Résultats bruts de la recherche sur SCOPUS:
"helmet" AND ("bicycle" OR "cycling")
Nb: Une partie de ces références est plutôt hors-sujet (technologie du casque, compétitions, etc... )
Scopus
EXPORT DATE:09 Oct 2018
Hoye, A.
36015270500;
(2018) Accident Analysis and Prevention, 120, pp. 239-249.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85052436842&doi=10.1016%2fj.aap.2018.08.001&partnerID=40&md5=cb7810ab8e154ced411764b7aa8fef9e
DOI: 10.1016/j.aap.2018.08.001
AFFILIATIONS: Institute of Transport Economics, Gaustadalleen 21, Oslo, N-0349, Norway
ABSTRACT: If all cyclistswere wearing helmets, significant numbers of head injuries might theoretically be prevented. Mandatory bicycle helmet legislation increases helmet use but is a controversial measure. Results from 21 studies of the effects of mandatory bicycle helmet legislation on injuries among crash involved cyclists were investigated by means of meta-analysis and the effects of several potential biases were investigated. The summary effect of mandatory bicycle helmet legislation for all cyclists on head injuries is a statistically significant reduction by 20% (95% confidence interval [−27; −13]). Larger effects were found for serious head injury (−55%; 95% confidence interval; [−78; −8]). Among children, larger effects were found when legislation applies to all cyclists than when it applies to children only. There is no clear indication of the results being affected by publication bias. Publication bias may exist, but any existing biases seem to more or less outweigh each other. Results from meta-analysis do not indicate that the results are systematically affected by a lack of control for time trend bias, choice of comparison group or study design (before-after vs. case control). Summary effects may be somewhat overestimated because of a lack of control for potential confounding variables in some of the studies. However, such a bias, if it exists, is not likely to be large. Empirical evidence for the hypotheses that mandatory bicycle helmet legislation deters people from cycling and that helmet wearing leads to behavioral adaptation is mixed. In summary, mandatory bicycle helmet legislation can be expected to reduce head injury among crash involved cyclists. Some adverse effects may occur, but will not necessarily be large or long-lasting. People who may be deterred from cycling, are among those with the highest injury risk and the smallest health effects from cycling. If the overall goal is to improve safety for all cyclists and to increase cycling, mandatory bicycle helmet legislation should be supplemented by other measures, especially improved bicycle infrastructure. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Cyclist; Head injury; Mandatory bicycle helmet legislation; Meta-analysis
DOCUMENT TYPE: Article
SOURCE: Scopus
________________
Radun, I., Olivier, J.
8541783200;8872635600;
(2018) Transportation Research Part F: Traffic Psychology and Behaviour, 58, pp. 1087-1090.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85049316701&doi=10.1016%2fj.trf.2018.06.022&partnerID=40&md5=4d50103ca398d98ac34c4773423145d9
DOI: 10.1016/j.trf.2018.06.022
AFFILIATIONS: Department of Psychology and Logopedics, Faculty of Medicine, University of Helsinki, Helsinki, Finland;
Stress Research Institute, Stockholm University, Stockholm, Sweden;
School of Mathematics and Statistics, University of New South Wales, Australia;
School of Mathematics and Statistics, The Red Centre, University of New South Wales, Room 2051, Sydney, NSW 2052, Australia
ABSTRACT: Bicycle helmet legislation (BHL) in Finland went into effect in January 2003 and applies to cyclists of all ages. There are no mechanisms to fine cyclists riding without a helmet; however, helmet wearing rates are 64% in Helsinki and 42% across Finland. Our aim was to discuss possible effects of BHL on cycling in Finland. We used data from the 1998/1999, 2004/2005 and 2010/2011 Finnish National Travel Surveys. Data across three surveys suggest cycling has declined from before to after BHL. In a 2004/2005 survey, however, only 0.063% (95% CI: 0.02–0.10%) of responders identified helmet use as their most important obstacle to cycling. It is unlikely BHL is a causal factor in the downward trend in Finnish cycling. Lack of cycling infrastructure and concerns for safety are much more common reasons given. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bicycle; Enforcement; Helmet; Surveys; Traffic law
DOCUMENT TYPE: Article
SOURCE: Scopus
_____________________________
Fyhri, A., Sundfør, H.B., Weber, C., Phillips, R.O.
6508215297;57189379725;57197788270;36651312200;
(2018) Transportation Research Part F: Traffic Psychology and Behaviour, 58, pp. 329-338.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85049355001&doi=10.1016%2fj.trf.2018.06.025&partnerID=40&md5=a2d9124d321c2a78a6d32bd28cb24ee7
DOI: 10.1016/j.trf.2018.06.025
AFFILIATIONS: Department of Safety, Security and Environment, Institute of Transport Economics, Gaustadalleen 21, Oslo, 0349, Norway
ABSTRACT: It has been suggested that the safety benefits of bicycle helmets are limited by risk compensation. The current study contributes to explaining whether the potential safety effects of bicycle helmets are reduced by cyclists’ tendency to cycle faster when wearing them (as a result of risk compensation), and if this potential reduction can be associated with a change in perceived risk. A previous study (Fyhri & Phillips, 2013) showed that non-routine helmet users did not increase their speed immediately after being given a helmet to wear, while routine helmet users cycled more slowly. The current study tests whether the previously found reduction in speed in response to helmet removal – as an indirect indicator of risk compensation – could be established in non-routine helmet users, after a period of habituation while cycling with a helmet. We did this by conducting a randomized crossover trial, in which we used GPS-derived speed calculations and self-reported risk perception. To test the effect of habituation, we used a design where each participant took part in two rounds with a break between and each round having two trips. We collected the data in June 2015. Non-routine helmet users (N = 31) were recruited in the field (along cycle routes in Oslo), and through a sample drawn from the Falck National register of bicycle owners. In the first phase of the study, all participants were asked to complete a test route (2.4 km downhill) with and without a helmet. In the second phase of the experiment, conducted after 1.5–2 h, the same participants again completed the test route with and without a helmet. In the time between the first and second phases of the experiment, all participants were given helmets, and told to use them on a predefined bicycle route. Habituation to the helmet between the first and second phases of the experiment did not produce any decrease (with helmet removal) in speed, on top of the habituation that occurred while cycling down the hill (the order effect). Mean speed difference for cycling with/without a helmet before the break was −0.76 km/h, after the break this difference was 0.32 km/h; 95% CIs [−0.5, 2.9] and [−0.9, 1.5]. We argue that risk compensation is an unlikely effect of using a bicycle helmet, and probably cannot explain any adverse effects related to helmet legislation. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bicycle helmet; Field experiment; GPS; Habituation; Long-term effects; Risk compensation
DOCUMENT TYPE: Article
SOURCE: Scopus
___________________________________________________
Ferraro, O.E., Orsi, C., Montomoli, C., Morandi, A.
56009870400;36806790900;6603687469;8438910700;
(2018) Transportation Research Part F: Traffic Psychology and Behaviour, 58, pp. 994-1004.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85051408805&doi=10.1016%2fj.trf.2018.07.021&partnerID=40&md5=670c763d66bf9bc07ed04573ec6de6f7
DOI: 10.1016/j.trf.2018.07.021
AFFILIATIONS: Centre of Study and Research on Road Safety, Department of Public Health, Experimental and Forensic Medicine, University of Pavia, Italy
ABSTRACT: Introduction: The increased bicycle use for transport as an alternative to motorized vehicles has by now become a common occurrence in all Italian cities. Even though the benefits of using a helmet to protect against trauma in bicycle accidents have been demonstrated, its use is still limited. The objective of this study is to analyse those motivations for helmet wearing that can influence their adoption. Methods: Data was gathered through an online questionnaire in collaboration with the Federazione Italiana Amici della Bicicletta (Italian Federation of Friends of the Bicycle), a recreational cyclists association. Motivations to use a helmet were investigated using a factorial analysis model. Factors were analysed through a points allocation system and compared according to gender, area of residence and whether the cyclist was a helmet-enthusiast. Results: The sample was made up of 1781 individuals, with a declining participation rate from North to South; 63% of respondents were men. Three factors were identified from the sample: helmet use as a safety benefit; helmets being perceived as a hindrance; and helmet used out of habit as well as to follow the virtuous example of friends and/or acquaintances during cycling outings. The major kinds of evidence are: regarding gender, differences in the perception of a helmet as a hindrance (p < 0.001) and its use out of habit (p < 0.001); as for area of residence, differences in the perception of a helmet as a hindrance (p = 0.01) and its use out of habit (p < 0.01); as regards being a helmet-enthusiast, differences were found for all the factors (p < 0.01). Conclusions: These results contribute to understanding the scenario that affects motivational beliefs through facilitating or deterring cyclists from using a helmet during recreational cycling. The evidence suggests how to argue the helmet use discussion among Italians. In such a homogeneous population of respondents in terms of passion for cycling, opinions on helmet use were dissimilar from the point of view of both its perception and the subsequent motivation for using it. Exploring perceptions and motivations on helmet use is a key element in understanding cyclists’ behaviour in order to characterize different users. A combination of friends/peer influence, reduction in the perception of helmets as a hindrance, and reinforcing of safety could represent the starting point for planning interventions. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bicycle helmet; Cycling; Factor analysis; Motivations to use a helmet
DOCUMENT TYPE: Article
SOURCE: Scopus
________________________________________
Radun, I., Radun, J., Esmaeilikia, M., Lajunen, T.
8541783200;12760114200;57202866003;56379061400;
(2018) Transportation Research Part F: Traffic Psychology and Behaviour, 58, pp. 548-555.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85049644168&doi=10.1016%2fj.trf.2018.06.038&partnerID=40&md5=59c111754acf923021e41517b50a9f83
DOI: 10.1016/j.trf.2018.06.038
AFFILIATIONS: Department of Psychology and Logopedics, Faculty of Medicine, University of Helsinki, Finland;
Stress Research Institute, Stockholm University, Sweden;
Turku University of Applied Sciences, Turku, Finland;
School of Mathematics and Statistics, University of New South Wales, Australia;
Department of Psychology, Norwegian University of Science and Technology (NTNU), Trondheim, Norway
ABSTRACT: Some researchers and many anti-helmet advocates often state that when cyclists wear a helmet they feel safer and take more risks. This hypothesis – risk compensation – if true, would reduce, annul or even reverse the assumed benefits of helmets in reducing head injuries. Consequently, this hypothesis is often used to oppose mandatory helmet laws. In this article, we illustrate how one of the few studies that attempted to experimentally test the hypothesis in relation to bicycle helmets arrives at a false conclusion. As a result it is often cited as evidence of risk compensation. Given the lack of experimental studies in this research area, the impact of a single study in shaping the opinions of the general public and of policy makers can be significant. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Behavioral adaptation; Cycling; Risk homeostasis; Risk taking
DOCUMENT TYPE: Article
SOURCE: Scopus
___________________________________________
Fitzpatrick, D.G., Goh, M., Howlett, D.C., Williams, M.
57201447667;55092335700;7005541846;56508717500;
(2018) International Journal of Oral and Maxillofacial Surgery, 47 (9), pp. 1121-1125. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85044852875&doi=10.1016%2fj.ijom.2018.03.005&partnerID=40&md5=bf5176db86ec51fdb9229f7aca2273a0
DOI: 10.1016/j.ijom.2018.03.005
AFFILIATIONS: Department of Maxillo-Facial Surgery, Eastbourne Hospital, Eastbourne, United Kingdom
ABSTRACT: Cycling is a popular activity. However there are risks associated with cycling, including facial injury. Helmets are often worn to prevent head injury. Evidence for their protection against facial injury is limited. This meta-analysis investigated the effect of bicycle helmets on the incidence of facial injury. The PubMed/MEDLINE, Google Scholar, and Cochrane Library databases were searched. Studies included were observational and involved adult participants. Paediatric studies, studies on helmet legislation, and those combining facial injuries with other injury types were excluded. The studies were evaluated by two reviewers. Risk of bias was assessed using the RevMan bias assessment tool. Odds ratios (OR) were extracted for facial injuries and facial fractures. Two meta-analyses were performed using these categories. Nine of the 102 studies identified were included. Helmets were protective against facial injury (OR 0.69, 95% confidence interval 0.63–0.75, P < 0.0001). Five studies reported facial fracture rates; helmets were protective against these also (OR 0.79 95% confidence interval 0.70–0.90, P = 0.0003). There are no randomized controlled trials on this topic and the number of studies available is small. Bicycle helmets offer protection against facial injuries and this should be considered by cyclists when deciding whether or not to use one. © 2018 International Association of Oral and Maxillofacial Surgeons
AUTHOR KEYWORDS: bicycle; fracture; helmet; injury; prevention
DOCUMENT TYPE: Article
SOURCE: Scopus
_________________________________________________________________
Asuke, J., Matsui, Y., Hitosugi, M.
