Visibility Aids Research Articles

Bicyclist biomotion visibility aids: a 3D eye-tracking analysis

PurposeThe purpose of this paper is to investigate the effectiveness of biomotion visibility aids for nighttime bicyclists compared to other configurations via 3D eye-tracking technology in a blind between-subjects experiment.Design/methodology/approachA total of 40 participants were randomly assigned one of four visibility aid conditions in the form of videos: biomotion (retroreflective knee and ankle bands), non-biomotion (retroreflective vest configuration), pseudo-biomotion (vertical retroreflective stripes on the back of the legs), and control (all-black clothing). Gaze fixations on a screen were measured with a 3D eye-tracking system; coordinate data for each condition were analyzed via one-way ANOVA and Tukey’s post-hoc analyses with supplementary heatmaps. Post-experimental questionnaires addressed participants’ qualitative assessments.FindingsSignificant differences in eye gaze location were found between the four reflective clothing design conditions in X-coordinate values (p<0.01) and Y-coordinate values (p<0.05).Practical implicationsThis research has the potential to further inform clothing designers and manufacturers on how to incorporate biomotion to increase bicyclist visibility and safety.Social implicationsThis research has the potential to benefit both drivers and nighttime bicyclists through a better understanding of how biomotion can increase visibility and safety.Originality/valueThere is lack of literature addressing the issue of the commonly administered experimental task of recognizing bicyclists and its potential bias on participants’ attention and natural driving state. Eye-tracking has the potential to implicitly determine attention and visibility, devoid of biases to attention. A new retroreflective visibility aid design, pseudo-biomotion, was also introduced in this experiment.

The Hearing Aid ‘Effect’ as a Function of Race and Gender

The Hearing Aid ‘Effect’ as a Function of Race and Gender

Visibility aid cycling clothing: flashing light-emitting diode (FLED) configurations

Purpose – The purpose of this paper is to investigate drivers’ differing psychological perceptions of cyclists’ conspicuity according to active visibility aid configurations on clothing. Design/methodology/approach – The flashing light-emitting diodes (FLEDs) were positioned on the major joints (shoulders, elbows, wrists, hips, knees, and ankles) in eight configurations and pre- and post-surveys were conducted. Findings – The results indicated that there were significant differences among the eight configurations in observers’ detection and recognition of cyclists, contributions of FLEDs, and visibility of cyclists (p&lt;0.001). Among the eight different configurations on joints, FLEDs on the hips, knees, and ankles were the most detectable, recognizable, and visible. Originality/value – Most of the previous studies have investigated passive visibility aids and there is a lack of research on FLED configurations on major joints for cyclists. Thus, this study is expected to be beneficial to designers when developing active visibility aid clothing for cyclists.

Eisenmenger Syndrome and Pericardial Effusion: The Challenge of Diagnosing “Tamponade” In Complex Congenital Heart Disease

Cardiac tamponade is a life-threatening condition wherein overwhelming intrapericardial pressure from a either rapidly progressive or a sizeable pericardial effusion leads to collapse of the cardiac chambers, impairment in diastolic filling and hemodynamic compromise. Clinical and echocardiographic signs, such as a pulsusparadoxus, significant transmitral inflow variations, and visible chamber collapse aid in determining the need for emergent Pericardiocentesis. We describe a case where a hemodynamically significant pericardial effusion warranting emergent Pericardiocentesis, presents with none of the traditional signs of tamponade. It is first written case report of a very large pericardial effusion in the setting of Eisenmenger syndrome where worsening dyspnea, hypoxia and cyanosis secondary to right-toleft shunting was the clinical correlate of cardiac tamponade necessitating emergent Pericardiocentesis.

