Increasing motorcycles attention and search conspicuity by using Alternating-Blinking Lights System (ABLS)

Poor conspicuity of Powered Two-Wheelers (PTW) is one of the main factors contributing to their involvement in accidents. The current study examined the influence of different rider's outfits on PTWs’ detectability, and evaluated the potential of a unique Alternating-Blinking Lights System (ABLS) to increase the rider's conspicuity. This study included two experiments that examined the visual search involved in the process of scanning video clips of dynamic traffic scenes. The first experiment examined PTWs’ attention conspicuity, while the second evaluated PTWs’ search conspicuity. In the attention conspicuity experiment participants were not alerted to the possible presence of a PTW and were asked to report the types of vehicles that were present in each video clip. In the search conspicuity experiment the participants were asked to actively search for a PTW and report its presence or absence in each video clip. Every participant was presented with a series of 96 video clips, 48 with a PTW and 48 without (controls). The independent variables were: (i) level of ambient illumination, (ii) road type, (iii) PTW's initial distance from the viewer, and (iv) rider's outfit. The results of the attention conspicuity experiment indicated that the environmental context has a strong effect on the probability of detecting the PTW. The ABLS increased the PTWs’ attention conspicuity by moderating the effects of environmental context, and was most effective at dusk and in urban environments. The results of the search experiment indicated that detection rates decreased and reaction time (RT) increased as the level of luminance decreased. RT was shortest with the ABLS across all driving environments. The ABLS increased PTWs detection rates in both experiments and mitigated the difference in detection rates between the attention and search conspicuity experiments. The results indicated that the ABLS was the most potent conspicuity treatment of the ones evaluated in this study. In conclusion, PTW conspicuity should be enhanced by incorporating aspects of both attention and search conspicuity. The riders need to take into consideration the perceptual characteristics of their riding environment, and be equipped with a conspicuity aid that is less susceptible to the changing environment and provides the rider with a unique visual signature. In parallel, the expectancy of car drivers to the presence of PTWs should be increased.     

Influence of front light configuration on the visual conspicuity of motorcycles

A recent study (Cavallo and Pinto, 2012) showed that daytime running lights (DRLs) on cars create “visual noise” that interferes with the lighting of motorcycles and affects their visual conspicuity. In the present experiment, we tested three conspicuity enhancements designed to improve motorcycle detectability in a car-DRL environment: a triangle configuration (a central headlight plus two lights located on the rearview mirrors), a helmet configuration (a light located on the motorcyclist's helmet in addition to the central headlight), and a single central yellow headlight. These three front-light configurations were evaluated in comparison to the standard configuration (a single central white headlight). Photographs representing complex urban traffic scenes were presented briefly (for 250 ms). The results revealed better motorcycle-detection performance for both the yellow headlight and the helmet configuration than for the standard configuration. The findings suggest some avenues for defining a new visual signature for motorcycles in car-DRL environments.     

Issues in motorcycle sensory and cognitive conspicuity: The impact of motorcycle low-beam headlights and riding experience on drivers’ decisions to turn across the path of a motorcycle

Background

Crashes involving a passenger car and a motorcycle, where the car is turning across the path of the motorcycle, are a major crash type of motorcycle riders. It has been proposed that the incidence of such crashes could be reduced through improvements in motorcycle conspicuity. Operation of low-beam headlights on motorcycles has been discussed as one approach for improving the “sensory conspicuity” of motorcycles during daylight hours, whilst previous experience as a rider may serve to heighten “cognitive conspicuity” through raised awareness of motorcyclists on our roads.

Method

Twenty-three experienced car drivers with no riding experience (“drivers”) and 20 experienced car drivers who were also motorcycle riders (“driver–riders”) completed a series of trials in a driving simulator where their task in each trial was to turn ahead of an oncoming vehicle if they felt that they had sufficient room to do so safely. A key manipulation across trials was whether the oncoming vehicle was a motorcycle with headlights on, or a motorcycle with headlights off. Time gap (short, medium, long) was also manipulated.

Results

Results indicate that, at time gaps defined in the current study as short, low-beam headlights may confer some benefit in gap acceptance by encouraging drivers to accept fewer gaps ahead of a motorcycle with headlights on than ahead of a motorcycle with headlights off. No statistically significant differences in gap acceptance between the headlight conditions were found at either the medium or long time gaps. Irrespective of time gap, driver–riders were found to adopt a more efficient turn strategy than drivers with no direct riding experience.