57203621571;57203622759;7004030409;
(2018) Forensic Science International, 290, pp. e32-e33.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85052469793&doi=10.1016%2fj.forsciint.2018.07.021&partnerID=40&md5=ad0b2f40510bd22dcc3e24c15032ac11
DOI: 10.1016/j.forsciint.2018.07.021
AFFILIATIONS: Department of Legal Medicine, Shiga University of Medical Science, Seta Tsukinowa-cho, Otsu, Shiga 520-2192, Japan;
National Traffic Safety and Environment Laboratory, 7-42-27, Jindaiji Higashimachi, Chofu, Tokyo 180-0012, Japan
DOCUMENT TYPE: Letter
SOURCE: Scopus
__________________________________________________
Bland, M.L., McNally, C., Rowson, S.
57190764879;14018508200;6603854147;
(2018) Journal of Biomechanical Engineering, 140 (9), art. no. 091005, .
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85047948433&doi=10.1115%2f1.4040019&partnerID=40&md5=f7c91c1c4a0a9fae7a6f11413dd3044b
DOI: 10.1115/1.4040019
AFFILIATIONS: Department of Biomedical Engineering and Mechanics, Virginia Tech, 440 Kelly Hall, 325 Stanger Street, Blacksburg, VA 24061, United States;
Center for Injury Biomechanics, Virginia Tech, VCOM II Building, 2280 Kraft Drive, Blacksburg, VA 24060, United States
ABSTRACT: Cycling is a leading cause of sport-related head injuries in the U.S. Although bicycle helmets must comply with standards limiting head acceleration in severe impacts, helmets are not evaluated under more common, concussive-level impacts, and limited data are available indicating which helmets offer superior protection. Further, standards evaluate normal impacts, while real-world cyclist head impacts are oblique-involving normal and tangential velocities. The objective of this study was to investigate differences in protective capabilities of ten helmet models under common real-world accident conditions. Oblique impacts were evaluated through drop tests onto an angled anvil at common cyclist head impact velocities and locations. Linear and rotational accelerations were evaluated and related to concussion risk, which was then correlated with design parameters. Significant differences were observed in linear and rotational accelerations between models, producing concussion risks spanning >50% within single impact configurations. Risk differences were more attributable to linear acceleration, as rotational varied less between models. At the temporal location, shell thickness, vent configuration, and radius of curvature were found to influence helmet effective stiffness. This should be optimized to reduce impact kinematics. At the frontal, helmet rim location, liner thickness tapered off for some helmets, likely due to lack of standards testing at this location. This is a frequently impacted location for cyclists, suggesting that the standards testable area should be expanded to include the rim. These results can inform manufacturers, standards bodies, and consumers alike, aiding the development of improved bicycle helmet safety. © 2018 by ASME.
AUTHOR KEYWORDS: acceleration; biomechanics; concussion; Cycling; impact attenuation; injury risk
DOCUMENT TYPE: Article
SOURCE: Scopus
__________________________________________________
Ong, J.S.Y., Soundappan, S.V., Adams, S., Adams, S.
57203745008;8437722200;57193886804;35267976800;
(2018) Journal of Paediatrics and Child Health, 54 (9), pp. 968-974.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85045930829&doi=10.1111%2fjpc.13925&partnerID=40&md5=f7ee35b15f3393a708a992e0fcc2cc06
DOI: 10.1111/jpc.13925
AFFILIATIONS: Department of Surgery, Sydney Children's Hospital, Sydney, NSW, Australia;
Department of Trauma, Sydney Children's Hospital, Sydney, NSW, Australia;
Department of Surgery, Children's Hospital at Westmead, Sydney, NSW, Australia;
School of Women's and Children's Health, University of New South Wales, Sydney, NSW, Australia;
Brown Group, Neuroscience Research Australia, Sydney, NSW, Australia
ABSTRACT: Aim: Injuries involving non-motorised wheeled recreational vehicles (NMWRV) and bicycles are a common cause for hospitalisation in children. Studies show that helmet use whilst bicycle riding can decrease mortality and morbidity due to head injury. However, there remains an important proportion of children who are non-helmet users (NHU). This study aims to investigate helmet use and attitudes and injury patterns in children presenting with trauma after riding bicycles and other NMWRVs. Methods: A prospective cohort study was undertaken over 8 months of children aged 0–16 years, who presented with injury secondary to bicycle or NMWRV to the emergency department of two tertiary paediatric centres. Demographics, incident, injury severity and attitudes towards helmet use were compared between helmet users and NHU. Results: A total of 342 children were included – 41% (n = 139) scooter riders, 39% (n = 133) bicyclists, 18% (n = 61) skateboarders and 2% (n = 9) in-line skaters. Of those interviewed (n = 161), 58% (n = 93) wore a helmet, with children riding bicycles significantly more likely to be helmeted than NMWRV (75 vs. 48%, P = 0.01). NHU were more likely to be admitted to hospital (P = 0.05) and to sustain a major head injury (P = 0.009). The main influence on helmet use was parental rules. The biggest factor influencing non-helmet use was perceived low levels of danger. Conclusions: Despite legislation mandating this, helmet use is not universal in cyclists, particularly younger riders. Even fewer NMWRV riders use them. To promote helmet use, a multifaceted approach aimed at altering community norms and individual behaviours and attitudes is required. © 2018 Paediatrics and Child Health Division (The Royal Australasian College of Physicians)
AUTHOR KEYWORDS: community; education; emergency medicine; helmet; public health
DOCUMENT TYPE: Article
SOURCE: Scopus
____________________________________________________________________
McAdams, R.J., Swidarski, K., Clark, R.M., Roberts, K.J., Yang, J., Mckenzie, L.B.
57202122506;57202462992;55251540200;55332971100;57202471549;18434496200;
(2018) Accident Analysis and Prevention, 118, pp. 11-17.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85048507608&doi=10.1016%2fj.aap.2018.05.019&partnerID=40&md5=ec259610747e097463d4d7284b0eb637
DOI: 10.1016/j.aap.2018.05.019
AFFILIATIONS: Center for Injury Research and Policy, The Research Institute at Nationwide Children's Hospital, 700 Children's Drive, Columbus, OH 43205, United States;
Division of Health Behavior and Health Promotion, The Ohio State University, College of Public Health, 1841 Neil Avenue, Columbus, OH 43210, United States;
Department of Pediatrics, The Ohio State University, College of Medicine, 700 Children's Drive ColumbusOH 43205, United States;
Division of Epidemiology, The Ohio State University, College of Public Health, 1841 Neil Avenue, Columbus, OH 43210, United States
ABSTRACT: Objective: One of the leading causes of non-fatal injury among children is bicycling. Past studies indicate that helmets are protective against bicycle-related injuries and involvement of motor vehicles is associated with severe injuries, but research utilizing a nationally representative data set for this population and focusing on these risk factors does not exist. The objective of this study was to describe the epidemiology of bicycle-related injuries among children treated in hospital emergency departments (EDs) in the United States (US). Methods: A retrospective analysis was conducted with data from the National Electronic Injury Surveillance System for children 5–17 years of age who were treated in US EDs from 2006 through 2015 for a bicycle-related injury. Helmet use and motor vehicle involvement were two variables that were created and coded using keyword searches of the case narratives. Rates of injuries over time were described. Multivariate logistic regression along with 95% confidence intervals (CIs) were used to contrast types of injuries sustained among injured helmet users with non-users. Results: An estimated 2 219 742 (95% CI: 1 871 120-2 568 363) children 5–17 years of age were treated in US EDs for bicycle-related injuries over the 10-year study period, an average of 608 injuries per day. Most injuries (45.7%) involved children 10–14 years of age. The rate of bicycle-related injuries significantly decreased from 447.4 per 100 000 children in 2006 to 321.1 per 100 000 children in 2015 (P < 0.001). Helmet use at the time of injury was significantly associated with lower likelihood of head and neck injuries (OR: 0.52 [95% CI: 0.40-0.59]) and hospitalizations (OR: 0.71 [95% CI: 0.54-0.94]), but there was no significant change in the rate of injury among helmet users over the study period (P = 0.224). Motor vehicle involvement increased the odds of bicycle-related traumatic brain injuries (TBIs) (OR: 1.98 [95% CI: 1.49–2.64]) as well as injury-related hospitalizations (OR: 4.04 [95% CI: 3.33–4.89]). Conclusions: Despite decreasing injury rates, bicycling remains an important source of injury for children. Helmet use has demonstrated significant protective effects for TBIs, head and neck injuries, and hospitalizations. Motor vehicle involvement increased the risk of hospitalization. More efforts are needed to promote use of helmets and to reduce the possibility of bicycle-motor vehicle collisions to prevent bicycle-related injuries among children. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bicycle; Children/adolescents; Helmet; Injury; Motor vehicle; NEISS
DOCUMENT TYPE: Article
SOURCE: Scopus
___________________________________________________________
Mannion, P., Toparlar, Y., Blocken, B., Clifford, E., Andrianne, T., Hajdukiewicz, M.
57196327264;55907445600;55906535400;7007184321;36917820700;55362838800;
(2018) Journal of Wind Engineering and Industrial Aerodynamics, 180, pp. 182-190. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85053054269&doi=10.1016%2fj.jweia.2018.08.002&partnerID=40&md5=35ec5623a52ab73fb53147cb847e6fc7
DOI: 10.1016/j.jweia.2018.08.002
AFFILIATIONS: Department of Civil Engineering, College of Engineering and Informatics, National University of Ireland Galway, University Road, Galway, Ireland;
Department of the Built Environment, Eindhoven University of Technology, P.O. box 513, Eindhoven, MB 5600, Netherlands;
Department of Civil Engineering, KU Leuven, Kasteelpark Arenberg 40 – bus 2447, Leuven, 3001, Belgium;
Informatics Research Unit for Sustainable Engineering (IRUSE), Galway, Ireland;
Department of Aerospace and Mechanical Engineering, University of Liège, Allée de la Découverte, 9 Quartier Polytech 1, B52/3, Liège, B-4000, Belgium
ABSTRACT: Competitive hand-cycling represents a unique case for cycling aerodynamics as the athletes are in a relatively aerodynamic position in comparison to traditional able-bodied cyclists. There are some aerodynamic similarities between both cycling disciplines, including wheel designs and helmets. The lack of research in hand-cycling aerodynamics presents the potential for significant improvements. This research analysed the aerodynamics of competitive hand-cycling under crosswind conditions using wind-tunnel experiments and Computational Fluid Dynamics (CFD) simulations. A range of yaw angles from 0° to 20° in 5° increments were investigated for two separate hand-cycling setups; a road race and a time-trial setup. A maximum drag increase of 14.1% was found from 0° to 15° yaw, for a hand-cyclist equipped for a road race. The three disk wheels used for the TT setup had a large impact on the lateral forces experienced by the TT hand-cyclist. At just 5° yaw and at 15 m/s, the drag and lateral forces for the TT setup matched closely, while this event did not occur until 15° yaw at the same velocity for the road setup. For 20° yaw, the ratio of the lateral force to drag force was 1.6 and 5.6 for the road and TT setups respectively. © 2018 The Authors
AUTHOR KEYWORDS: Aerodynamics; CFD simulations; Crosswinds; Hand-cycling; Para-cycling; Wind-tunnel experiments
DOCUMENT TYPE: Article
ACCESS TYPE: Open Access
SOURCE: Scopus
_______________________________________________________________________
Høye, A.
36015270500;
(2018) Accident Analysis and Prevention, 117, pp. 85-97. Cited 2 times.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85045538973&doi=10.1016%2fj.aap.2018.03.026&partnerID=40&md5=9e48c843418075c2ee58987c827705f6
DOI: 10.1016/j.aap.2018.03.026
AFFILIATIONS: Institute of Transport Economics, Gaustadalleen 21, Oslo, 0349, Norway
ABSTRACT: A meta-analysis has been conducted of the effects of bicycle helmets on serious head injury and other injuries among crash involved cyclists. 179 effect estimates from 55 studies from 1989–2017 are included in the meta-analysis. The use of bicycle helmets was found to reduce head injury by 48%, serious head injury by 60%, traumatic brain injury by 53%, face injury by 23%, and the total number of killed or seriously injured cyclists by 34%. Bicycle helmets were not found to have any statistically significant effect on cervical spine injury. There is no indication that the results from bicycle helmet studies are affected by a lack of control for confounding variables, time trend bias or publication bias. The results do not indicate that bicycle helmet effects are different between adult cyclists and children. Bicycle helmet effects may be somewhat larger when bicycle helmet wearing is mandatory than otherwise; however, helmet wearing rates were not found to be related to bicycle helmet effectiveness. It is also likely that bicycle helmets have larger effects among drunk cyclists than among sober cyclists, and larger effects in single bicycle crashes than in collisions with motor vehicles. In summary, the results suggest that wearing a helmet while cycling is highly recommendable, especially in situations with an increased risk of single bicycle crashes, such as on slippery or icy roads. © 2018
AUTHOR KEYWORDS: Bicycle helmet; Head injury; Meta-analysis
DOCUMENT TYPE: Article
SOURCE: Scopus
_____________________________________________________
Karl, F.M., Smith, J., Piedt, S., Turcotte, K., Pike, I.