The relationship between visibility aid use and motor vehicle related injuries among bicyclists presenting to emergency departments

BackgroundLittle is known about the effectiveness of visibility aids (VAs; e.g., reflectors, lights, fluorescent clothing) in reducing the risk of a bicyclist–motor-vehicle (MV) collision. PurposeTo determine if VAs reduce the risk of a bicyclist–MV collision. MethodsCases were bicyclists struck by a MV and assessed at Calgary and Edmonton, Alberta, Canada, emergency departments (EDs) from May 2008 to October 2010. Controls were bicyclists with non-MV injuries. Participants were interviewed about their personal and injury characteristics, including use of VAs. Injury information was collected from charts. Odds ratios (ORs) and 95% confidence intervals (CIs) were estimated for VAs during daylight and dark conditions, and adjusted for confounders using logistic regression. Missing values were imputed using chained equations and adjusted OR estimates from the imputed data were calculated. ResultsThere were 2403 injured bicyclists including 278 cases. After adjusting for age, sex, type of bicycling (commuting vs. recreational) and bicyclist speed, white compared with black (OR 0.52; 95% CI 0.28, 0.95), and bicyclist self-reported light compared with dark coloured (OR 0.67; 95% CI 0.49, 0.92) upper body clothing reduced the odds of a MV collision during daylight. After imputing missing values, white compared with black (OR 0.57; 95% CI: 0.32, 0.99) and bicyclist self-reported light compared with dark coloured (OR 0.71; 95% CI 0.52, 0.97) upper body clothing remained protective against MV collision in daylight conditions. During dark conditions, crude estimates indicated that reflective clothing or other items, red/orange/yellow front upper body clothing compared with black, fluorescent clothing, headlights and tail lights were estimated to increase the odds of a MV collision. An imputed adjusted analysis revealed that red/orange/yellow front upper body clothing colour (OR 4.11; 95% CI 1.06, 15.99) and tail lights (OR 2.54; 95% CI: 1.06, 6.07) remained the only significant risk factors for MV collisions. One or more visibility aids reduced the odds of a bicyclist MV collision resulting in hospitalization. ConclusionsBicyclist clothing choice may be important in reducing the risk of MV collision. The protective effect of visibility aids varies based on light conditions, and non-bicyclist risk factors also need to be considered.

Effectiveness of two interventions in preventing traffic accidents: a systematic review.

The prevention of road traffic accidents should be considered a serious public health concern, since they are the eighth leading cause of death globally and the main cause of death for young people aged 15-29. Evidences from many countries show that successes in preventing road traffic injuries can be achieved through concerted efforts at national level. The aim of our study was to assess the effectiveness of two interventions to prevent road traffic accidents: the introduction of graduated driver licensing (GDL) and the interventions to improve pedestrian and cyclist visibility. Our search started with a scoping review on the interventions to prevent road traffic accidents to allow the development of a logical framework of traffic accidents. Specific and answerable questions formulated according to PICO scheme and combinations of keywords were used to perform a systematic search in the following databases: Pubmed, Cochrane Database of Systematic Reviews, Database of Abstracts of Reviews of Effects (DARE), Health Evidence, Transport Research International Documentation (TRID) and Google. References of selected papers were searched. Only systematic reviews and meta-analyses were eligible. No temporal limits or linguistic filters were applied. 160 systematic reviews and meta-analyses were found for the question of the introduction of GDL program and 188 on the improvement of visibility in cyclists and pedestrians. After selection, four papers were included in qualitative synthesis for each question. All included studies underwent quality evaluation. GDL programs seem to be effective in reducing crash rates among young drivers, in particular in 16 year-old. Programs with more restrictions seem also to reduce fatal events. To improve visibility of pedestrians and cyclists, street lighting has been suggested as an intervention able to improve driver's visual capabilities and ability to detect roadway hazards and to prevent car crashes. Visibility aids (fluorescent materials, lamps, flashing lights and retroreflective materials) have the potential to increase visibility and enable drivers to detect pedestrians and cyclists earlier. The two interventions seem to be effective, but further examinations are needed to measure long-term effects. It is necessary to provide feasible studies in local context to estimate the impact of introduction of GDL programs or of some of their components and to improve interventions to increase visibility of pedestrians and cyclists.

