Scooter Riders Research Articles

RedEye: Preventing Collisions Caused by Red-Light Running Scooters With Smartphones

In this paper, we present a scooter collision avoidance system that can identify red-light runners (RLRs) at intersections. When the RLR behavior is detected, the system would advise the RLR to slow down immediately and warn nearby vehicles on the intersecting road in real time. In particular, we do not consider infrastructure-based solutions such as those utilizing a radar or a camera. This is because, in addition to high implementation costs, collisions can be only avoided at intersections where such infrastructure configurations are deployed. Instead, we advance an on-scooter solution using smartphones carried by scooter riders. Smartphones provide a useful platform that has a high penetration rate, more than sufficient computational power, inertial sensors to reflect the driving behavior, and the communication capability to transmit or receive information from other vehicles. In our system, we utilize a support vector machine and design an RLR classifier for learning and predicting RLR behaviors. The evaluation results show that our system is able to achieve over 70% recognition rates when distinguishing between RLR and non-RLR cases, as compared with approximately 80% recognition rates of the infrastructure-based (and higher cost) solution using a laser range finder (LADAR).

Simulative investigation on head injuries of electric self-balancing scooter riders subject to ground impact

The safety performance of an electric self-balancing scooter (ESS) has recently become a main concern in preventing its further wide application as a major candidate for green transportation. Scooter riders may suffer severe brain injuries in possible vehicle crash accidents not only from contact with a windshield or bonnet but also from secondary contact with the ground. In this paper, virtual vehicle–ESS crash scenarios combined with finite element (FE) car models and multi-body scooter/human models are set up. Post-impact kinematic gestures of scooter riders under various contact conditions, such as different vehicle impact speeds, ESS moving speeds, impact angles or positions, and different human sizes, are classified and analyzed. Furthermore, head–ground impact processes are reconstructed using validated FE head models, and important parameters of contusion and laceration (e.g., coup or contrecoup pressures and Von Mises stress and the maximum shear stress) are extracted and analyzed to assess the severity of regional contusion from head–ground contact. Results show that the brain injury risk increases with vehicle speeds and ESS moving speeds and may provide fundamental knowledge to popularize the use of a helmet and the vehicle-fitted safety systems, and lay a strong foundation for the reconstruction of ESS-involved accidents. There is scope to improve safety for the use of ESS in public roads according to the analysis and conclusions.

Are electric self-balancing scooters safe in vehicle crash accidents?

With the pressing demand of environmentally friendly personal transportation vehicles, mobility scooters become more and more popular for the short-distance transportation. Similar to pedestrians and bicyclists, scooter riders are vulnerable road users and are expected to receive severe injuries during traffic accidents. In this research, a MADYMO model of vehicle–scooter crash scenarios is numerically set up. The model of the vehicle with the scenario is validated in pedestrian–vehicle accident investigation with previous literatures in terms of throwing distance and HIC15 value. HIC15 values gained at systematic parametric studies. Injury information from various vehicle crashing speeds (i.e. from 10m/s to 24m/s), angles (i.e. from 0 to 360°), scooter's speeds (i.e. from 0m/s to 4m/s), contact positions (i.e. left, middle and right bumper positions) are extracted, analyzed and then compared with those from widely studied pedestrian–vehicle and bicycle–vehicle accidents. Results show that the ESS provides better impact protection for the riders. Riding ESS would not increase the risk higher than walking at the same impact conditions in terms of head injury. The responsible reasons should be the smaller friction coefficient between the wheel-road than the heel-road interactions, different body gestures leading to different contact positions, forces and timing. Results may shed lights upon the future research of mobility scooter safety analysis and also the safety design guidance for the scooters.

South Vietnam, 1970

South Vietnam, 1970 Preston Hood (bio) Dusk seizes its aperture at the fountain intersection of TuDo and Nguyen Hue Streets. The dimming evening light whirrs with Saigon smog and heat. Motor scooter riders and bicyclists cough up exhaust fumes salted with gas and peppered with oil. My eyes tear and ache as I walk through the black market streets. Night life, full of nuoc cham and a language I don’t understand, stifles in. Flares seem to hang in the sky above our heads in the veiled eeriness of time held still as the streets empty and darken at curfew. I’m on a twenty-four-hour reprieve from my usual search and destroy missions, as other members of seal team 2 drink in nearby bars or smoke cigarettes while haggling with pimps over the prostitutes inside. I am just one man walking down a street in a country at war. All of us, soldiers or civilians, Vietnamese or Americans, are the targets of the 122mm rockets that whoosh in silent and then explode. As blasts move nearer, my skin-taut head twitches with fear. Twenty meters away and closing, I see my dream car, a two-toned blue-and-white ’55 Chevy Bel Air with its name shining in a gold script as it passes by and continues on. I pause to watch it disappear into the darkness of Saigon. And just when I begin to turn, a rocket blows up so close to me it rips off my shirt as I’m thrown from the street through a doorway. Dazed, on top of others, my mind races to the fountain intersection where girls in áo dài zip into the darkness on Hondas, nipa palm yellows in dry heat, while an old woman, squatting, spits betel nut juice into the street. [End Page 87] Preston Hood Preston Hood’s poems have appeared in The Café Review, Hayden’s Ferry Review, Michigan Quarterly Review, Nimrod, Rattle, the anthology POEMS FROM MAINE Take Heart, selected by Maine Poet Laureate Wesley McNair, and elsewhere. His first book, A Chill I Understand (Summer Home P), was a finalist for the 2007 Maine Literary Award for Poetry. His book The Hallelujah of Listening (Červená Barva P) won the 2012 Maine Literary Award for Poetry. He lives in Lyman, Maine, with his wife, Barbara J. Noone. Copyright © 2013 University of Nebraska Press