57203249619;56438122300;36239291300;16647928200;8945628200;
(2018) Injury Prevention, 24 (4), pp. 288-295.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85051010381&doi=10.1136%2finjuryprev-2017-042399&partnerID=40&md5=90bad7c33f894c638d7440d889e46c15
DOI: 10.1136/injuryprev-2017-042399
AFFILIATIONS: Institute of Health Economics and Health Care Management, Helmholtz Zentrum München GmbH, German Research Center for Environmental Health, Ingolstädter Landstraße 1, Neuherberg, 85764, Germany;
BC Injury Research and Prevention Unit, BC Children's Hospital Research Institute, Vancouver, BC, Canada;
Department of Pediatrics, Faculty of Medicine, University of British Columbia, Vancouver, BC, Canada
ABSTRACT: Background Bicycle injuries are of concern in Canada. Since helmet use was mandated in 1996 in the province of British Columbia, Canada, use has increased and head injuries have decreased. Despite the law, many cyclists do not wear a helmet. Health action process approach (HAPA) model explains intention and behaviour with self-efficacy, risk perception, outcome expectancies and planning constructs. The present study examines the impact of a social marketing campaign on HAPA constructs in the context of bicycle helmet use. Method A questionnaire was administered to identify factors determining helmet use. Intention to obey the law, and perceived risk of being caught if not obeying the law were included as additional constructs. Path analysis was used to extract the strongest influences on intention and behaviour. The social marketing campaign was evaluated through t-test comparisons after propensity score matching and generalised linear modelling (GLM) were applied to adjust for the same covariates. Results 400 cyclists aged 25-54 years completed the questionnaire. Self-efficacy and Intention were most predictive of intention to wear a helmet, which, moderated by planning, strongly predicted behaviour. Perceived risk and outcome expectancies had no significant impact on intention. GLM showed that exposure to the campaign was significantly associated with higher values in self-efficacy, intention and bicycle helmet use. Conclusion Self-efficacy and planning are important points of action for promoting helmet use. Social marketing campaigns that remind people of appropriate preventive action have an impact on behaviour. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.
AUTHOR KEYWORDS: Bicycle Helmet; Health Action Process Approach(HAPA); Social Marketing; Traumatic Brain Injury
DOCUMENT TYPE: Article
SOURCE: Scopus
_______________________________________________________
Jain, T., Wang, X., Rose, G., Johnson, M.
57202927071;57202923929;55237309200;55977337300;
(2018) Journal of Transport Geography, 71, pp. 45-57.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85049828579&doi=10.1016%2fj.jtrangeo.2018.06.023&partnerID=40&md5=4ed2a9602f654fc5beb82f0fb389e703
DOI: 10.1016/j.jtrangeo.2018.06.023
AFFILIATIONS: Department of Civil Engineering, 23 College Walk, Monash UniversityVictoria 3800, Australia;
Department of Physical Planning, School of Planning and Architecture, New Delhi, India;
Georgia Institute of Technology, 788 Atlantic Dr NW, Atlanta, GA 30332, United States;
Institute of Transport Studies, Department of Civil Engineering, 23 College Walk, Monash UniversityVictoria 3800, Australia;
Institute of Transport Studies, Department of Civil Engineering, Monash University, 22 Alliance LaneVictoria 3800, Australia
ABSTRACT: Bicycle Sharing Systems (BSS) are rapidly being implemented globally providing a low-cost active transport option that extends travel distances with greater flexibility than other transport modes. The role a BSS plays in a city can be characterised by the type of users and their trip purposes, but little is known about how use changes over time or the factors impacting change. This longitudinal case study identifies trends in BSS patronage disaggregated by types of users and examines how policies (e.g., helmets, public transport fares) can affect usage by different user types. Time-stamped origin and destination trip data for the Melbourne Bike Share System (MBSS) from 2010 to 2016 was analyzed to identify trends by casual users and long-term subscribers (LTS). Overall, usage increased marginally, but the proportion of casual trips increased from 50% (in 2010) to 80% (in 2016). Policy changes within the MBSS area (e.g., provision of courtesy helmets, the introduction of a Free Tram Zone (FTZ)) affected use by the two types of users differently. However, the initial system objectives and system architecture have not changed in response. Usage by the two market segments by socio-demographic and geographic variables highlighted that both user groups correlated strongly with proximity to major transport hubs. However, while LTS usage is positively correlated with proximity to high-density employment districts, casual usage is positively correlated with the availability of separate bicycle lanes and paths and proximity to tourism destinations. Findings underline the importance of understanding BSS use by market segments and reviewing BSS policy, objectives, planning and design to adequately respond to changing user needs and manage the future evolution of BSS. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bike share usage; Bike sharing; Longitudinal trends; Market segments; Public transport interaction; Spatial correlations
DOCUMENT TYPE: Article
SOURCE: Scopus
__________________________________________________________________
Rajendran, V.G., Jayalalitha, S., Kumar, M.V., Panneerselvam, K.T.
56740371800;9733274700;57202991579;57202989564;
(2018) IEEE International Conference on Power, Control, Signals and Instrumentation Engineering, ICPCSI 2017, pp. 1094-1099.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85050111003&doi=10.1109%2fICPCSI.2017.8391879&partnerID=40&md5=1caf5f172264fb139d4006f25e313bf1
DOI: 10.1109/ICPCSI.2017.8391879
AFFILIATIONS: Department of ECE, School of EEE, SASTRA University, Tirumalaisamudram, Thanjavur, India;
Department of EIE, School of EEE, SASTRA University, Tirumalaisamudram, Thanjavur, India
ABSTRACT: In India approximately more than 37 million people are using two wheelers. Also a report says that in India on an average of 17 people dies every hour. The primary concern is to provide safety to the person while riding the bike. The government is imposing the rules for the two wheeler drivers to wear helmet during driving. But the negligence of the driver is the major factor of road accidents. In order to overcome this, an automatic protective headgear system for safe riding is suggested and implemented in this paper. This system includes a headgear controlled safety system using RF module to ensure that the bike rider wears a helmet. The system also includes additional features to detect alcohol consumption of the driver, theft of the bike, bike security and also locality of the bike in the case of accident. © 2017 IEEE.
AUTHOR KEYWORDS: gas sensor; GSM and GSP module; headgear system; PIC microcontroller; RF transmitter and receiver
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
__________________________________________________________________
Preetham, D.A., Rohit, M.S., Ghontale, A.G., Priyadarsini, M.J.P.
57193135300;57193135094;57202044960;54405927500;
(2018) Proceedings of the International Conference on Intelligent Sustainable Systems, ICISS 2017, pp. 668-673.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85050020611&doi=10.1109%2fISS1.2017.8389255&partnerID=40&md5=f4892ac5940d3fbea3ab833f0b203b44
DOI: 10.1109/ISS1.2017.8389255
AFFILIATIONS: School of Electronics and Communication Engineering, VIT University, Vellore, India
ABSTRACT: In this paper, we've designed a Smart Helmet for the safety of bike riders which includes an alcohol sensor to ensure the one who is driving the bike is sober and a rider authentication using face recognition to control theft. The programmed microcontroller 8051 indicates whether the rider is wearing the helmet with the help of two IR sensors, the alcohol sensor MQ-3 which is used to check the alcohol consumption level and the ARM 7 board, which is integrated with the PC using COM port1. A face detection algorithm called Viola-Jones coupled with SVM (support vector machines) for classification is used to track down faces for additional safety and security for the bike rider. If all the parameters are ok, then the biker is all set to use the vehicle. © 2017 IEEE.
AUTHOR KEYWORDS: 8051 Microcontroller; Advanced RISC Machines (ARM)7; MQ-3 sensor; Support vector machines(SVMs); Viola jones face detection
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
_________________________________________________________
Radun, I., Lajunen, T.
8541783200;56379061400;
(2018) Psychological Science, 29 (6), pp. 1020-1022.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85047425012&doi=10.1177%2f0956797618761040&partnerID=40&md5=322581b52cd7f9955772a66b1ccd0262
DOI: 10.1177/0956797618761040
AFFILIATIONS: Department of Psychology and Logopedics, Faculty of Medicine, University of Helsinki, Finland;
Stress Research Institute, Stockholm University, Sweden;
Department of Psychology, Norwegian University of Science and Technology, Norway
DOCUMENT TYPE: Note
SOURCE: Scopus
______________________________________________
Lemon, J.
57202496988;
(2018) Journal of Transport and Health, 9, pp. 195-202.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85048536394&doi=10.1016%2fj.jth.2018.03.011&partnerID=40&md5=5197367650fc68802aa5dc7ad9597036
DOI: 10.1016/j.jth.2018.03.011
AFFILIATIONS: Bitwrit Software, 16A Imperial Avenue GladesvilleNSW, Australia
DOCUMENT TYPE: Article
ACCESS TYPE: Open Access
SOURCE: Scopus
_______________________________________________________________________________
Bíl, M., Dobiáš, M., Andrášik, R., Bílová, M., Hejna, P.
23024307400;55653455700;57193738767;35809852800;25121104500;
(2018) Safety Science, 105, pp. 71-76.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85041492714&doi=10.1016%2fj.ssci.2018.02.005&partnerID=40&md5=603bf74a1552c6776b6453ea4138e3f4
DOI: 10.1016/j.ssci.2018.02.005
AFFILIATIONS: CDV – Transport Research Centre, Líšeňská 33a, Brno, Czech Republic;
Department of Forensic Medicine and Medical Law, University Hospital Olomouc and Faculty of Medicine and Dentistry, Palacký University Olomouc, Hněvotínská 3, Olomouc, Czech Republic;
Department of Forensic Medicine, Charles University, Faculty of Medicine and University Hospital, Hradec Králové, Czech Republic
ABSTRACT: Autopsy reports of 119 cyclists who died in two Czech regions between 1995 and 2013 as a result of traffic crashes were studied. In all the study cases, pathologists analyzed whether a helmet could have helped the cyclists survive the crash or not. The crash circumstances from the police reports were then evaluated. The results indicate that helmets could have helped the most in cases of single-vehicle crashes when cyclists fell off their bicycles or hit obstacles and in certain cases when an intracranial injury was the primary cause of death. Altogether 44 cyclists (37%) from this study could have survived if they had been wearing helmets during the crashes. Helmets would not have helped cyclists in most high-energetic crashes, especially when motor-vehicles or trains were involved. Some rear-end crashes outside urban areas also resulted in injuries when a helmet would not have helped. This study concludes that cyclists should wear helmets, but they should also be aware that it cannot protect them in particular situations. These facts should be incorporated into safety campaigns to prevent cyclists from feeling protected in such situations when helmets cannot help. Our results also support the building of cycling paths separate from traffic, particularly outside of urban areas. © 2018 The Authors
AUTHOR KEYWORDS: Bicycle; Crash; Efficacy; Fatality; Head injury; Helmet
DOCUMENT TYPE: Article
ACCESS TYPE: Open Access
SOURCE: Scopus
_____________________________________________________________________________
Debnath, A.K., Haworth, N., Schramm, A., Heesch, K.C., Somoray, K.
26633653700;6603518000;54880923000;57192930108;57190259451;
(2018) Accident Analysis and Prevention, 115, pp. 137-142.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85044111601&doi=10.1016%2fj.aap.2018.03.016&partnerID=40&md5=44dfa77fcb49b6000b988c54501be80f
DOI: 10.1016/j.aap.2018.03.016
AFFILIATIONS: Victoria University, Australia;
Queensland University of Technology (QUT), Centre for Accident Research and Road Safety-Queensland (CARRS-Q), Australia;
Queensland University of Technology (QUT), School of Public Health and Social Work, Institute of Health & Biomedical Innovation, Australia
ABSTRACT: Many jurisdictions around the world have implemented laws to require a minimum distance when motor vehicles pass cyclists, but research into the factors influencing passing distances has produced inconsistent results, indicating the need for future research. This study examined the factors influencing motorists’ compliance with a legislated bicycle passing distance rule in Queensland, Australia. Unlike the earlier studies, which used volunteer riders to record passing events, this study used a naturalistic study design to record passing events where none of the motorists or the cyclists were aware of being studied. As a result, this study captured the ‘true’ driving and riding behaviours during passing events. The likelihood of non-compliance was greater on higher (70–80 km/h speed limits) and lower (40 km/h) speed roads than 60 km/h roads, at curved road sections, and on roads with narrower traffic lanes. Rider characteristics (age, gender, helmet status, type of clothing, type of bicycle, and individual or group riding) had no statistically significant association with compliance status. The findings indicate that efforts to improve cyclist safety during overtaking events should focus on non-rider related factors, such as roadway infrastructure characteristics. © 2018
AUTHOR KEYWORDS: Bicycle passing distance; Bicycle safety; Lateral clearance; One metre rule; Three-foot law
DOCUMENT TYPE: Article
SOURCE: Scopus
_____________________________________________________________________________
Son, S.H., Oh, S.H., Kang, S.H., Kim, D.-K., Seo, K.M., Lee, S.-U., Lee, S.Y.