Visibility-related characteristics of crashes involving bicyclists and motor vehicles – Responses from an online questionnaire study

Bicyclists are among the most vulnerable of road users, with high fatal crash rates. Although visibility aids have been widely advocated to help prevent bicycle-vehicle conflicts, to date no study has investigated, among crash-involved cyclists, the kind of visibility aids they were using at the time of the crash. This study undertook a detailed investigation of visibility factors involved in bicyclist-motor-vehicle crashes. We surveyed 184 bicyclists (predominantly from Australia via internet cycling forums) who had been involved in motor vehicle collisions regarding the perceived cause of the collision, ambient weather and general visibility, as well as the clothing and bicycle lights used by the bicyclist. Over a third of the crashes occurred in low light levels (dawn, dusk or night-time), which is disproportionate given that only a small proportion of bicyclists typically ride at these times. Importantly, 19% of these bicyclists reported not using bicycle lights at the time of the crash, and only 34% were wearing reflective clothing. Only two participants (of 184) nominated bicyclist visibility as the cause of the crash: 61% attributed the crash to driver inattention. These findings demonstrate that crash-involved bicyclists tend to under-rate and under-utilise visibility aids as a means of improving their safety.

DO VISIBILITY AIDS REDUCE THE RISK OF MOTOR-VEHICLE INJURY IN BICYCLISTS?

BackgroundThere is limited literature regarding the effectiveness of visibility aids (eg, reflectors, lights, fluorescent clothing) in reducing the risk of a bicyclist- motor-vehicle (MV) collision.ObjectivesTo determine if visibility aids reduce...

METAPHORIC SYMBOLISM IN PRINTMAKING AS A MEANS OF INTERPRETIVE EXPRESSION IN ART BY NORMATIVE AND EMOTIONALLY DISORDERED INDIVIDUALS

Abstract Printmaking presents a unique aspect for psychotherapists, it allows for the production of multiples and interaction between the product and the client. It reinforces the nature of printmaking which is experimental, innovative, and explorative. The premise of the research was to explore how culture affects interpretation of the printmaking. The researcher utilized mono-print images from Kuwait by Kuwaiti students at Ku to test the theory of art become a universal form of creativity that enhance everyone to look at it and interpreted in an individual way. To explore the influence of culture on the interpretation of art printmaking, the researcher divided the sample into two groups of American citizen: 1-normative group, 2-emotional disordered group in order to let psychotherapist become more familiar with this medium and become a visible aid in psychotherapist area.

Personal and trip characteristics associated with safety equipment use by injured adult bicyclists: a cross-sectional study

BackgroundThe aim of this study was to estimate use of helmets, lights, and visible clothing among cyclists and to examine trip and personal characteristics associated with their use.MethodsUsing data from a study of transportation infrastructure and injuries to 690 adult cyclists in Toronto and Vancouver, Canada, we examined the proportion who used bike lights, conspicuous clothing on the torso, and helmets on their injury trip. Multiple logistic regression was used to examine associations between personal and trip characteristics and each type of safety equipment.ResultsBike lights were the least frequently used (20% of all trips) although they were used on 77% of trips at night. Conspicuous clothing (white, yellow, orange, red) was worn on 33% of trips. Helmets were used on 69% of trips, 76% in Vancouver where adult helmet use is required by law and 59% in Toronto where it is not. Factors positively associated with bike light use included night, dawn and dusk trips, poor weather conditions, weekday trips, male sex, and helmet use. Factors positively associated with conspicuous clothing use included good weather conditions, older age, and more frequent cycling. Factors positively associated with helmet use included bike light use, longer trip distances, hybrid bike type, not using alcohol in the 6 hours prior to the trip, female sex, older age, higher income, and higher education.ConclusionsIn two of Canada’s largest cities, helmets were the most widely used safety equipment. Measures to increase use of visibility aids on both daytime and night-time cycling trips may help prevent crashes.

The 1959 Moroccan oil poisoning and US Cold War disaster diplomacy

This article explores the ways in which Cold War publicity concerns shaped American humanitarian efforts in Morocco, examining responses to the 1959 cooking oil adulteration in light of Kenneth Osgood's work on American Cold War public relations, as well as the work of analysts of more recent ‘disaster diplomacy’. The Cold War provided an incentive for American disaster aid – but it also distorted that aid, as American policy prioritised immediate, visible aid over long-term relief efforts. In the case of the 1959 tri-ortho-cresyl phosphate poisoning, which paralysed 10,000 people, the American disinclination to support long-term relief and rehabilitation efforts rendered the American policy responses ill-suited to the circumstances of the disaster. This disinclination was compounded by fears that generosity would imply culpability for the incident, which originated with the sale of toxic surplus substances from a military base established without permission from the Moroccan government. However, a new and even greater calamity, the earthquake at Agadir, transformed the calculus of American disaster assistance in Morocco, liberating American officials to respond more effectively to the needs of the toxic oil victims. For the historian, the political calculations shaping the US response to the 1959 oil poisoning in Morocco illuminate the dynamics of Cold War humanitarianism; for the disaster response analyst, this case study demonstrates how disaster diplomacy can affect disaster response.