A comparison of injuries to moped/scooter and motorcycle riders in Queensland, Australia

BackgroundThe popularity of moped and motor scooter riding in Australia is increasing. However, there is a paucity of information about their safety, especially in comparison to motorcycle riding where riders require specific licensing, education and training. Given it is widely established that motorcycle riders are overrepresented in road injury statistics, consideration of moped and scooter riders as a sub-group of all motorcyclists is required for accurate understanding of injury patterns and the acute care needs of this group. MethodA comparison of demographic, injury and acute care characteristics between seriously injured moped/scooter riders and motorcycle riders was undertaken using data from the state-wide trauma registry in Queensland, Australia, from 2006 to 2010. ResultsA total of 206 moped/scooter riders and 2667 motorcycle riders were identified. Motorcycle rider injury admissions significantly decreased over time (p<0.01), whereas no change was observed for injured moped/scooter riders. Moped/scooter riders sustained a greater percentage of head/neck (+8.6%), facial (+3.0%) and abdominal injuries (+2.3%), whereas motorcycle riders sustained a greater percentage of upper extremity (+4.0%), thoracic (+3.9%), spinal (+3.6%) and lower extremity injuries (+2.6%). There was no statistically significant difference in injury severity, length of acute hospital stay, admission to ICU or survival to discharge from acute care between injured moped/scooter riders and motorcycle riders. ConclusionThe results of this study suggest that riders of mopeds/scooters and motorcycles may have different injury patterns, but sustain similar overall injury severity. This analysis fills a gap in transport crash data, where there is limited information on the nature of injuries sustained. While moped-related injuries cannot be isolated in ICD-10 health coding, it is anticipated that ICD-11, due for release in 2015, may provide a moped-specific code; however, this will not address the issue of the apparent interchangeable use of the terms ‘moped’ and ‘scooter’ when reporting or documenting such injuries in health data systems including the medical record. Improved identification of moped-related cases in health data is required to increase potential for linkage across health and transport crash data, which may be used for further evaluation of injuries sustained by moped and scooter riders.

Dental injuries with kick‐scooters in 6‐ to 12‐year‐old children

The objective of this study was to investigate the occurrence of injuries, especially dental trauma, in scooter-related accidents. In addition, children's habits of wearing protective gear were assessed. The study was conducted in primary schools in three neighboring towns near Basel, Switzerland, using anonymous multiple-choice questionnaires completed by parents of schoolchildren. A total of 953 scooter riders were included in the study. The average age was 9.1 years (range 6-12 years). Of riders, 58.3% wore no protective gear, 39.6% wore a helmet, and 2% wore other protective equipment. Twenty-nine percentage of the children have sustained an accident while riding the scooter, of those injuries, 41.4% affected the lower extremities, 37.0% the upper extremities, 21.6% the head, and 11.2% dental injuries; 20.3% of accidents required medical treatment. Parents, teachers, and doctors should be aware of the dangers involved in scooter riding. Educational measures, especially concerning use of protective gear, should be implemented to reduce the number and severity of injuries caused by this popular recreational activity.

A Contribution to Situation Awareness Analysis

The aim of the study was to clarify how knowledge elaborated by specific experience may lead to erroneous expectations during interactions between drivers and riders. Situation awareness is partly determined by prior knowledge. Unshared knowledge may cause difficulties in managing driving interactions, but there is still an important gap in the literature devoted to this field of research. There were 226 participants, distinguished according to their vehicle use (for drivers, type of vehicle driven and whether they were exclusive or dual drivers; for motorcycle and scooter riders, the type of powered two-wheeler [PTW] used and its engine size) and their driving experience. Focusing on the most vulnerable users, we studied prior representations to interactions using a series of closed questions on drivers' performance relating to different stages of the interaction process from the perspective both of drivers' self-reflection and of riders' expectations. Although most drivers are self-confident, their abilities tend to be questioned by riders. Owners of medium or large motorbikes feel that drivers do not assess their approach speed accurately. Similarly, scooter riders doubt drivers' ability to assess the distance that separates them from PTWs. Riders who use medium or large motorbikes are more likely to question drivers' skills in relation to crossing situations. Scooter riders do so more often for overtaking situations. The development of shared prior knowledge is essential to prevent accidents and incidents between drivers and riders. To help improve effectiveness, we recommend specific ways of embedding each type of road user profile in training, prevention, and research.