57193995909;57193994073;55985527400;55985605000;35206914300;8690383100;57201886990;
(2018) Traffic Injury Prevention, 19 (4), pp. 399-403.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85043305174&doi=10.1080%2f15389588.2017.1418507&partnerID=40&md5=bbac04e9a5b7ab96796fae6c27e57102
DOI: 10.1080/15389588.2017.1418507
AFFILIATIONS: Department of Physical Medicine & Rehabilitation, Chung-Ang University College of Medicine, Seoul, South Korea;
Department of Rehabilitation Medicine, Seoul National University Seoul Metropolitan Government Boramae Medical Center, Seoul, South Korea
ABSTRACT: Objective: Although identification of factors that influence helmet use during bicycle riding is necessary for the selection of groups that require safe cycling education, limited baseline data are available. The aim of the present study was to analyze the rate of helmet use and the demographic factors that were independently associated with helmet use among Korean bicycle riders. Methods: In this cross-sectional study, we used public data from the Sixth Korean National Health and Nutrition Examination Survey conducted in 2013 and 2014. Helmet users were defined as subjects who always, usually, or frequently wore helmets when cycling. Independent factors associated with helmet use were determined using odds ratios (ORss) adjusted for 5 demographic factors via multivariate logistic regression analysis. Results: In the total population, 4,103 individuals were bicycle riders; among these, 782 individuals (19.1%) wore helmets. A total of 21.1% of male riders used helmets, compared to 15.5% of female riders (P <.001). The adjusted logistic regression model revealed that female sex (OR = 0.665; 95% confidence interval [CI], 0.554–0.797), teenage status (OR = 0.475, 95% CI, 0.333–0.678), and low household income (OR = 0.657, 95% CI 0.513–0.841) were significantly associated with nonuse of helmets. Conclusions: Female sex, teenage status, and low household income were independent factors associated with the nonuse of helmets. We identified factors associated with helmet use during bicycle riding through analysis of baseline data on helmet usage. © 2018 Taylor & Francis Group, LLC.
AUTHOR KEYWORDS: bicycling; cross-sectional studies; Head-protective devices
DOCUMENT TYPE: Article
SOURCE: Scopus
_________________________________________________________________________
Chi, C.-F., Chen, P.-L., Saleh, W., Tsai, S.-H., Pai, C.-W.
57201980953;7408352692;9839131500;57202294398;15848847800;
(2018) International Journal of Sustainable Transportation, pp. 1-7. Article in Press.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85046629357&doi=10.1080%2f15568318.2018.1441470&partnerID=40&md5=042b35715c113067af86512f6ef41ea5
DOI: 10.1080/15568318.2018.1441470
AFFILIATIONS: Department of Industrial Management, National Taiwan University of Science and Technology, Taipei City, Taiwan ROC;
Graduate Institute of Injury Prevention and Control, College of Public Health, Taipei Medical University, Taipei City, Taiwan ROC;
Transport Research Institute, Edinburgh Napier University, Edinburgh, Scotland;
Department of Emergency Medicine, Shuang Ho Hospital, New Taipei City, Taiwan;
Ningbo Medical Center, Li Huili Eastern Hospital, Ningbo, Zhejiang, China
ABSTRACT: The bikeshare program in Taipei City and New Taipei City, called U-bike, was launched in August 2012 and has more than 7500 bicycles operating out of 769 stations. Research has suggested that bicycle helmet use is a means of reducing morbidity and mortality among bike users. Helmets, however, are not available for rent when a U-bike is rented. The current research conducted an observational study to examine the prevalence of helmet non-use by users of the bikeshare program, electric bicycles, racing bicycles, and personal bicycles in Taipei City and New Taipei City. Trained observers using compact video cameras collected helmet non-use data during various times of the day and on different days of the week. Observers collected data on cyclist attributes, bicycle types, and helmet use at several selected locations within Taipei City and New Taipei City. U-bike users were found to be the least likely to wear helmets. Other noteworthy findings include that violations such as phone use, red-light violations, and travelling at ≥25 km/h were associated with riding without a helmet. Male users of racing bikes tended not to wear helmets, while female users of other bicycle types were less likely to use a helmet. Carrying passengers by users of electric bikes and personal bikes was a determinant of helmet non-use. This paper concludes with a discussion and recommendations for future research. © 2018 Taylor & Francis Group, LLC
AUTHOR KEYWORDS: Bikeshare program; electric bicycle; helmet use; racing bike
DOCUMENT TYPE: Article in Press
SOURCE: Scopus
_________________________________________________________________________
Airaksinen, N.K., Nurmi-Lüthje, I.S., Kataja, J.M., Kröger, H.P.J., Lüthje, P.M.J.
36815733500;15758377700;57190134855;7101716365;7004265269;
(2018) Injury, 49 (5), pp. 945-952.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85042932781&doi=10.1016%2fj.injury.2018.03.002&partnerID=40&md5=d6e3d57660c913a2f99ff44fddec8373
DOI: 10.1016/j.injury.2018.03.002
AFFILIATIONS: Faculty of Heath Sciences, University of Eastern Finland, P.O. Box 1627, Kuopio, FI-70211, Finland;
Department of Public Health, University of Helsinki, P.O. Box 41, Helsinki, FI-00014, Finland;
National Institute for Health and Welfare, PO Box 30, Helsinki, FI-00271, Finland;
Department of Orthopaedics, Traumatology and Hand Surgery, Kuopio University Hospital, P.O. Box 100, KYS, Kuopio, FI-70029, Finland;
Department of Orthopaedics and Traumatology, North Kymi Hospital, Kouvola, FI-45750, Finland
ABSTRACT: Background: Most of the cycling accidents that occur in Finland do not end up in the official traffic accident statistics. Thus, there is minimal information on these accidents and their consequences, particularly in cases in which alcohol was involved. The focus of the present study is on cycling accidents and injuries involving alcohol in particular. Methods: Data on patients visiting the emergency department at North Kymi Hospital because of a cycling accident was prospectively collected for two years, from June 1, 2004 to May 31, 2006. Blood alcohol concentration (BAC) was measured on admission with a breath analyser. The severity of the cycling injuries was classified according to the Abbreviated Injury Scale (AIS). Results: A total of 217 cycling accidents occurred. One third of the injured cyclists were involved with alcohol at the time of visiting the hospital. Of these, 85% were males. A blood alcohol concentration of ≥ 1.2 g/L was measured in nearly 90% of all alcohol-related cases. A positive BAC result was more common among males than females (p < 0.001), and head injuries were more common among cyclists where alcohol was involved (AI) (60%) than among sober cyclists (29%) (p < 0.001). Two thirds (64%) of the cyclists with AI were not wearing a bicycle helmet. The figure for serious injuries (MAIS ≥ 3) was similar in both groups. Intoxication with an alcohol level of more than 1.5 g/L and the age of 15 to 24 years were found to be risk factors for head injuries. The mean cost of treatment was higher among sober cyclists than among cyclists with AI (€2143 vs. €1629), whereas in respect of the cost of work absence, the situation was the opposite (€1348 vs. €1770, respectively). Conclusions: Cyclists involved with alcohol were, in most cases, heavily intoxicated and were not wearing a bicycle helmet. Head injuries were more common among these cyclists than among sober cyclists. As cycling continues to increase, it is important to monitor cycling accidents, improve the accident statistics and heighten awareness of the risks of head injuries when cycling under the influence of alcohol. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Alcohol; Cost; Cycling; Injury; Injury severity; Risk of head injury; Treatment of injury
DOCUMENT TYPE: Article
SOURCE: Scopus
____________________________________________________________
James, V., Vandersluis, Y.R., Zhang, E.W.J., Scolnik, D.
57192422496;57202136360;57202136532;6701687411;
(2018) Canadian Journal of Emergency Medicine, 20 (3), pp. 425-431.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85047251525&doi=10.1017%2fcem.2017.52&partnerID=40&md5=3e3809ed98a701f3a98f75ce4e4e8679
DOI: 10.1017/cem.2017.52
AFFILIATIONS: Division of Pediatric Emergency Medicine, Hospital for Sick Children, University of Toronto, Toronto, ON, Canada;
Department of Dentistry, Hospital for Sick Children, University of Toronto, Toronto, ON, Canada;
Division of Clinical Pharmacology and Toxicology, Hospital for Sick Children, University of Toronto, Toronto, ON, Canada;
Division of Pediatric Emergency Medicine, Hospital for Sick Children, 525 University Avenue, Toronto, ON M5G 2L3, Canada
ABSTRACT: Background Dental trauma is a relatively common occurrence in childhood, with an impact exceeding that of periodontal diseases. It places a significant burden on the public health system because of its high frequency, impact on quality of life and consumption of resources.Objectives To identify changing trends of dental injury in patients between 0-18 years of age in Canada and provide a detailed assessment of dental injury patterns in patients attending a large pediatric tertiary care hospital.Methods This retrospective study was carried out in two parts. Firstly, data from patients who presented to the emergency departments of the 15 Canadian hospitals involved in the Injury Reporting and Prevention Program (CHIRPP) from 1st January 1990 to 31st December 2013 was collected. Secondly, at the Hospital for Sick Children, charts of patients identified from the aforementioned database from the years 2008, 2012 and 2015 were accessed for additional clinical data.Results Based on CHIRPP data there appears to be an increasing incidence in dental injuries presenting to emergency departments nationally. Participation in sports and cycling contributed to the majority of dental injuries. The use of safety equipment such as helmets with a face-grill and mouth-guard was low.Conclusions Our study demonstrates a rising incidence of dental injuries in young patients. Most dental injuries occurred during sports and playground related activities. The low rate of use of safety equipment and playground safety measures suggests that Canadian Standards Association standards for playgrounds could be more effective if strengthened by mandatory legislation. © Canadian Association of Emergency Physicians 2017.
AUTHOR KEYWORDS: Canada; dental injury; trauma
DOCUMENT TYPE: Article
SOURCE: Scopus
____________________________________________________________________
Pang, T.Y., Lo, T.S.T., Ellena, T., Mustafa, H., Babalija, J., Subic, A.
46061299500;56927710500;57193346153;56416095400;56928295200;57202660160;
(2018) Applied Ergonomics, 68, pp. 240-248.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85038024094&doi=10.1016%2fj.apergo.2017.12.002&partnerID=40&md5=4e68dac1fb290e781f739c8be80f0764
DOI: 10.1016/j.apergo.2017.12.002
AFFILIATIONS: School of Engineering [Mechanical and Automotive], RMIT University, Bundoora, Melbourne, VIC 3083, Australia;
Swinburne Research & Development, Swinburne University of Technology, Melbourne, Australia
ABSTRACT: Research has demonstrated that a better-fitted bicycle helmet offers improved protection to the rider during an impact. Nowadays, bicycle helmets in the market that range in size from small/medium to medium/large might not fit the diverse range of human head shapes and dimensions. 3D scanning was used to create 3D head shape databases of 20 participants who volunteered for the study. We developed new custom-fitted helmet inner liners, based on the 3D head shape of two sub-groups of participants, to map their head sizes and contours closely to the conventional Medium (M) and Large (L) sizes as described in from AS/NZS 2512.1: 2009. The new custom-fitted helmet was compared with the helmet available in the market place in a dynamics stability test and from participants' subjective feedback. A significant reduction in the angle of helmet rotation on the headform in the lateral direction was recorded for the custom-fitted helmet. A Wilcoxon signed-rank test was conducted to evaluate participants’ feedback on the helmets according to different area definitions. The overall fit and comfort and the top region of the new helmet were significantly improved. However, no difference was found at the significant level of 0.05 for the front and rear region of the new helmet. © 2017 Elsevier Ltd
AUTHOR KEYWORDS: Anthropometry; Fit and comfort; Helmet; Mass customization; Stability
DOCUMENT TYPE: Article
SOURCE: Scopus
_________________________________________________________________
Fallah Zavareh, M., Mohamadi Hezaveh, A., Nordfjærn, T.
57192371271;57200793293;25121719500;
(2018) Transportation Research Part F: Traffic Psychology and Behaviour, 54, pp. 248-263.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85042418082&doi=10.1016%2fj.trf.2018.02.003&partnerID=40&md5=0881092a73f496e7ede198f4d939447e
DOI: 10.1016/j.trf.2018.02.003
AFFILIATIONS: Department of Civil Engineering, Faculty of Engineering, Kharazmi University, Tehran, Iran;
Civil and Environmental Engineering, University of Tennessee, Knoxville, TN, United States;
Norwegian University of Science and Technology (NTNU), Department of Psychology, Trondheim, Norway
ABSTRACT: The present study was set out to identify variables which predict intention to use helmet among bicyclists. The theoretical framework was based on the Health Belief Model (HBM) integrated with risk perception and comparative optimism, as relevant constructs from the risk theories. The results were based on an internet survey carried out among bicyclists (n = 256). A second-order SEM revealed that while controlling for gender, age and cycling experience, risk perception (β =.113, p <.05) fully mediated the effect of comparative optimism (β = −.201, p <.05) on intention to use a helmet. Perceived exemption from harm (β = −.340, p <.05) and perceived barriers (β = −.507, p <.001) were also found to be significant predictors of intention to use a bicycle helmet. The hypothesized model explained 55.8 percent of the variance within the intention to use a bicycle helmet. Theoretical implications of these findings are discussed. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bicycle helmet; Comparative optimism; Health belief model; Intention; Risk perception
DOCUMENT TYPE: Article
SOURCE: Scopus
_______________________________________________
Ostby, E.T., Crawley, B.K.