Totally Implantable Hearing Devices

AbstractHearing aids are the principal means of auditory rehabilitation for patients with moderate to severe sensori-neural hearing loss. Although technical improvements and modifications have improved the fidelity of conventional aids, hearing aids still have many limitations including the inherent self consciousness and social stigma attached to visible hearing aids. The recently introduced totally implantable hearing aids offer patients with hearing loss several potential advantages over conventional hearing aids. This article reviews the indications, surgical procedure, advantages and the current status of totally implantable hearing devices.

Drivers’ and cyclists’ experiences of sharing the road: Incidents, attitudes and perceptions of visibility

This study explored the beliefs and attitudes of cyclists and drivers regarding cyclist visibility, use of visibility aids and crashes involving cyclists and motorists. Data are presented for 1460 participants (622 drivers and 838 cyclists) and demonstrate that there are high rates of cyclist–vehicle crashes, many of which were reported to be due to the driver not seeing the cyclist in time to avoid a collision. A divergence in attitudes was also apparent in terms of attribution of responsibility in cyclist–vehicle conflicts on the road. While the use of visibility aids was advocated by cyclists, this was not reflected in self-reported wearing patterns, and cyclists reported that the distance at which they would be first recognised by a driver was twice that estimated by the drivers. Collectively, these results suggest that interventions should target cyclists’ use of visibility aids, which is less than optimal in this population, as well as re-educating both groups regarding visibility issues.

A Debt to Robert West

You have accessThe ASHA LeaderInbox1 Nov 2008A Debt to Robert West Mark Ross Mark Ross Google Scholar More articles by this author https://doi.org/10.1044/leader.IN1.13152008.4 SectionsAbout ToolsAdd to favorites ShareFacebookTwitterLinked In I was delighted to read the recent tributes to Robert West provided by Gerald Siegel and Annette Zaner. I’d like to add my own tributes to the memories of this remarkable man. For those who don’t know, he was one of the founders of the disciplines that led to the professions of speech-language pathology and audiology, and was the first ASHA president. I was fortunate in having him as one of my professors at Brooklyn College. With his deep, booming voice and profound knowledge of his material, he made a lasting impression on all of his students. He didn’t just provide theoretical lectures, but example after example as we watched him perform diagnostics through a one-way mirror. He convinced us that these were professions to be respected and in which we could make a difference in people’s lives. I also owe him a personal debt. He encouraged me to go on for my PhD at Stanford University and I’m convinced that it was his letter on my behalf that ensured my acceptance. This was at a time when one never saw a graduate student wearing a hearing aid (and mine was one of these visible body aids). I functioned well and evidently this was all that mattered to him (and, for the record, all that mattered during my entire career). Still, at the time no training program that I knew of would admit a student who used hearing aids. Fortunately, we’ve learned better since. Author Notes Mark Ross, Storrs, Connecticut, [email protected] Advertising Disclaimer | Advertise With Us Advertising Disclaimer | Advertise With Us Additional Resources FiguresSourcesRelatedDetails Volume 13Issue 15November 2008 Get Permissions Add to your Mendeley library History Published in print: Nov 1, 2008 Metrics Downloaded 84 times Topicsasha-topicsleader_do_tagleader-topicsasha-article-typesCopyright & Permissions© 2008 American Speech-Language-Hearing AssociationLoading ...