Novice riders and the predictors of riding without motorcycle protective clothing

BackgroundWhile helmet usage is often mandated, few motorcycle and scooter riders make full use of protection for the rest of the body. Little is known about the factors associated with riders’ usage or non-usage of protective clothing. MethodsNovice riders were surveyed prior to their provisional licence test in NSW, Australia. Questions related to usage and beliefs about protective clothing, riding experience and exposure, risk taking and demographic details. Multivariable Poisson regression models were used to identify factors associated with two measures of usage, comparing those who sometimes vs rarely/never rode unprotected and who usually wore non-motorcycle pants vs motorcycle pants. ResultsNinety-four percent of eligible riders participated and usable data was obtained from 66% (n=776). Factors significantly associated with riding unprotected were: youth (17–25 years) (RR=2.00, 95% CI: 1.50–2.65), not seeking protective clothing information (RR=1.29, 95% CI=1.07–1.56), non-usage in hot weather (RR=3.01, 95% CI: 2.38–3.82), awareness of social pressure to wear more protection (RR=1.48, 95% CI: 1.12–1.95), scepticism about protective benefits (RR=2.00, 95% CI: 1.22–3.28) and riding a scooter vs any type of motorcycle. A similar cluster of factors including youth (RR=1.17, 95% CI: 1.04–1.32), social pressure (RR=1.32, 95% CI: 1.16–1.50), hot weather (RR=1.30, 95% CI: 1.19–1.41) and scooter vs motorcycles were also associated with wearing non-motorcycle pants. There was no evidence of an association between use of protective clothing and other indicators of risk taking behaviour. ConclusionsFactors strongly associated with non-use of protective clothing include not having sought information about protective clothing and not believing in its injury reduction value. Interventions to increase use may therefore need to focus on development of credible information sources about crash risk and the benefits of protective clothing. Further work is required to develop motorcycle protective clothing suitable for hot climates.

TECHNOLOGY CAN IMPROVE PUBLIC HEALTH EDUCATION

Addressing public health challenges in the 21st century requires a workforce familiar with current technology. Goldman et al.1 report on the use of one such technology, the blog, to enhance learning through ongoing discussions. Delivering course content in such forums does more than foster discussion; it capitalizes on student familiarity with social venues such as Facebook and encourages the transfer of useful technology to the public health sector. We are infusing technology into a graduate-level course on health determinants, and early experience indicates that keys to success include instructor dedication to the concept, effective technical support, simple and intuitive technology, and student ownership. Taiwanese motorcycle and scooter riders wait at a stop light in Taipei on June 25, 1997, following enforcement of a new law mandating the wearing of safety helmets. Photograph by Eddie Shih. Printed with permission of AP Wide World. Goldman et al. discuss blogs, wikis, and video casting, but numerous other electronic media are available for delivering educational content. The unique attributes and weaknesses of each greatly affect user experience and utility, so the decision of which technology to adopt should be driven by educational objectives, user connectivity, and familiarity. What is ultimately important is that technology enhances the attainment of learning objectives and student engagement with materials. We disagree with the implication by Goldman et al. that telecast (or audiocast) lectures exclusively apply to distance education; they also have a place in traditional settings. Readings, online assignments, and lectures viewed or completed before class prepare students for in-class discussions, case studies, or other interactive methods generally accepted as more valuable than didactic lectures.2–4 Discussion forums allow instructors to assess how well material is being understood before a class and to adjust activities accordingly. Podcast and telecast information use the spoken word to weave a degree of intimacy and personal connection into mass communication not achievable through e-mail. Technology can also foster interactive learning, building on the familiarity with user-generated content many students develop from sites such as YouTube. For example, we have assigned students to create brief (≤ 5 minute) audiovisual synopses of key journal articles or concepts with free software (http://jingproject.com). This satisfies multiple objectives: students attain and demonstrate mastery of material by teaching it to viewers, course content is created for future classes, and a new generation of public health workers receives training in innovative communication techniques. Although the use of teaching technology presents challenges, it has the potential to achieve goals beyond the learning objectives of a single class, including the promotion of technological solutions to support future public health activities.