57201255353;56553922000;
(2018) Annals of Otology, Rhinology and Laryngology, 127 (4), pp. 282-284.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85044095802&doi=10.1177%2f0003489418755405&partnerID=40&md5=4489dbd24737fd4e9beb088bff0fd68b
DOI: 10.1177/0003489418755405
AFFILIATIONS: Department of Otolaryngology, Loma Linda University Health, Loma Linda, CA, United States;
Department of Otolaryngology, Voice and Swallowing Center, Loma Linda University Health, Redlands, CA, United States
ABSTRACT: Introduction: Helmet use is well known to greatly reduce the risk of head injury in both bicycle and motorcycle riding. However, helmet buckle position may increase the risk of injury to the neck cartilages. We present a series of cases in which thyroid cartilage fracture is presumed to arise from the position of the helmet buckle during a crash. Our objective with this case series is to outline an unusual series of cases and review the literature regarding laryngeal injuries secondary to helmet impact. Design: Single institution case series. Materials and Methods: We present 3 adult patients with laryngeal fractures following bicycle and motorcycle accidents. Medical records were reviewed for history. Results: All patients in this series presented with voice or swallowing complaints and were found to have thyroid cartilage fractures. It was determined that the buckle of the helmet was positioned overlying the larynx during these accidents, so the impact and flexion of the head and neck may have produced sufficient force against it to fracture the cartilage. A literature search yielded works supporting helmet use for head and brain protection but only a single report of laryngeal injuries secondary to helmet use. Conclusions: Though wearing a helmet is protective against head injuries, it may create serious risk to the neck cartilages when the buckle is positioned adjacent to the larynx. Rare but serious, neck cartilage fracture should be considered in helmeted cycling accidents. It may be reasonable to advance a helmet design that positions the buckle and other nonpliable components laterally, away from neck cartilages. © 2018, © The Author(s) 2018.
AUTHOR KEYWORDS: dysphonia; fracture; miscellaneous; thyroid cartilage; vocal fold trauma; vocal trauma
DOCUMENT TYPE: Article
SOURCE: Scopus
_____________________________________________
Mahadi
7409734181;
(2018) IOP Conference Series: Materials Science and Engineering, 309 (1), art. no. 012102, .
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85043589567&doi=10.1088%2f1757-899X%2f309%2f1%2f012102&partnerID=40&md5=850283edba841ee25a1a3b43d5cb8da8
DOI: 10.1088/1757-899X/309/1/012102
AFFILIATIONS: Department of Mechanical Engineering, Faculty of Engineering, Universitas Sumatera Utara Padang Bulan, Medan, 20155, Indonesia
ABSTRACT: Helmets are protective head gears wear by bicycle riders for protection against injury in case of the accident. Helmet standards require helmets to be tested with a simple drop test onto an anvil. The purpose of research is to know toughness of bicycle helmet made from polymeric foam composite strengthened by oil palm empty fruit bunch fiber. This research contains report result manufacture and impacts analysis of bicycle helmet made from polymeric foam composite materials strengthened by oil palm empty fruit bunch fiber (EFB). The geometric helmet structure consists of shell and liner; both layers have sandwich structure. The shell uses matrix unsaturated Polyester BQTN-157EX material, chopped strand mat 300 glass fiber reinforce and methyl ethyl ketone peroxide (MEKPO) catalyst with the weight composition of 100 gr, 15 gr, and 5 gr. The liner uses matrix unsaturated Polyester BQTN-157 EX material, EFB fiber reinforces, Polyurethane blowing agent, and MEKPO catalyst with the composition of 275 gr (50%), 27.5 gr (5%), 247 gr (45%), and 27.5 gr (5%). Layers of the helmet made by using hand lay-up method and gravity casting method. Mechanical properties of polymeric foam were the tensile strength (t) 1.17 Mpa, compressive strength (c) 0.51 MPa, bending strength (b) 3.94 MPa, elasticity modulus (E) 37.97 Mpa, density (ρ) 193 (kg/m3). M4A model helmet is the most ergonomic with the thickness 10 mm and the amount of air channel 11. Free fall impact test was done in 9 samples with the thickness of 10 mm with the height of 1.5 m. The result of the impact test was impacted force (Fi) 241.55 N, Impulse (I) 6.28 Ns, impact Strength (i) 2.02 Mpa and impact Energy (Ei) 283.77 Joule. The properties of bicycle helmet model BMX-M4A type was 264 mm length, 184 mm width, 154 mm height, 10 mm thick, 580 mm head circle, 331 g mass and 11 wind channels. © Published under licence by IOP Publishing Ltd.
DOCUMENT TYPE: Conference Paper
ACCESS TYPE: Open Access
SOURCE: Scopus
________________________________________________________________________________
Ellena, T., Mustafa, H., Subic, A., Pang, T.Y.
57193346153;56416095400;57202660160;46061299500;
(2018) International Journal of Industrial Ergonomics, 64, pp. 122-133.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85041453251&doi=10.1016%2fj.ergon.2018.01.005&partnerID=40&md5=80b422231df66a0c6eb7818cd8525d48
DOI: 10.1016/j.ergon.2018.01.005
AFFILIATIONS: School of Aerospace, Mechanical and Manufacturing Engineering, RMIT University, Building 251, Level 3 Bundoora Campus East, Plenty Road, Bundoora, VIC 3083, Australia;
Swinburne Research & Development, Swinburne University of Technology, Melbourne, Australia
ABSTRACT: Mass customisation (MC) can provide significant benefits to the customers. For example, custom-fit design approaches can improve the users’ perceived comfort of products where the fit is an important feature. MC can also bring major value to the producers, where for instance, premium prices can be implemented to the products. Research show that MC can bring competitive advantages especially when the system is new. It is therefore surprising that MC of helmets has not been studied more extensively, especially given the advances in 3D scanning, computational analyses, parametric design, and additive manufacturing techniques. The purpose of this study was to present a novel MC framework for the design of custom-fit bicycle helmet models. In the proposed design framework, we first categorized a subset of the Australian population into four groups of individuals based on their similar head shapes. New customers were then classified inside one of these groups. The customisation took place inside these groups to ensure that only small variations of the helmet liner were implemented. During the design process, the inside surfaces of a generic helmet model was modified to match the customer's head shape. We demonstrated that all the customized models created complied with the relevant drop impact test standard if their liner thickness was between the worst and best case helmets of each group. Fit accuracy was verified using an objective evaluation method. Future work should include detailed description of the manufacturing methods engaged in our MC framework. © 2018 Elsevier B.V.
AUTHOR KEYWORDS: Custom-fit; Finite elements analysis; Helmet; Mass customisation; Product design
DOCUMENT TYPE: Article
SOURCE: Scopus
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Underwood, L., Vircondelet, C., Jermy, M.
36618011500;57201090608;6603348158;
(2018) Proceedings of the Institution of Mechanical Engineers, Part P: Journal of Sports Engineering and Technology, 232 (1), pp. 15-21.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85043400832&doi=10.1177%2f1754337117707876&partnerID=40&md5=37e0fab40d1ebdcac84142cabfdcf973
DOI: 10.1177/1754337117707876
AFFILIATIONS: Department of Engineering, Ara Institute of Canterbury, Christchurch, New Zealand;
Ecole nationale d’Ingénieurs de Saint-Etienne (ENISE), Saint-Étienne, France;
Department of Mechanical Engineering, University of Canterbury, Christchurch, New Zealand
ABSTRACT: The ideal cycling helmet allows rapid heat loss from the head with minimum aerodynamic drag. The position and size of ventilation holes affect both heat loss and drag. An aero helmet with reconfigurable ventilation holes was mounted on a heated mannequin head in a wind tunnel at 16.7 m/s (60 km/h). Temperatures on the surface of the head, and the drag area (CdA), were measured for a number of different ventilation hole configurations. Surface temperature was lower immediately underneath the open ventilation holes, whatever configuration of open holes was tested. The average surface temperature was taken as a proxy for thermal comfort. Surprisingly, there was very little difference in average surface temperature with all holes open compared to no holes open, though the latter has lower drag. The lowest average surface temperatures were obtained when either the rearmost holes only were open or when only holes at the top of the helmet, halfway between the front and rear of the helmet, were open (referred to as ‘middle holes open’). Besides being effective in dissipating heat, these middle holes open configuration produced lower drag than the rear holes open configuration. However, we note from a previous study with this helmet that drag is more strongly affected by neck angle and how the helmet is fitted, than by the ventilation holes. © 2017, © IMechE 2017.
AUTHOR KEYWORDS: aerodynamics; Cycling; heat transfer; helmet design; thermal comfort
DOCUMENT TYPE: Article
SOURCE: Scopus
Bandte, A., Fritzsche, F.-S., Emami, P., Kammler, G., Püschel, K., Krajewski, K.
57201005834;57194409316;24075662100;14058274300;35500896800;35077773600;
Sport-Related Traumatic Brain Injury with and without Helmets in Children
(2018) World Neurosurgery, 111, pp. e434-e439. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85042882133&doi=10.1016%2fj.wneu.2017.12.094&partnerID=40&md5=b8ebd60dd43ada9fdd1cbdcf9cbb0baf
DOI: 10.1016/j.wneu.2017.12.094
AFFILIATIONS: Department of Forensic Pathology, University Medical Center Hamburg-Eppendorf, Hamburg, Germany;
Department of Neurosurgery, University Medical Center Hamburg-Eppendorf, Hamburg, Germany
ABSTRACT: Background: Soccer, bicycling, and horseback riding are sports most commonly associated with traumatic brain injury (TBI) in Germany. The latter 2 sports activities are commonly practiced with helmets, and data on helmet use and usefulness vary widely. Methods: On Ethics Committee approval, a retrospective analysis was performed for patients age 5–17 between January 2009 and August 2014 based on a diagnosis of TBI, using the electronic patient file for 2 university hospital locations. Descriptive data analysis and multivariate and univariate logistic regression were used to calculate odds ratios (ORs). Results: A total of 380 children were identified, including 162 females (42.6%) and 218 males (57.4%), with a mean age of 11.9 ± 3.8 years. Activities included bicycling (n = 64), horseback riding (n = 19), and soccer (n = 16). Helmet use was documented in 26 patients (14 cyclists, 12 riders), and nonuse was documented in 20 (all cyclists). Compared with not wearing a helmet, wearing a helmet was associated with a trend toward lower odds of loss of consciousness (OR, 0.7; 95% confidence interval [CI], 0.18–2.52). A cohort of 251 patients with non–sports-related TBI (NSTBI) served as a control group for further analyses. Compared with the NSTBI group, the odds of amnesia were 2.9 times greater (95% CI, 1.1–21.6) in the patients with a riding-related TBI and 4.8 times greater (95% CI, 0.3–239) in those with a cycling-related TBI, and the odds of epidural hematoma were 2.2 times greater (95% CI, 0.4–12.3) in those with a cycling-related TBI and 4.9 times greater (95% CI, 0.5–50.4) greater in those with a soccer-related TBI. Conclusions: We gained important epidemiologic data on pediatric TBI in our region. Despite the descriptive nature of the data, a trend toward reduced odds of loss of consciousness was seen in the helmet wearers. Nevertheless, serious injury can occur despite helmet use. © 2018 Elsevier Inc.
AUTHOR KEYWORDS: Bicycling; Children; Helmets; Horseback riding; Soccer; Sports injuries; Traumatic brain injury
DOCUMENT TYPE: Article
SOURCE: Scopus
_______________________________________________________________________
Hurst, H.T., Rylands, L., Atkins, S., Enright, K., Roberts, S.J.
14037410700;55845540000;14036820800;56723964400;36502993000;
(2018) Journal of Science and Medicine in Sport, 21 (3), pp. 263-267.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85020177488&doi=10.1016%2fj.jsams.2017.05.018&partnerID=40&md5=7712ed738d6952be1f983dfbeb6a0379
DOI: 10.1016/j.jsams.2017.05.018
AFFILIATIONS: School of Sport and Wellbeing, University of Central Lancashire, United Kingdom;
College of Life and Natural Sciences, University of Derby, United Kingdom;
School of Health Sciences, University of Salford, United Kingdom;
School of Sport Studies, Leisure and Nutrition, Liverpool John Moores, United Kingdom
ABSTRACT: Objectives: To investigate the influence of BMX helmets and neck braces on translational and rotational accelerations in youth riders. Design: Mixed model, repeated measure and correlation. Methods: Twenty three competitive youth BMX riders classified by age group (6–9 years, 10–13 years and 14–18 years) completed 6 laps of an indoor BMX track at race pace, 3 laps without a neck brace (NB) and 3 without brace (WB). A triaxial accelerometer with gyroscope was placed behind the right ear to determine the mean number of accelerations, translational and rotational, of the head between conditions and by age group. Results: Significant reductions by condition (p = 0.02) and by age (p = 0.04) were found for the number of accelerations, though no interactions (condition × age) were revealed. Significant increases by age (p = 0.01) were revealed for translational accelerations, whilst significant increases by condition (p = 0.02) were found for rotational accelerations. In addition, significant correlations were revealed between relative helmet mass and age (r = 0.83; p = 0.001) and relative helmet mass and number of accelerations (r = 0.46; p = 0.03). Conclusions: Accelerations at the head decreased with increased age, possibly due to the influence of greater stabilising musculature. Additionally, neck braces also significantly reduced the number of accelerations. However, the magnitude of accelerations may be influenced by riding dynamics. Therefore, the use of neck braces combined with strength work to develop neck strength, could aid in the reduction of head accelerations in youth BMX riders. © 2017 Sports Medicine Australia
AUTHOR KEYWORDS: Accelerometry; Concussion; Cycling; Injury
DOCUMENT TYPE: Article
SOURCE: Scopus
_______________________________________________________________________
Bland, M.L., Zuby, D.S., Mueller, B.C., Rowson, S.