Conclusions

Overall, the present research provides support for the use of low-beam headlights and riding experience as tools through which to augment the sensory and cognitive conspicuity of motorcycles, respectively. It is proposed that further research aim to explore directly the precise mechanisms underlying the observed effects.     

Survival hazards of road environment factors between motor-vehicles and motorcycles

Motorcycles are frequently used in middle- and low-income societies. They are often involved in crashes, and account for a noticeable percentage of fatalities secondary to crashes. Comparing motor-vehicle occupants and motorcycle riders, the present study examined the survival hazard of crash injuries with respect to road environmental factors (i.e., area, road type, and location). We investigated the effects of such factors on survival and survival time after crashes via a binary logistic regression analysis and a Cox proportional hazard regression analysis, respectively. Results indicated that, for both motor-vehicle occupants and motorcycle riders, the fatal prevalence, occurrence likelihood, and risk based on time were decreased in urban areas and elevated on highways. The three indexes were also higher for motor-vehicle occupants on non-straight or non-level roadway sections. The prevalence of death on local roads and at intersections was relatively higher for motorcycle riders compared to motor-vehicle occupants. Speed may contribute to the survival hazard with respect to road environment factors. Speed management initiatives account for hazardous roadway, curve alignment re-examination, and increased traffic enforcement density are suggested. Collaboration among the roadway authorities, vehicle industry, and medical systems for a timely rescue is also advised. In addition, the attention to crashes at intersections and on local roads is a promising intervention for motorcycle riders.     

Errors in judging the approach rate of motorcycles in nighttime conditions and the effect of an improved lighting configuration

One of the key contributory factors for accident involvement is misjudgment of approach speed (Department for Transport, 2010). Past research has indicated that individuals can use the rate of visual looming in order to the judge time to passage (TTP) of approaching vehicles, and that smaller vehicles loom to a lesser extent than larger vehicles (e.g., Horswill et al., 2005). However, the judgment of TTP in nighttime conditions has received little attention. This paper explores drivers’ abilities to make judgments of motorcycles and car approach speeds in nighttime driving conditions, when only the headlights are visible, as well as the effectiveness of a tri-headlight configuration on the accuracy of motorcycle speed judgments. Results showed that individuals were significantly more accurate at judging the speed of two car headlights compared with the standard solo headlight motorcycle. However, the inclusion of a tri-headlight formation on a standard motorcycle frame significantly improved these judgments. A further investigation demonstrated that tri-headlight configurations with separation between headlights on the horizontal and vertical axes are most effective for yielding accurate speed judgments. The implications of the results for road safety and motorcycle design are discussed.     

Use of Cognitive Work Analysis for exploration of safety management in the operation of motorcycles and scooters

The risk of accident, injury and death is disproportionately higher for motorcycle riders than for motorists. In this paper, we investigate strategies of safety management associated with operation of powered two-wheel vehicles (motorcycles and scooters). Accident prevention is most often driven by an epidemiological approach that investigates the risk factors associated with accidents. By focusing on risk factors, these types of studies fail to examine the strengths of the system in any depth. In this paper we employ an ethnographic approach structured by reference to the framework of Cognitive Work Analysis, to identify how riders of powered two-wheel vehicles manage their own safety and the safety of others. We anticipate that this research will open up a rich, relatively untapped, area for exploration of safety interventions.     

The association between price of regular-grade gasoline and injury and mortality rates among occupants involved in motorcycle- and automobile-related motor vehicle collisions

Motorcyclists have been reported to be more likely to die in a motor vehicle collision (MVC) than automobile occupants. With the recent increase in the pump price of gasoline, it has been reported that people are switching to motorcycles as main modes of transportation. This study evaluated the association between motor vehicle collision-related injury and mortality rates and increases in gasoline prices for occupants of automobiles and riders of motorcycles.There were an estimated 1,270,512 motorcycle MVC and 238,390,853 automobile MVC involved occupants in the U.S. from 1992 to 2007. Higher gasoline prices were associated with increased motorcycle-related injuries and deaths; however, this association no longer remained after accounting for changes in the number of registered vehicles.The current study observed that, while the number of injuries and fatalities in motorcycle-related MVCs increase with increasing gasoline price, rates remained largely unchanged. This suggests that the observed increase in motorcycle-related injuries and fatalities with increasing gasoline price is more a factor of the number of motorcycles on the road rather than operator characteristics.     