The Hearing Aid Effect in Northern Territory Indigenous Australian Children as Perceived by Their Peers

Otitis media and associated hearing loss is endemic in Northern Territory Indigenous Australian children. While this ear disease is often preventable, it continues at prevalence rates estimated as high as 80%. In many cases, the use of a hearing aid is the best-practice intervention and often allows the wearer to hear family, friends and teachers. Yet, the use of hearing aids among Indigenous Australians is extremely low. This is the first study to investigate the 'Hearing Aid Effect' (HAE), which is the stigma associated with wearing a hearing aid, in an Indigenous Australian population. Participants in this study included 5 to 12-year-old Indigenous Australian children. Children viewed pictures of Indigenous children, of similar age, with and without visible hearing aids, and then rated their perceptions on an attitude scale. Participants were also involved in a learning-based intervention on the importance of wearing hearing aids. The results indicated a strong HAE. Indigenous Australian children had a more negative attitude towards peers who wore hearing aids in comparison to peers who did not wear hearing aids. Additionally, females tended to rate males more negatively than females on most questions. Males rated females more negatively on questions regarding friendship, sport and whether they can attend the same school. The intervention had a significant effect on the children's attitude toward hearing aids. The study results indicate that children of this early age have constructed characteristic stigmatisations concerning their peer's use of hearing aids.

Interventions for increasing pedestrian and cyclist visibility for the prevention of death and injuries

Pedestrians and cyclists account for nearly one in three of all road users killed and seriously injured in road traffic crashes. Late detection of other road users is one of the basic driver failures responsible for collisions. Aids to improve pedestrians and cyclist visibility have been used to avert potential collisions. However, the impact of these strategies on drivers' responses, and on pedestrian and cyclist safety is not known. 1. To quantify the effect of visibility aids versus no visibility aids, and of different visibility aids on the occurrence of pedestrian and cyclist-motor vehicle collisions and injuries. 2. To quantify the effect of visibility aids versus no visibility aids, and of different visibility aids on drivers' detection and recognition responses. We searched the CENTRAL, the Cochrane Injuries Group specialised register, MEDLINE, TRANSPORT, National Research Register, PsycInfo and PsycLit. We searched the reference lists of included trials, contacted authors and searched the websites of relevant transport research organisations. The searches were last updated in April 2005. 1. Randomised controlled trials and controlled before-and-after studies of the effect of visibility aids on the occurrence of pedestrian and cyclist-motor collisions and injuries. 2. Randomised controlled trials of the effect of visibility aids on drivers' detection and recognition responses. This included trials where the order of presentation of visibility aids was randomised or balanced using a Latin square design. Two authors independently screened records, extracted data and assessed trial quality. We found no trials assessing the effect of visibility aids on pedestrian and cyclist-motor vehicle collisions and injuries. We identified 39 trials assessing the effect of visibility aids on drivers' responses. Fluorescent materials in yellow, red and orange colours improve detection and recognition in the daytime. For night-time visibility, lamps, flashing lights and retroreflective materials in red and yellow colours increase detection and recognition. Retroreflective materials arranged in a 'biomotion' configuration also enhance recognition. Substantial heterogeneity between and within the trials limited the possibility for meta-analysis. Summary statistics and descriptive summaries of the outcomes were presented for individual trials when appropriate. Visibility aids have the potential to increase visibility and enable drivers to detect pedestrians and cyclists earlier. Public acceptability of these strategies would merit further development. However, the effect of visibility aids on pedestrian and cyclist safety remains unknown. Studies which collect data on simple, meaningful outcomes are required.

The prevalence and reliability of visibility aid and other risk factor data for uninjured cyclists and pedestrians in Edmonton, Alberta, Canada

This study was conducted to determine the prevalence and reliability of risk factors collected on uninjured cyclists–pedestrians in Edmonton, Alberta, and what characteristics predict cyclist–pedestrian visibility. At randomly selected locations from July 2004 to August 2004, two independent observers recorded cyclist–pedestrian characteristics such as age, sex, clothing color, use of reflectors, flags, helmets, and a subjective impression of visibility. Data were collected on 836 individuals; most were either walking/jogging (approximately 63%) or cycling (approximately 33%). For non-cyclists, the prevalence of bright colored clothing on the trunk ranged from 12.7 to 14.7%. Few people used any kind of reflective strips. Inter-observer agreement (Kappa) ranged from 0.37 (visibility assessment) to 0.99 (sex). For cyclists, 17–19% of headgear was brightly colored, and 13–14% was white. Approximately one-fourth had a front light; half had a rear reflector. Few cyclists used a flag and just over half used spoke reflectors. Kappa ranged from 0.35 (observer assessed speed) to 0.95 (head gear and sex). A major trunk color of orange, red, yellow or white resulted in a higher visibility rating for both cyclists and pedestrians. The results indicate a low prevalence of visibility aid use among cyclists and pedestrians, but there appears to be acceptable inter-observer reliability for most data collected. Further work is required before an overall visibility rating can be used in place of component scores.