57190764879;6506263116;55361803400;6603854147;
(2018) Traffic Injury Prevention, 19, pp. S158-S163. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85044650611&doi=10.1080%2f15389588.2017.1388915&partnerID=40&md5=b8ece7c3ff90fdf60c0d89cbab2c24cf
DOI: 10.1080/15389588.2017.1388915
AFFILIATIONS: Department of Biomedical Engineering and Mechanics, Virginia Tech, Blacksburg, VA, United States;
Insurance Institute for Highway Safety, Ruckersville, VA, United States
ABSTRACT: Objective: The purpose of this study was to investigate relative differences in impact attenuation capabilities of bicycle helmets under real-world impact conditions and safety standard-specified conditions using a standard rig. Methods: A Consumer Product Safety Commission (CPSC) test rig was used to impact 10 helmet models of varied design. Impact configurations included 2 locations and 2 velocities. A frontal rim location (inferior to the standard-defined test area) and a temporal location were selected to reflect common cyclist impacts. An impact velocity of 3.4 m/s, an average normal impact velocity in cyclist accidents, was selected, as well as the CPSC standard velocity of 6.2 m/s. Four samples per helmet model were subjected to each of the 4 impact configurations once (randomized test order per sample), resulting in 160 drop tests. Peak linear acceleration (PLA) and head injury criterion (HIC)-based Abbreviated Injury Scale (AIS) ≥ 4 brain injury risk were determined and compared across helmets and impact configurations using analysis of variance. Other impact characteristics such as duration, effective liner stiffness, and energy dissipated were also calculated from acceleration data. Results: Helmet performance varied significantly between models. PLA ranged from 78 to 169 g at 3.4 m/s (0–2% AIS ≥ 4 brain injury risk) and 165–432 g (10–100% risk) at 6.2 m/s. Temporal impacts resulted in higher PLAs than frontal impacts, likely due to increased effective liner stiffness. However, 2 helmets exceeded the CPSC pass–fail threshold (300 g) at the frontal rim location, producing >70% risk. Force–displacement curves suggest that bottoming-out occurred in these impacts. Aside from bottoming-out cases, helmets that performed worse in one impact configuration tended to perform worse in others, with non-road-style helmets among the worst. Conclusions: The 10 bicycle helmets tested produced considerable differences in their protective capabilities under both real-world and standard-specified conditions on the CPSC rig. Risk of severe brain injury varied widely between helmets at the standard impact velocity, whereas the common, lower severity impacts produced PLAs associated with concussion. Helmets of a nonroad style generally performed worse across configuration. The temporal location produced higher risks for most helmets, although some helmets were found to offer inadequate protection at the helmet rim. Because this is a commonly impacted location in cyclist accidents, there may be benefit to expanding the testable area in standards to include the rim. Results from this study demonstrate the value in testing nonstandard conditions and can be used to inform standards testing and helmet design. © 2018 Taylor & Francis Group, LLC.
AUTHOR KEYWORDS: acceleration; biomechanics; concussion; Cycling; impact attenuation; injury risk
DOCUMENT TYPE: Article
SOURCE: Scopus
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Nagarrettinam, M.A.Lv., Aravind, C.V., Nabi Poor, M.
57201031015;24831942700;57201027310;
(2018) MATEC Web of Conferences, 152, art. no. 03003, .
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85042939161&doi=10.1051%2fmatecconf%2f201815203003&partnerID=40&md5=e19fc6a845e6db2b6deaf6d4ef015562
DOI: 10.1051/matecconf/201815203003
AFFILIATIONS: School of Engineering, Taylor's University, Malaysia
ABSTRACT: In Malaysia, most of the accidents involving a bicycle and another vehicle are due to either the driver or rider 'failing to look properly'. This is more significant with the government initiatives to support the use of bicycle making the carbon-free environment, a vision of TN50. This research addresses the safety aspect of the cyclists in terms of the driver's point of view which improves cyclist visibility during driving. The proposed helmet system implements a rule-based algorithm which predicts the turning and braking movement of the cyclists. With this system, additional illumination and signaling are provided for the cyclists. The major challenge faced is the implementation of an algorithm for various situations of cycling. To ensure the system could be used on the road, the accuracy and speed of the automatic signaling system need to adhere. Situations that affects the output of the indicators include bicycle speed, the angle of turning, body tilt, duration of turn and random body movements. This paper implements a 3-axis accelerometer and a microcontroller in a data logger to acquire the required data which are analyzed in MATLAB. Using filtering technique, the acquired data are then be cleaned to remove noise due to vibration during cycling. The characteristics of braking and turning are then analyzed in the time domain as well as frequency domain to ensure the optimum algorithm used for gesture recognition and movement prediction. The algorithm is based on sliding window, FFT and threshold-based rule algorithm. The output based on the rule-based algorithm then illuminate the corresponding signals which provide the safety feature of the system. © The Authors, published by EDP Sciences, 2018.
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
_________________________________________________________________________________________
Gudavalli, D.K.P., Rani, B.S., Sagar, C.V.
57203146150;57203150252;57203140595;
(2018) Proceedings of the 2017 IEEE International Conference on Intelligent Techniques in Control, Optimization and Signal Processing, INCOS 2017, 2018-February, pp. 1-5.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85050684972&doi=10.1109%2fITCOSP.2017.8303138&partnerID=40&md5=2d637db5e3cb53ac1193c651efb8a194
DOI: 10.1109/ITCOSP.2017.8303138
AFFILIATIONS: EEE Department, S.R.K.R. Engineering College, Bhimavaram, India
ABSTRACT: According to the World Health Organization (WHO) reports, India is prone for road accidents and most of the cases are of two wheeler accidents. Hence to provide safety and security system for bike riders we came up with a solution which is a Helmet Operated Smart E-Bike. It is having two operating modes which are Security Lock System (SLS) and Safety Engine System (SES), the first operating mode (SLS) having one RFID reader and two RFID tags. When a particular unique identity tag matches to the RFID reader value the handle lock mechanism will be operates like ON & OFF key. The second operating mode (SES) uses Force Sensing Resistor (FSR) which is fixed inside to the helmet and when some pressure applied on the sensor by helmet wearing on the user head, the motor (Engine) will be starts otherwise motor will be in off state. Hence the proposed solution provides accidents free society and high security locker system, this multiple featured smart E Bike vehicles leads user towards pollution free and accidents free society. © 2017 IEEE.
AUTHOR KEYWORDS: E-Bike; Force sensing resistor (FSR); Micro Controller Unit (MCU); RFID reader and tags; Safety Engine System (SES); Safety System; Security Lock System (SLS); Security System
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
___________________________________________________________________
Shaw, L.
57202636284;
(2018) Veterinary Record, 182 (8), p. 234.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85044784664&doi=10.1136%2fvr.k807&partnerID=40&md5=211fe6b161e332d56a3f70989ef3b524
DOI: 10.1136/vr.k807
AFFILIATIONS: 178 Upper Welland Road, Malvern, WR14 4LA, United Kingdom
DOCUMENT TYPE: Letter
SOURCE: Scopus
__________________________________________________________
Daverio, M., Babl, F.E., Barker, R., Gregori, D., Da Dalt, L., Bressan, S., on behalf of the Paediatric Research in Emergency Department International Collaborative (PREDICT) group
55619554700;6603834520;7202725437;7003412314;6603579279;21741757100;
(2018) Brain Injury, 32 (3), pp. 335-341.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85041369001&doi=10.1080%2f02699052.2018.1426107&partnerID=40&md5=6d8289309afa71b5a53c70ee8710cd30
DOI: 10.1080/02699052.2018.1426107
AFFILIATIONS: Murdoch Children’s Research Institute, Melbourne, VIC, Australia;
Department of Woman’s and Child’s Health, Department of Paediatrics, University of Padova, Padova, Italy;
Emergency Department, Royal Children’s Hospital, Melbourne, VIC, Australia;
Department of Paediatrics, Faculty of Medicine, Dentistry and Health Sciences, University of Melbourne, Melbourne, VIC, Australia;
Queensland Injury Surveillance Unit, Mater Medical Research Institute, South Brisbane, QLD, Australia;
Unit of Biostatistics, Epidemiology and Public Health, Department of Cardiac, Thoracic and Vascular Sciences, University of Padova, Padova, Italy
ABSTRACT: Objectives: Helmets use has proved effective in reducing head trauma (HT) severity in children riding non-motorised recreational vehicles. Scant data are available on their role in reducing concussive symptoms in children with HT while riding non-motorised recreational vehicles such as bicycles, push scooters and skateboards (BSS). We aimed to investigate whether helmet use is associated with a reduction in acute concussive symptoms in children with BSS-related-HT. Methods: Prospective study of children <18 years who presented with a BSS related-HT between April 2011 and January 2014 at a tertiary Paediatric Emergency Department (ED). Results: We included 190 patients. Median age 9.4 years (IQR 4.8–13.8). 66% were riding a bicycle, 23% a push scooter, and 11% a skateboard. 62% were wearing a helmet and 62% had at least one concussive symptom. Multivariate logistic regression analysis adjusting for age, gender, and type of vehicle showed that patients without a helmet presented more likely with headache (adjusted odds-ratio (aOR) 2.54, 95% CI 1.27–5.06), vomiting (aOR 2.16, 95% CI 1.00–4.66), abnormal behaviour (aOR 2.34, 95% CI 1.08–5.06), or the presence of at least one concussive symptom (aOR 2.39, 95% CI 1.20–4.80). Conclusions: In children presenting to the ED following a wheeled BSS-related HT helmet use was associated with less acute concussive symptoms. ABBREVIATIONS: aOR, adjusted odds ratio; APHIRST, Australasian Paediatric Head Injury Rules Study; BSS, bicycles, push scooters and skateboards; CI, confidence interval; CT, computed tomography; ED, emergency department; HT, head trauma; IQR, interquartile range; OR, odds ratio; RCH, Royal Children’s Hospital; RV, recreational vehicle. © 2018 Taylor & Francis Group, LLC.
AUTHOR KEYWORDS: concussion; Head trauma; helmet; paediatric; traumatic brain injury
DOCUMENT TYPE: Article
SOURCE: Scopus
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Williams, C., Weston, R., Feinglass, J., Crandall, M.
57199277835;57200030383;7006591650;57203104415;
(2018) Journal of Surgical Research, 222, pp. 231-237. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85038819359&doi=10.1016%2fj.jss.2017.11.006&partnerID=40&md5=c592ed0aff684877c7fed77daab9e496
DOI: 10.1016/j.jss.2017.11.006
AFFILIATIONS: Washington University School of Medicine in St. Louis Department of Emergency Medicine, St. Louis, Missouri, United States;
University of Florida College of Medicine Jacksonville Department of Surgery, Jacksonville, Florida, United States;
Northwestern University Fienberg School of Medicine Department of Medicine, Chicago, Illinois, United States
ABSTRACT: Background Bicycling is one of the most popular forms of play and exercise for children in the US. However, over 200,000 children per year are injured in bicycle crashes, and an estimated 22,000 pediatric bicycle-related traumatic brain injuries (TBIs) occur annually. Bicycle helmets are known to decrease the risk of head injury, but efficacy and magnitude of the effect of helmet legislation have not been fully elucidated. Methods This was a retrospective, observational study of children aged <18, who presented after a bicycle crash in Illinois from 1999 to 2009. Demographic information, injury types, injury severity, helmet usage, and location of injury data were collected. Multiple logistic regression analysis was used to quantify the independent effects of helmet usage on TBI. Data were compared between communities with and without helmet legislation. Results A total of 3080 pediatric bicycle-related crashes were identified. Children wearing helmets were less likely to sustain a TBI, odds ratio [OR] = 0.56 (95% confidence interval [CI] 0.37-0.84, P < 0.001). Overall 5.0% of patients were noted as wearing helmets. Black and Hispanic children were less likely to wear helmets, OR = 0.24 (95% CI 0.09-0.68, P < 0.001) and OR = 0.10 (95% CI 0.02-0.42, P < 0.001), respectively. There was no significant change in helmet usage between before and after legislation in helmet legislation areas or over time in non–helmet legislation areas. Discussion Helmet use was protective against TBI, but socioeconomic and racial disparities exist in usage. Local legislation did not appear to impact helmet usage or admissions for bicycle-related TBIs in these areas. © 2017 Elsevier Inc.