Judgments of approach speed for motorcycles across different lighting levels and the effect of an improved tri-headlight configuration

The misperception of vehicle approach speed is a key contributory factor to road traffic crash involvement. Past research has indicated that individuals use the rate of visual looming to calculate the time to passage (TTP) of a vehicle, and that smaller vehicles loom to a lesser extent than larger vehicles. Despite a disproportionate number of fatal injuries occurring on the road after dark, and a higher than average number of accidents involving automobile drivers violating the right of way of a motorcyclist occurring in low light conditions, there has been very little consideration of the accuracy of TTP for smaller and larger vehicles under low levels of luminance. We investigated drivers’ judgments of motorcycle and car approach speeds across a number of levels of luminance within a virtual city scene, as well as the effectiveness of a tri-headlight formation on motorcycle speed judgments. The accuracy of car approach speed judgments were not affected by changes in lighting conditions, but speed judgments for the solo headlight motorcycle became significantly less accurate as lighting reduced in the early night and night-time conditions. Incorporation of a tri-headlight formation onto the standard motorcycle frame resulted in improved accuracy of approach speed judgments, relative to the solo headlight motorcycle, as ambient light levels reduced. The practical implications of the findings are discussed in terms of road safety and motorcycle design.     

Safety impacts due to the incompatibility of SUVs, minivans, and pickup trucks in two-vehicle collisions

This research sets out to estimate the effects of vehicle incompatibility on the risk of death or major injury to drivers involved in two-vehicle collisions.Based on data for 2,999,395 drivers, logistic regression was used to model the risk of driver death or major injury (defined has being hospitalized). Our analyses show that pickup trucks, minivans and sport utility vehicles (SUVs) are more aggressive than cars for the driver of the other vehicle and more protective for their own drivers. The effect of the pickups is more pronounced in terms of aggressivity. The point estimates are comparable to those in the Toy and Hammitt study [Toy, E.L., Hammitt, J.K., 2003. Safety impacts of SUVs, minivans, and pickup trucks in two-vehicle crashes. Risk Analysis 23, 641–650], but, in contrast to that study, we are now able to establish that a greater number of these effects are statistically significant with a larger sample size.Like vehicle mass and type, other characteristics of drivers and the circumstances of the collision influence the driver’s condition after impact. Male drivers, older drivers, drivers who are not wearing safety belts, collisions occurring in a higher speed zone and head-on collisions significantly increase the risk of death. Except for the driver’s sex, all of these categories are also associated with an increased risk of death or of being hospitalized after being involved in a two-vehicle collision. For this risk, a significant increase is associated with female drivers.     

Estimating the risk of collisions between bicycles and motor vehicles at signalized intersections

Collisions between bicycles and motor vehicles have caused severe life and property losses in many countries. The majority of bicycle-motor vehicle (BMV) accidents occur at intersections. In order to reduce the number of BMV accidents at intersections, a substantial understanding of the causal factors for the collisions is required. In this study, intersection BMV accidents were classified into three types based on the movements of the involved motor vehicles and bicycles. The three BMV accident classifications were through motor vehicle related collisions, left-turn motor vehicle related collisions, and right-turn motor vehicle related collisions. A methodology for estimating these BMV accident risks was developed based on probability theory. A significant difference between this proposed methodology and most current approaches is that the proposed approach explicitly relates the risk of each specific BMV accident type to its related flows. The methodology was demonstrated using a 4-year (1992-1995) data set collected from 115 signalized intersections in the Tokyo Metropolitan area. This data set contains BMV accident data, bicycle flow data, motor vehicle flow data, traffic control data, and geometric data for each intersection approach. For each BMV risk model, an independent explanatory variable set was chosen according to the characteristics of the accident type. Three negative binomial regression models (one corresponding to each BMV accident type) were estimated using the maximum likelihood method. The coefficient value and its significance level were estimated for each selected variable. The negative binomial dispersion parameters for all the three models were significant at 0.01 levels. This supported the choice of the negative binomial regression over the Poisson regression for the quantitative analyses in this study.     