Visibility aids for pedestrians and cyclists: a systematic review of randomised controlled trials

This study aims to quantify the effect of visibility aids on the occurrence of pedestrian and cyclist–motor vehicle collisions and injuries, and drivers’ responses in detection and recognition. Trial reports were systematically reviewed according to predefined eligibility criteria, including randomised controlled trials or controlled before-and-after trials comparing visibility aids and no visibility aids, and of different visibility aids on pedestrian and cyclist safety, and drivers’ responses in detection and recognition. This included trials in which the order of interventions was randomised, or balanced using a Latin square design. Two reviewers independently assessed validity of trials and abstracted data. The main outcome measures were pedestrian and cyclist–motor vehicle collisions and injuries, and drivers’/observers’ responses in the detection and recognition time, distance and frequency. No trials which assessed the effect of visibility aids on pedestrian and cyclist–motor vehicle collisions and injuries were identified. Twelve trials examined the effectiveness of daytime visibility aids and 25 trials on night time visibility aids, including 882 participants. Drivers’ and observers’ detection and recognition improved with visibility aids. For daytime, fluorescent materials in yellow, red and orange colours enhanced detection and recognition. ‘Biomotion’ markings enhanced recognition. Substantial heterogeneity between the trials limits the possibility for meta-analysis. Visibility aids have the potential to improve detection and recognition and would merit further development to gain public acceptance. However, the impact of visibility aids on pedestrian and cyclist safety is unknown and needs to be determined.

Interventions for increasing pedestrian and cyclist visibility for the prevention of death and injuries.

Pedestrians and cyclists account for nearly one in three of all road users killed and seriously injured in road traffic crashes. Late detection of other road users is one of the basic driver failures responsible for collisions. Aids to improve pedestrians and cyclist visibility have been used to avert potential collisions. However, the impact of these strategies on drivers' responses, and on pedestrian and cyclist safety is not known. 1. To quantify the effect of visibility aids vs no visibility aids, and of different visibility aids on the occurrence of pedestrian and cyclist-motor vehicle collisions and injuries. 2. To quantify the effect of visibility aids vs no visibility aids, and of different visibility aids on drivers' detection and recognition responses. We searched the Cochrane Controlled Trials Register, the Injuries Group Specialised Register, MEDLINE, TRANSPORT, TRANSDOC from ECMT (European Conference of Ministers of Transport), IRRD (International Road Research Documentation), TRIS (Transportation Research Information Services), NRR (National Research Register), PsycInfo and PsycLit. 1. Randomised controlled trials and controlled before/after trials of the effect of visibility aids on the occurrence of pedestrian and cyclist-motor collisions and injuries. 2. Randomised controlled trials of the effect of visibility aids on drivers' detection and recognition responses. This included trials where the order of presentation of visibility aids was randomised or balanced using a Latin square design. Two reviewers independently screened records, extracted data and assessed trial quality. We found no trials assessing the effect of visibility aids on the occurrence of pedestrian and cyclist-motor vehicle collisions and injuries. We identified 37 trials assessing the effect of visibility aids on drivers' responses. Fluorescent materials in yellow, red and orange colours improve detection and recognition in the daytime. For night-time visibility, lamps, flashing lights and retroreflective materials in red and yellow colours increase detection and recognition. Retroreflective materials arranged in a 'biomotion' configuration also enhance recognition. Substantial heterogeneity between and within the trials limited the possibility for meta-analysis. Summary statistics and descriptive summaries of the outcomes were presented for individual trials when appropriate. Visibility aids have the potential to increase visibility and enable drivers to detect pedestrians and cyclists earlier. Public acceptability of these strategies would merit further development. However, the effect of visibility aids on pedestrian and cyclist safety remains unknown. Studies which collect data on simple, meaningful outcomes are required.

Models of community-based HIV/AIDS care and support in South Africa

No abstract available.