions. This paper reports on a survey of chin strap use among a test group of bicycle riders and the results of three tests: (1) a retention harness system static test to determine elongation properties; (2) a loop and position device test to determine the effects of the combination of the webbing positioner and the elongation properties of the webbing; and (3) a dynamic test to demonstrate the compatibility of the helmet retention system under real-world type dynamic impact loading conditions. The survey showed that bicyclists wear their helmets with an average of 4.76 cm of strap clearance when tested with a 500 gram load. Tests of chin strap shows that substantial motion and elongation can occur under nominal loading conditions. Comparative dynamic testing resulted in a bicycle helmet rotating forward significantly and exposing the back of the dummy head, while an equestrian helmet with a different retention system design rotated only slightly forward and remained on the dummy head. These tests demonstrate that effective helmet retention testing must take into account consumers’ normal use of helmets, and how all the elements in the helmet and its retention system work together.

Injury severity sustained in road crash: Khon Kaen, Thailand case study

This study aims to provide an overview of road crash injuries occurred in Khon Kaen city, Thailand. A three year data set from the health sector is analyzed. There are an average 1.6 injuries per victim. 70% are male. Male-female ratios are increased when severity levels increased. The most frequently effected area is Head/face (33%) followed by Lower-extremity (32%) and Upper-extremity (28%). In every ten injuries, nine of them are motorcyclist. More than 80% of them riding while unhelmeted and one-third are drink riders. Most of the drink riders are riding unhelmeted. This rider group has higher risk of Head/face injuries than others. Among the moderate to serious injuries group of pick-up truck user, two-third of injuries sustained to the passenger. Injuries to head/face is relatively high when compare with those of motorcyclist for the same injuries levels. The seatbelt usage of the pickup truck user are merit more studies.

Stress-related behaviors among horses used in a therapeutic riding program

To determine whether therapeutic riding resulted in higher levels of stress or frustration for horses than did recreational riding and whether therapeutic riding with at-risk individuals was more stressful for the horses than was therapeutic riding with individuals with physical or emotional handicaps. Observational study. 14 horses in a therapeutic riding program. An ethogram of equine behaviors was created, and horses were observed while ridden by 5 groups of riders (recreational riders, physically handicapped riders, psychologically handicapped riders, at risk children, and special education children). Number of stress-related behaviors (ears pinned back, head raised, head turned, head tossed, head shaken, head down, and defecation) was compared among groups. No significant differences in mean number of stress-related behaviors were found when horses were ridden by recreational riders, physically handicapped riders, psychologically handicapped riders, or special education children. However, mean number of stress-related behaviors was significantly higher when horses were ridden by the at-risk children. Results suggest that for horses in a therapeutic riding program, being ridden by physically or psychologically handicapped individuals is no more stressful for the horses than is being ridden in the same setting by recreational riders. However, at-risk children caused more stress to the horses, suggesting that the time horses are ridden by at-risk children should be limited both daily and weekly.

Exposure survey of motorcyclists in New South Wales

This paper reports the results of an exposure survey of 794 registered motorcycle riders, with an average of 18.1 years of riding experience, in the State of New South Wales, Australia. Respondents completed two postal surveys, separated by about 6 months, that included items relating to their crash history, riding patterns, characteristics of their motorcycle, and its odometer reading. Odometer readings indicated that respondents rode a mean of 5208 km each year, and that annual exposure was related to gender, motorcycle type, and dominant riding location, time of week, and purpose. The amount of riding reported for different purposes changed with age, with older riders more likely than younger riders to ride for recreational reasons and on weekends. The mean crash rate (based on self-reported crash involvement) was 0.96 crashes/100,000 km. The crash rate declined with age, was highest in the Sydney metropolitan area, was lowest for motorcycles with large engines, and was highest for trail and dual-use motorcycles. There was a relationship between annual exposure and crash risk such that riders who rode relatively little had higher crash risks (per 100,000 km travelled) than riders who rode more often. A cluster analysis identified three groups of riders with higher-than-average risks of crash involvement.