Effect of plastic coating on the sensory properties of fibreboard-based packaging materials in microwave oven heating

The effects of the type and thickness of plastic coating on the migration of off-odours and off-flavours from fibreboard materials to certain model foodstuffs were studied in microwave oven heating. Correlations between sensory, physical and chemical properties of fibreboard materials were also determined. The plastic coating served as a very good barrier to the transfer of off-flavours into foodstuffs. Polyester coating prevented the migration of off-flavours, whereas polyethylene and polypropylene were effective only in certain cases. With the last two plastics, the thickness of the coating layer also affected the amount of off-flavours migrating. Generally, the sensory properties of the materials did not correlate with either the melting behaviour of the plastic coating or the amount of volatile compounds generated.     

The relationship between the travelling speed and motorcycle styles in urban settings: A case study in Belgrade

This report examines the difference in the distribution of the speeds of different motorcycle styles and the difference in the distribution of speeds of particular motorcycle styles and cars. The relationship between the speed of motorcycles that possess and those that do not possess vehicle registration plates was also explored. The speed was measured at six different locations on main roads in the city of Belgrade, Serbia. The study confirmed that, on average, motorcyclists drive faster than drivers of cars, but extreme speeding is recorded 2.3 times more often by motorcyclists than by car drivers. In this research, the styles of motorcycles were divided into three different groups according to their average speeds. The first group consists of sport motorcycles, which were faster than the other styles. The second group consists of scooter motorcycles, which were slower. The third group consists of conventional, touring, enduro, and chopper motorcycles with speeds that were statistically not significantly different. According to the differences of the mean speed of motorcyclists who use and do not use vehicle registration plates, the use of the registration plates can be considered a significant indicator of traffic safety. By classifying motorcycles in the three different groups, the issue of “generalizing” motorcyclists as a unique group is avoided and can be taken into consideration for future studies of motorcyclist safety.     

组织认知能力及其与组织知识的相互作用关系

首先从认知与知识的内在联系切入,给出了组织认知能力本文的界定,并构建了组织认知能力的概念模型;继而勾勒出基于组织外部信息吸收、外部知识内化、内部存量知识更新三阶段的组织认知过程;最后借助假设分析,运用相关分析和回归分析,讨论了组织认知能力与组织知识之间的相互作用关系,得出并非高的组织认知能力就会导致高的组织知识增长水平,而且,组织认知在知识存量达到高峰后,也可能下降.     

Human and organisational factors in maritime accidents: Analysis of collisions at sea using the HFACS

Over the last decade, the shipping industry has implemented a number of measures aimed at improving its safety level (such as new regulations or new forms of team training). Despite this evolution, shipping accidents, and particularly collisions, remain a major concern. This paper presents a modified version of the Human Factors Analysis and Classification System, which has been adapted to the maritime context and used to analyse human and organisational factors in collisions reported by the Marine Accident and Investigation Branch (UK) and the Transportation Safety Board (Canada).     

The role of motorcyclist and other driver behaviour in two types of serious accident in the UK

Motorcycle accidents have somewhat different characteristics from accidents involving other classes of road user. They include in particular 'right of way' accidents, and accidents involving loss of control on curves or bends. A sample of 1790 accident cases was considered, including 1003 in detail, from UK midland police forces, involving motorcyclists of all ages, and covering the years 1997-2002 inclusive. Significant differences were discovered in the sample with respect to types of accidents involving motorcyclists (and their blameworthiness). There seems to be a particular problem surrounding other road users' perception of motorcycles, particularly at junctions. Such accidents often seem to involve older drivers with relatively high levels of driving experience who nonetheless seem to have problems detecting approaching motorcycles. Motorcyclists themselves seem to have far more problems with other types of accident, such as those on bends or curves. The implications of these findings are discussed.     

Factors associated with the likelihood of injury resulting from collisions between four-wheel drive vehicles and passenger cars

The specific effects of vehicular type on the likelihood of an injury occurring are relatively unexplored. This study sought to assess the relative risk of injury to occupants of four-wheel drive vehicles and their counterparts in passenger cars.Data for 1143 occupants from all of the 454 crashes in Oklahoma, in 1995 that involved a four-wheel drive vehicle were used. Multiple logistic regression analysis determined the association between potential predictive factors and vehicular injury. Odds ratios revealed occupancy in a passenger car to be a major predictor of the likelihood of injury. Other factors include the driver being female, driving too fast, travel on curved or level roadways, and being hit laterally or from the rear.     