AUTHOR KEYWORDS: Bicycle helmets; Legislation; Pediatric injury
DOCUMENT TYPE: Article
SOURCE: Scopus
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Mohamed Syed Ali, A.
57200179814;
(2018) Indonesian Journal of Electrical Engineering and Computer Science, 9 (2), pp. 342-344.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85040069586&doi=10.11591%2fijeecs.v9.i2.pp342-344&partnerID=40&md5=ff3ee1501548aafd94446c40337bfc8a
DOI: 10.11591/ijeecs.v9.i2.pp342-344
AFFILIATIONS: AMET Business School, AMET University, Chennai, India
ABSTRACT: The project aim is to build a smart, little power bicycle dashboard with advanced vision sensor to find whether the rider is wearing a helmet or not and allows start/stop the bike ignition system. Even while riding the bicycle, the system continues the monitoring process, prevents the fire and sends alert messages to traffic authorities if the helmet not worn at any point in time. An alcohol sensor is built-in within the dashboard to prevent the drunk driving situation. GPS and motion sensors assist the system identifies accident scenario and sends alert SMS to traffic authorities and family members. Twitter’s Sentiment Analysis on Gsm Services using Multinomial Naïve Bayes discussed in [1]. The dashboard unit has a Bluetooth transceiver that helps the system to communicate with an Android mobile app running on the user Smartphone to provide SMS sending capability. Weighted Least Squared Approach to Fault Detection and Isolation for GPS Integrity Monitoring discussed in [2]. This design eliminates building power-hungry GSM modems into the vehicle dashboard thus saving vehicle battery power. Model for Post placement Mousing based on GSM in Long-Distance discussed in [3]. © 2018 Institute of Advanced Engineering and Science. All rights reserved.
AUTHOR KEYWORDS: Android app; Bright Helmet; GPS; Microcontroller; Smart sensor; Tracking
DOCUMENT TYPE: Article
SOURCE: Scopus
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Ismail, K.I., Sultan, M.T.H., Shah, A.U., Mazlan, N., Ariffin, A.H.
57200447982;36802758400;57191985079;57191498978;23088558100;
(2018) BioResources, 13 (1), pp. 1787-1800.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85041335100&doi=10.15376%2fbiores.13.1.1787-1800&partnerID=40&md5=4536db2ceed0ea1eb8cd5c3298d89825
DOI: 10.15376/biores.13.1.1787-1800
AFFILIATIONS: Department of Aerospace Engineering, Faculty of Engineering, Universiti Putra Malaysia, UPM, Serdang, Selangor Darul Ehsan, 43400, Malaysia;
Aerospace Manufacturing Research Centre, Faculty of Engineering, Universiti Putra Malaysia, UPM, Level 7, Tower Block, Serdang, Selangor Darul Ehsan, 43400, Malaysia;
Laboratory of Biocomposite Technology, Institute of Tropical Forestry and Forest Products (INTROP), Universiti Putra Malaysia, UPM, Serdang, Selangor Darul Ehsan, 43400, Malaysia
ABSTRACT: A tensile test was conducted to investigate the mechanical properties of hybrid bio-composites that have potential for application in helmet shells. Helmets can protect users from serious injuries, reducing traumas and deaths. Military helmets are made with 19 layers of Kevlar, and bicycle helmets are made of glass fibre reinforced plastic materials that are costly. Replacing or reducing these synthetic fibres with plant fibres would reduce costs and may allow for such materials to be recyclable, biodegradable, and more abundant, as the material has been ground or crunched. Flax woven fibre was used to fabricate one panel of composite (Flax only) and three panels of hybrid composite (FLXC, FLXG, and FLXK). In this project, the epoxy resin was modified by weight with 0 wt.%, 0.5 wt.%, 1 wt.%, 1.5%, and 2 wt.% multi-walled carbon nanotubes (MWCNTs). This study examined the effect of multi-walled carbon nanotube (MWCNT) concentration on the tensile properties of hybrid biocomposites. The experimental results suggested that the MWCNTs played an important role in improving the mechanical performance of hybrid biocomposites. It was found that optimum carbon nanotube (CNT) concentration improved the tensile performance of the materials by 2% to 5%. However, an excess CNT concentration led to the deformation of materials and reduced their mechanical performance.
AUTHOR KEYWORDS: Aramid fibre; Carbon fibre; Carbon nanotube; Flax fibre; Glass fibre; Hybrid biocomposites; Tensile properties
DOCUMENT TYPE: Article
SOURCE: Scopus
______________________________________________________________________________________________
Matsui, Y., Oikawa, S., Hitosugi, M.
7402827570;55813305100;7004030409;
(2018) Traffic Injury Prevention, 19 (1), pp. 60-65.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85027295059&doi=10.1080%2f15389588.2017.1336663&partnerID=40&md5=e31bd5f119953aab884301ace39a4069
DOI: 10.1080/15389588.2017.1336663
AFFILIATIONS: Automotive Research Department, National Traffic Safety and Environment Laboratory, Chofu, Tokyo, Japan;
Faculty of System Design, Tokyo Metropolitan University, Hino, Tokyo, Japan;
Department of Legal Medicine, Shiga University of Medical Science, Otsu, Shiga, Japan
ABSTRACT: Objective: The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles. Methods: This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle–bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle. Results: The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface. The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65–74 or 13–59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles. Conclusions: For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women. © 2018 Taylor & Francis Group, LLC.
AUTHOR KEYWORDS: fatality; fatally injured body region; head injury; hip injury; Older cyclists; vehicle–bicycle accident
DOCUMENT TYPE: Article
SOURCE: Scopus
________________________________________________________________
Carone, L., Ardley, R., Davies, P.
57200536272;57203788439;7403894614;
(2018) Injury, . Article in Press.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85052946721&doi=10.1016%2fj.injury.2018.08.015&partnerID=40&md5=1cee8c5057ccf073c3daac6abe1a92d2
DOI: 10.1016/j.injury.2018.08.015
AFFILIATIONS: LNR Deanery, United Kingdom;
Sheffield Teaching Hospitals NHS Foundation Trust, United Kingdom;
Paediatric Critical Care Unit, Nottingham Children's Hospital, United Kingdom;
University of Nottingham, United Kingdom
ABSTRACT: Introduction: Traumatic injury is the leading cause of death in children after infancy. Almost 25% of all cyclists killed in the UK are children, and two thirds of these will die because of their head injuries. We compared the population of young people wearing helmets whilst cycling, to those admitted with serious post cycling head injuries to our paediatric critical care unit. Method: All children aged 0–18 years admitted to our intensive care following a bicycle accident between the years January 2011–June 2018 were identified and information on the mechanism of injury, and both immediate and long term clinical data were collected. For comparison data, helmet wearing on a random morning was observed from six schools. All pupils arriving at school by bicycle were observed. Data collected included the school year and sex of the child, and whether each child was wearing a helmet or not. Results: Of 28 cases, 22 were admitted due to head injuries. None wore a helmet. 23/133 school pupils wore a helmet. The intensive care population were significantly less likely to be wearing helmets than the general population (p = 0.044, Fisher's exact test). A Chi-Square test for helmet wearing by school year showed a reduction in helmet wearing with increasing school year with a p value of 0.0026. There was no association between helmet wearing and abdominal injury. Conclusion: Young people admitted to a Critical Care Unit with cycling related head trauma are statistically significantly less likely to wear a helmet than the general, age matched cycling population. Helmet wearing decreases as children get older. Outcomes were mixed, but in the head trauma group only 3/18 recovered with no neurological deficit © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Bike safety; Head injury; Helmets; Intensive care; Neurological deficit
DOCUMENT TYPE: Article in Press
SOURCE: Scopus
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Shinar, D., Valero-Mora, P., van Strijp-Houtenbos, M., Haworth, N., Schramm, A., De Bruyne, G., Cavallo, V., Chliaoutakis, J., Dias, J., Ferraro, O.E., Fyhri, A., Sajatovic, A.H., Kuklane, K., Ledesma, R., Mascarell, O., Morandi, A., Muser, M., Otte, D., Papadakaki, M., Sanmartín, J., Dulf, D., Saplioglu, M., Tzamalouka, G.
7006504506;56027375200;57196222543;6603518000;54880923000;7003737463;7004097903;6602172356;57200717160;56009870400;6508215297;36543066100;6602468333;56247740300;57196224085;8438910700;7004079232;7006779034;8851694500;7005656801;57193127051;55918586900;8861670800;
(2018) Accident Analysis and Prevention, 110, pp. 177-186. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85032290661&doi=10.1016%2fj.aap.2017.09.018&partnerID=40&md5=f5a883fd1b60c777b01450e5355a6492
DOI: 10.1016/j.aap.2017.09.018
AFFILIATIONS: Industrial Engineering and Management, Ben Gurion University of the Negev, Beer Sheva, Israel;
Instituto de Tráfico y Seguridad Vial, Universitat de Valencia, Valencia, Spain;
SWOV Institute for Road Safety Research, Netherlands;
Queensland University of Technology, Centre for Accident Research and Road Safety, Brisbane, Queensland, Australia;
Department of Product Development, Faculty of Design Sciences, University of Antwerp, Belgium;
IFSTTAR, France;
Dept. Of Social Work, Technological Educational Institute of Crete, Greece;
Instituto Superior Técnico, Universidade de Lisboa, Portugal;
Centre of Study and Research on Road Safety, Dept. Public Health, Experimental and Forensic Medicine, University of Pavia, Italy;
Institute of Transport Economics, Oslo, Norway;
University of Zagreb, Faculty of Textile Technology, Zagreb, HR, Croatia;
Lund University, Sweden;
CONICET/U of Mar del Plata, Argentina;
Working Group on Accident Mechanics, Zurich, CH, Switzerland;
Accident Research Unit, Medical School Hannover, Germany;
Lab. Of Health and Road Safety, Dpt. Of Social Work, Technological Educational Institute of Crete, Greece;
Cluj School of Public Health, Babes-Bolyai University, Romania;
Dept. Civil Engineering, Süleyman Demirel University, Turkey
ABSTRACT: Police crash reports are often the main source for official data in many countries. However, with the exception of fatal crashes, crashes are often underreported in a biased manner. Consequently, the countermeasures adopted according to them may be inefficient. In the case of bicycle crashes, this bias is most acute and it probably varies across countries, with some of them being more prone to reporting accidents to police than others. Assessing if this bias occurs and the size of it can be of great importance for evaluating the risks associated with bicycling. This study utilized data collected in the COST TU1101 action “Towards safer bicycling through optimization of bicycle helmets and usage”. The data came from an online survey that included questions related to bicyclists' attitudes, behaviour, cycling habits, accidents, and patterns of use of helmets. The survey was filled by 8655 bicyclists from 30 different countries. After applying various exclusion factors, 7015 questionnaires filled by adult cyclists from 17 countries, each with at least 100 valid responses, remained in our sample. The results showed that across all countries, an average of only 10% of all crashes were reported to the police, with a wide range among countries: from a minimum of 0.0% (Israel) and 2.6% (Croatia) to a maximum of a 35.0% (Germany). Some factors associated with the reporting levels were type of crash, type of vehicle involved, and injury severity. No relation was found between the likelihood of reporting and the cyclist's gender, age, educational level, marital status, being a parent, use of helmet, and type of bicycle. The significant under-reporting – including injury crashes that do not lead to hospitalization – justifies the use of self-report survey data for assessment of bicycling crash patterns as they relate to (1) crash risk issues such as location, infrastructure, cyclists' characteristics, and use of helmet and (2) strategic approaches to bicycle crash prevention and injury reduction. © 2017 Elsevier Ltd
AUTHOR KEYWORDS: Bicycle crashes; Bicycle helmets; Bicycles; Cycling attitudes; Cycling behaviour; International survey of cycling; Under-reporting
DOCUMENT TYPE: Article
SOURCE: Scopus
_____________________________________________________________________________________
Chow, R., Hollenberg, D., Viehweger, J., Lapierre, S., Pettit, T., Hui, H., Dzulynsky, R.
55535910200;57192987002;57197727479;57203847702;57203844012;57203834974;57203840097;
(2018) International Journal of Adolescent Medicine and Health, . Article in Press.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85053158291&doi=10.1515%2fijamh-2018-0086&partnerID=40&md5=d49dc8b5a04bfbc1d2cb1b35f605e7f1
DOI: 10.1515/ijamh-2018-0086
AFFILIATIONS: Infinitas Research Group, London, ON, Canada;
Bicycle Safety and Awareness Club, University of Western Ontario, London, ON, Canada
ABSTRACT: Helmet use amongst bicyclists has been well documented in recent literature. Helmet use is not the only measure cyclists can take to reduce their chance of crashes. Many places, in addition to mandating helmet use by law for youths, also require bicycle lights to be used under low-light conditions (i.e. during sunrise, during sunset and at night). The aim of this study was to investigate the awareness of bicycle light use amongst young adults, with respect to the legalities and also utility of lights while cycling. An anonymous survey was developed and circulated to young adults in Canada, Ireland and the United States of America. A total of 112 individuals completed the survey. Only 13% of individuals had an unsatisfactory knowledge of bicycle light use. As knowledge is the first step towards advocating for new measures, young adults seem well -versed with respect to bicycle light use and may be able to be targeted to increase bicycle light use. Frequency of commute was related to the knowledge of bicycle light use; those who commuted more regularly were more knowledgeable. This study, however, was composed primarily of young adults residing in Canada. Future studies could investigate knowledge among young adults who reside in a region that more regularly commutes using a bicycle, to see whether this trend holds. ©2018 Walter de Gruyter GmbH, Berlin/Boston 2018.