Emergency medical services for children assessment of all-terrain vehicle–related injuries in Illinois

Study objectives: This study seeks to describe injuries in children related to all-terrain vehicle (ATV) use during a 4-year period in Illinois before development of an injury prevention program. Methods: Patients were identified using a state Trauma Registry Database that is composed of data from 67 hospitals within Illinois designated as either a Level I or Level II trauma center. Patients entered into the state database met the following criteria: sustained an injury that required treatment at a trauma center and admission to a trauma center, transferred to a trauma center, died on arrival to the hospital, or died in the emergency department. The Trauma Registry identified ATV-related injuries using E-codes. Four age groups (0 to 4, 5 to 9, 10 to 14, and 15 to 16 years) were retrospectively reviewed between 1998 and 2001. Patients were categorized into nonhelmeted, helmeted, or unknown helmet use rider status. Results: Two hundred seventy-five (80 nonhelmeted, 56 helmeted, and 139 unknown helmet use) children aged 16 years or younger in Illinois sustained ATV-related injuries during the study period. One hundred forty-three (52%) of the patients were between 10 and 14 years old. Extremities were the most frequently injured body region in nonhelmeted (61), helmeted (47), and unknown helmet use (113) groups (76%, 84%, and 82%, respectively). Head and neck injuries were the second most common category of injury in the nonhelmeted (44), the helmeted (29), and in the unknown helmet use group (62; 55%, 52%, and 45%, respectively). The nonhelmeted group had a cumulative length of stay in the hospital of 228 days compared with the helmeted and unknown helmet use group length of stay of 137 days and 400 days, respectively. The nonhelmeted group and helmet use unknown group had a similar number of cumulative days in the ICU of 58 days and 52 days, respectively, compared with the helmeted group of 20 cumulative days in the ICU. The cumulative hospital charges for the nonhelmeted, helmeted, and unknown helmet use rider groups were $754,096, $457,409, and $1,269,314, respectively, for a total of $2,480,819. The 10- to 14-year-old age group comprised the highest percentage of total hospital charges of $1,330,585 (54%). Conclusion: The majority of pediatric ATV-related injuries in Illinois occurred in the 10- to 14-year-old age group. Upper and lower extremity injuries were the most common type of injury. The cost of injuries increased throughout the study period, similar to national trends. As the incidence of ATV injuries in children continues to increase, injury prevention programs should target methods to reduce injuries of extremities and head and neck, especially in the 10- to 14-year-old age group.

Ville et État à Saumur : l'extension de l'école de cavalerie au XIXe siècle

The national school for cavalry was created in Saumur in the middle of the 18th century in an area only recently protected from the floods of the Loire River but very close to the heart of the city. It is dedicated to the training of cavalry officers specialized in horse-riding techniques for cavalry soldiers. In the 19th century, the institution extended its reach and wanted to assert its differences with the civilian part of the city. However, contrary to civilian horse-riding techniques, military horse-riding is a collective discipline, which is taught in groups. Collective manoeuvres require wide and free ways for large groups of horses and riders. These needs shaped the school development: instead of closing the military area, the military organized all the buildings necessary for horse-riding and military training (stables, infirmary, barracks, etc.) around the training field. Optimization strategy in this context lead the school to expand its zone of influence as much as possible towards civilian areas, while establishing borders between military and civilian zones. After the French defeat in the 1870 war against Germany, military thinkers even thought of establishing permanent separation between those two areas. The ultimate failure of this project shows that an equilibrium has been reached, which allows both the development of the cavalry school and Saumur's prosperity and fame.

The blue rider in the Lenbachhaus, Munich

A private historic villa that was transformed into one of Munich's most beloved museums, the Lenbachhaus has reopened with a redesign by the renowned architect Norman Foster. Published to help celebrate the museum's reopening, this book offers a fresh perspective on the Lenbachhaus' most popular holdings: the works of the Blue Rider group of which the Lenbachhaus owns the largest collection worldwide. One of modern art's most influential forces, the Blue Rider movement was founded by a group of artists including Wassily Kandinsky, Alexej von Jawlensky, Marianne von Werefkin, Franz Marc, August Macke and Gabriele Munter. Although styles and aims varied from artist to artist, the group shared a common desire to express spiritual truths through their art. They believed in the promotion of modern art; the connection between visual art and music; and a spontaneous, intuitive approach to painting that is characteristic of German Expressionism. In addition to full colour illustrations of works by the artists of the Blue Rider group, this book features works not included in previous books, and a design that echoes that of the Lenbachhaus Museum.