Selection of Active Factors by Stepwise Regression in the Data Analysis of Supersaturated Design

Supersaturated design is a type of fractional factorial design in which the number of columns is greater than the number of rows. Several articles have considered methods for constructing supersaturated designs to assure a low level of nonorthogonality for all paired columns. Stepwise selection is recommended for the selection of active factors in data analysis for supersaturated design, under an assumption of the effect sparsity. This article considers selection errors of stepwise regression in the analysis of supersaturated designs. Specifically, type II error in the selection of stepwise regression is examined using simulation. Based on the results of simulation, some guidelines for data analysis of supersaturated design are discussed.     

Reflection and Refraction of Micropolar Magneto-thermoviscoelastic Waves at the Interface between Two Micropolar Viscoelastic Media

Using micropolar generalized thermoviscoelastic theories, problems of reflection and refraction of magneto-thermoeviscoelastic waves at the interface between two viscoelastic media are studied when a uniform magnetic field permeates the media. Coefficient ratios of reflection and refraction are obtained using continuous boundary conditions. Some special cases are considered, i.e., the absence of micropolar and viscous effects. By numerical calculations, variations of the amplitude ratios of reflection and refraction coefficients with the angle of incidence are shown graphically for incident rotational and dilatational waves at the interface between two media (one medium is aluminium-epoxy micropolar iscoelastic material, and the other is magnesium crystal micropolar viscoelastic material). Comparing the generalized thermoelastic theories developed by Lord and Shulman (LS) and by Green and Lindsay (GL) in this paper to conventional dynamics (CD) theory the effects of a magnetic field and viscosity are shown numerically in this paper.     

The association between driving anger and driving outcomes: A meta-analysis of evidence from the past twenty years

Through the use of meta-analysis, this study investigated the relationships between driving anger and five types of driving outcomes (aggressive driving, risky driving, driving errors, near misses and accidents). The moderating effects of three variables (age, study publication year, and participants’ country of origin) on these relationships were also examined. A total of 51 studies published over the past two decades met the inclusion criteria for the meta-analysis. The results showed that driving anger significantly predicted all three types of aberrant driving, with zero-order correlations of 0.312, 0.243, and 0.179 with aggressive driving, risky driving and driving errors, respectively. The correlations between driving anger and accident-related conditions, though at relatively weaker levels, were still statistically significant. Tests for effects of the moderating variables suggested that driving anger was a stronger predictor of risky driving among young drivers than among old drivers. Also, the anger–aggression association was found to decrease over time and vary across countries. The implications of the results and the directions for future research are discussed.     

An epidemiological study of the risk of cycling in the dark: The role of visual perception,conspicuity and alcohol use

To curtail the rising numbers of cyclists seriously injured in road crashes, more insights are needed into the factors that contribute to these crashes. For instance, darkness is known to be associated with higher injury rates, but little is known about the relative influence of factors such as poor conspicuity, impaired perception and alcohol use among cyclists. To examine these factors, the present study analyzed the epidemiological crash data for three meteorological light conditions: daylight, late evening darkness and early morning darkness; for two crash types: crashes with (M-crashes) and without motorized traffic (NM-crashes); and for different age groups. The relative injury rates (injury risk per distance travelled in darkness corrected for daylight injury risks for each age group) confirmed findings from earlier studies that cycling in late evening darkness is associated with higher injury rates than cycling in daylight conditions. This is the case for both crash types with only small differences between the age groups suggesting that poor conspicuity (M-crashes) and impaired perception (NM-crashes) may play a role. In comparison to late evening darkness, relative injury rates in early morning darkness are much higher. This is the case for both crash types with large differences among the age groups, suggesting that in addition to the absence of daylight also age related risk factors are at play. Support for this hypothesis was found from the analyses of hospital records, showing that the proportion of seriously injured cyclists who have been drinking is highest in early morning darkness and has strongly increased over the last decades. These insights provide input for the selection of countermeasures such as improved lighting (both street and bicycle lights) and interventions targeting alcohol use among cyclists.