Head injury resulting from scooter accidents in Rome: differences before and after implementing a universal helmet law

To estimate the incidence rates and related determinants of head injuries before and after the implementation of a new universal helmet law in Italy. The investigation took place in the Emergency Room of the Accident and Emergency Department, Teaching Hospital 'Umberto I', Rome, in 1999 (before the new law), and 2000 (two periods after the new law). Personal data, injury circumstances, helmet use, others involved in injury and health data, were collected. Incidence rates by time period were calculated and differences between groups were analysed. Logistic regression models were conducted to assess the association between head trauma and potential determinants. The incidence rate of all injury among scooter riders rose from 64.36/10,000 person-years before the new law (1999) to 98.05/10,000 person years afterwards. The incidence rate of head trauma among scooter riders showed an opposite trend, i.e. a decrease from 26.65/10,000 person-years (1999) to 8.88/10,000 person-years in the second post-legislation period. Helmet use among injured scooter riders rose from 5% before the new law to 90% afterwards. Helmet use is a protective factor for being a patient with head trauma, in all the periods considered (OR 0.24-0.44). After implementation of the new law, age (18+) showed a protective effect as well (OR 0.42-0.44). Helmet use has a protective effect on head trauma among scooter riders. One year after implementing a universal law, helmet use has increased substantially and a sharp reduction in head trauma among persons older than 18 years could be observed.

An anthropometric measurement for developing an electric scooter

An electric scooter is one type of light motorcycle driven by an electric motor and used with small wheels, a low seat, and a fixed shield protecting the driver's legs. Since it can be considered as a constrained workstation for users of different sizes to fit on the same workstation, some ergonomic problems should be taken into consideration when designing an electric scooter. This article presents a case study for illustrating how to apply the anthropometric measurement to develop a new product. In this paper, we propose a two-dimensional anthropometric data collection approach and conduct an anthropometric experiment for scooter riders in Taiwan. Based on the obtained anthropometric data concerning scooter-riding postures, an electric scooter was developed which was the result of a collaborative project for new product development. The developed electric scooter was satisfactory, and resulted in a significant improvement in its appearance and ergonomic performance. Relevance to industry Anthropometric data should be appropriately used in ergonomic design to specify the physical dimensions of workstations, as well as should be applied to new product development. The integrated applications of aesthetic techniques and anthropometric data are critical factors for industrial designers to develop a satisfying product.

Helmet use: a survey of 4 common childhood leisure activities.

To compare the distribution and observation of helmet use patterns among 4 common childhood leisure activities-bicycle riding, in-line skating, skateboarding, and scooter riding-in a setting with no helmet use legislation. A cross-sectional, unobtrusive, direct observation of children engaged in 1 of the 4 activities was conducted during an 8-week period. Eight communities of at least 1000 persons each in a 2-county Central Texas area. Prevalence of activity, helmet use, and correct helmet use. Of 841 children observed, most rode bicycles (74.8%); only 4.2% rode skateboards. They included 127 children estimated to be younger than 6 years (15.1%) and 495 estimated to be aged between 6 and 12 years (58.9%). Most were male (67.3%) and observed in urban communities (61.7%). The locations of highest concentration of the 4 activities were minor streets for bicycle riding, playgrounds for in-line skating, and sidewalks for skateboarding and scooter riding. The rate of overall helmet use was 13.6% and did not vary significantly by activity: in-line skating, 18.2%; skateboarding, 14.3%; bicycle riding, 13.5%; and scooter riding, 11.5%. However, the observed correct helmet use prevalence of 72.6% differed significantly by activity. Most children riding scooters wore their helmets incorrectly. Helmet use was positively associated with helmet use by accompanying children and/or adults. While bicycle riding was the most popular activity observed, helmet use was most prevalent among in-line skaters and least prevalent among scooter riders, many of whom also wore them incorrectly. Observed helmet use was influenced mostly by adult and peer helmet use, indicating that public education and interventions should target children and their parents as well as scooter riders.

Survey of factors influencing injury among riders involved in motorized two-wheeler accidents in India: a prospective study of 302 cases.

Two-wheeler trauma in developing countries differs in some respects when compared to that in developed countries. A total of 302 cases involved in motorcycle, scooter, and moped accidents were analyzed. There were 201 drivers and 101 passengers. Injury severity scores (ISS), overall number of wounds, and number of fractures were studied. Motorcycle riders had a significantly higher ISS than did scooter riders. Persons involved in collisions with other powered vehicles had 36% more fractures and higher ISS than those involved in accidents where no collision occurred with a powered vehicle. Female passengers, sitting sideways, and involved in collisions, sustained fewer injuries than did a comparable group of male passengers who sat astride; the ISS of female passengers was also lower. Helmet users had a much lower incidence and severity of head injury than riders who did not use helmets. Turbans appeared to offer partial protection from head injury.