AUTHOR KEYWORDS: awareness; bicycles; lights; young adults
DOCUMENT TYPE: Article in Press
SOURCE: Scopus
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Oliveira, W., Gaisbauer, W., Tizuka, M., Clua, E., Hlavacs, H.
57203954561;57203962760;57203959407;24450364400;6506041648;
(2018) Lecture Notes in Computer Science (including subseries Lecture Notes in Artificial Intelligence and Lecture Notes in Bioinformatics), 11112 LNCS, pp. 52-63.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85053757145&doi=10.1007%2f978-3-319-99426-0_5&partnerID=40&md5=68653c00cb95e35a6bdf2e48ead846a4
DOI: 10.1007/978-3-319-99426-0_5
AFFILIATIONS: Computer Science Institute, Universidade Federal Fluminense, Niterói, Brazil;
University of Vienna, Universitätsring 1, Vienna, 1010, Austria
ABSTRACT: Different solutions present the usage of bicycles with Head Mounted Display (HMD) in which virtual scenarios are visualized as background for athletes training or as cardiac patient rehabilitation systems. However, assessments on presence, degrees of immersion and user involvement with real bicycles in those virtual scenarios still are rare. In this paper we present a haptic interface of a real bicycle using HMDs as a mixed reality display using a procedural city as a background scenario. To measure and evaluate presence, two experiments had been conducted. One that simulates a virtual reality mode and a second that corresponds to a mixed reality mode. By think aloud method, it was possible to analyze the degree of presence, through control, focus, immersion and involvement factors. Six of the seven participants described that immersion is augmented as well as the feeling of presence in the mixed reality interface, feeling a better experience with the improvement of movements. Issues related to comfort and the visual graphic were also evaluated with some results on the stimulus that also opens new possibilities for future works in different areas. © 2018, IFIP International Federation for Information Processing.
AUTHOR KEYWORDS: Haptic interface; Mixed reality; Procedural content generation (PCG); VR bicycle
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
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Mukunthan, S., Kuklane, K., Huysmans, T., De Bruyne, G.
57194648755;6602468333;23397485100;7003737463;
(2018) Advances in Intelligent Systems and Computing, 591, pp. 517-527. Cited 1 time.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85021399077&doi=10.1007%2f978-3-319-60591-3_47&partnerID=40&md5=9a2012c78eaedab2bfb5a0e06240a9f3
DOI: 10.1007/978-3-319-60591-3_47
AFFILIATIONS: Faculty of Design Sciences, University of Antwerpen, Ambtmanstraat 1, Antwerp, 2018, Belgium;
Ergonomics and Aerosol Technology, Department of Design Sciences, Lund University, Box 118, Lund, 221 00, Sweden;
Vision Lab, Department of Physics, University of Antwerp (CDE), Universiteitsplein 1, Antwerp, 2610, Belgium;
Lazer Sport NV, Lamorinierestraat 33-37 bus D, Antwerp, 2018, Belgium
ABSTRACT: Thermal performance of five bicycle helmets was evaluated with a thermal manikin head with six zones. Evaluation was made with physical and virtual experimental methods. Ambient temperature maintained at 24 °C and surface temperature of the thermal manikin head was set to 34 °C. Experiments were performed for air velocities of 1.6 m/s and 6 m/s. Heat transfer (W) of four thermal zones was recorded for five helmets and compared with a nude thermal manikin head to assess thermal performance. Virtual experiments were performed using commercial CFD codes with a realizable k-e turbulence model. Correlation coefficients of 0.78 (1.6 m/s) and 0.79 (6 m/s) were found between physical and virtual experiments. A combined physical and virtual evaluation methodology allows creating a design iteration process with virtual prototypes, physical prototypes and commercially available helmets. © Springer International Publishing AG 2018.
AUTHOR KEYWORDS: CFD; Convective heat transfer; Cooling efficiency; Thermal manikin; Turbulence models; Wind tunnel experiments
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
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Eley, R., Vallmuur, K., Catchpoole, J.
7003285815;57202147552;57190291253;
(2018) EMA - Emergency Medicine Australasia, . Article in Press.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85050463171&doi=10.1111%2f1742-6723.13124&partnerID=40&md5=dcfd56f67825b56cca0c94953e78ed2e
DOI: 10.1111/1742-6723.13124
AFFILIATIONS: Faculty of Medicine The University of Queensland Brisbane, Queensland Australia;
Institute of Health and Biomedical Innovation and School of Public Health and Social Work, Queensland University of Technology Brisbane, Queensland Australia;
Jamieson Trauma Institute, Royal Brisbane and Women's Hospital, Metro North Hospital and Health Service, Queensland Health Brisbane, Queensland, Australia
ABSTRACT: Objective: To characterise patients presenting to EDs for a bicycle-related injury, identify contributing factors to the injuries and describe the data gaps. Methods: A retrospective study of bicycle-related injury presentations over the 5 year period 2010-2014 to two major metropolitan EDs. Data collected from the emergency presentation database consisted of patient demographics, presenting complaint, discharge diagnosis and details about the circumstances and mechanism of the accident. Results: Bicycle injuries (n =4144) increased from 20.0 to 25.2 per 1000 injury presentations over 5 years. Patients were 80% male across all age groups and 35% of presentations occurred at the weekend. Fractures accounted for one-third (34%) of all injuries, while injuries to the upper extremities and head resulted in 36% and 19% of cases, respectively. Admission rate was 17%. The number of falls exceeded collisions (1611 vs 937), and in the 13.3% of the fall cases where documentation was present for which how the fall occurred, over half were attributed to bike handling errors. Information related to type of bicycle, accident location, type of activity, protective clothing worn (including helmets) and visibility aids was not recorded for over 95% of the cases. Conclusion: Bicycle injuries carry a considerable burden to the ED and the incidence of presentations appears to be rising. The current triage data, designed to provide a rapid assessment for medical urgency, are limited to describing broad demographics, trends and causes. © 2018 Australasian College for Emergency Medicine & Australasian Society for Emergency Medicine.
AUTHOR KEYWORDS: Data linkage; Emergency department; Intensive care; Outcomes; Triage
DOCUMENT TYPE: Article in Press
SOURCE: Scopus
________________________________________________________________________________
Yang, C.C., Jing, W.T., Li, C., Jiang, Q.
8606140000;57188999661;55361264000;7402523531;
(2018) Journal of Materials Chemistry A, 6 (9), pp. 3877-3883. Cited 2 times.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85042694323&doi=10.1039%2fc7ta10277a&partnerID=40&md5=3e8f2c3d37aac0fe582524c1b01442c0
DOI: 10.1039/c7ta10277a
AFFILIATIONS: Key Laboratory of Automobile Materials (Jilin University), Ministry of Education, School of Materials Science and Engineering, Jilin University, Changchun, 130022, China
ABSTRACT: How to optimize the interior space of symmetric (for example, hollow carbon spheres) and asymmetric (for example, hollow carbon bowls) hollow carbon structures is a big challenge for their application in energy storage devices. Here we synthesize open helmet-like carbon skeletons, carbon nanohelmets (CNHs), which preserve all advantages of hollow structures but also fully utilize the inner walls of carbon. As an example, the as-fabricated NiO/CNH anode exhibits high reversible capacity, excellent cycling stability and superior rate properties in lithium-ion batteries. These remarkable performances are attributed to the ingenious helmet-like structures, which provide a large amount of active sites for Li+ insertion/extraction from the inner walls of carbon; buffer the large volume change of NiO during charging/discharging effectively with the open structure; and reduce the internal resistance significantly due to excellent contact between NiO nanoparticles and carbon. The facile strategy reported in this work may open an avenue to synthesize open hollow structures for practical applications. © The Royal Society of Chemistry.
DOCUMENT TYPE: Article
SOURCE: Scopus
______________________________________________________________________
Verwulgen, S., Peeters, T., Vleugels, J., Geyssen, R., de Bruyne, G., Saeys, W., Truijen, S.
6504524592;57201758003;57189849011;57194708053;7003737463;26041060700;23006538600;
(2018) Advances in Intelligent Systems and Computing, 608, pp. 85-93.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85021761554&doi=10.1007%2f978-3-319-60639-2_9&partnerID=40&md5=286a6e880628b7a7f2169cc7f49e7c24
DOI: 10.1007/978-3-319-60639-2_9
AFFILIATIONS: Department Product Development, Faculty of Design Sciences, University of Antwerp, Prinsstraat 13, Antwerp, 2000, Belgium;
Lazer Sport NV, Lamorinierestraat 33-37, Bus D, Antwerp, Belgium;
Faculty of Health and Health Sciences, University of Antwerp, Prinsstraat 13, Antwerp, 2000, Belgium
ABSTRACT: A pilot is presented to evaluate a helmet mounted vibrotactile feedback system (VFS) for managing head position during cycling by feedback to a subject when its head deviates from a preset aerodynamic position. The VFS measurements are validated with a Vicon motion capturing system. The effect of the VFS is compared with verbal instructions only. In 89.66% (P = 0.15) of all measurements, the VFS value is in accordance with the Vicon system. In 83.33% of the cases, the sensor correctly leads the subject to the predefined position after perturbation of the position. Changing the margin of error of VFS has little influence on the improvement of attaining the predefined position. The sensor accuracy and efficiency of retaining or resumption the predefined reference position indicates that it can be usable for time trialists, triathletes and track cyclists in attaining their aerodynamic head position. © Springer International Publishing AG 2018.
AUTHOR KEYWORDS: Cycling competition; Posture management; Vibrotactile feedback
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus
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Pai, C.-W., Lin, H.-Y., Tsai, S.-H., Chen, P.-L.
15848847800;56128950500;8062550600;7408352692;
(2018) PLoS ONE, 13 (1), art. no. e0191221, .
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85040733561&doi=10.1371%2fjournal.pone.0191221&partnerID=40&md5=ce5c99b5a7c9cdfe17d83660a93fbd62
DOI: 10.1371/journal.pone.0191221
AFFILIATIONS: Graduate Institute of Injury Prevention and Control, College of Public Health, Taipei Medical University, Taipei, Taiwan;
Department of Urology, Taipei Medical University Hospital, Taipei, Taiwan;
Department of Emergency Medicine, Shuang Ho Hospital, New Taipei City, Taiwan
ABSTRACT: Objectives Bicyclists and motorcyclists contribute substantially to the morbidity and mortality rates of road crash casualties. The objective of the study was to investigate the crash characteristics of bicyclist and motorcyclist casualties presented to hospitals in Taiwan resulting from crashes. Methods By using linked data from The National Traffic Crash Dataset and the National Health Insurance Database between 2003 and 2012, logistic regression models were used to examine the determinants of hospitalisation among motorcyclist and bicyclist casualties. The examined variables include demographic characteristics, road and weather conditions, and vehicle characteristics. Results A total of 1,998,606 two-wheelers were enrolled in the study, of whom 216,600 were hospitalised: 203,623 were motorcyclists and 12,964 were bicyclists. Bicyclists were more likely to be hospitalised than motorcyclists were (14.0% vs. 10.7%). The pooled logistic regression model shows that bicyclists had higher odds of hospitalisation than motorcyclists (adjusted odds ratio [AOR] = 1.11, 95% confident interval [CI] = 1.08–1.14). In the motorcyclist and bicyclist models, helmet non-use appears to be a determinant of hospitalisation for motorcyclists (AOR = 1.14, CI = 1.12–1.16), although insignificant for cyclists (AOR = 1.03, CI = 0.94–1.12). Other important determinants of hospitalisation for motorcyclists and cyclists include female riders, elderly riders, rural roadways, unlicensed riding (for motorcyclists only), curved roadways, defective roadways, alcohol consumption (only for motorcyclists), and single-vehicle crashes (for motorcyclists only). Conclusions The result that bicyclists had an increased probability of being hospitalised than motorcyclists is particularly noteworthy, because there have recently been much more users of bikesharing systems in metropolitan cities where cycle helmets are not provided. We further found that helmet non-use was also a risk factor for motorcyclists, but insignificant for cyclists, possibly due to lower helmet utilization rates among bicyclists. Our findings regarding the increased hospitalisation percentage emphasize the importance of helmet use. © 2018 Pai et al. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.
DOCUMENT TYPE: Article
ACCESS TYPE: Open Access
SOURCE: Scopus
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Mittelstaedt, J., Wacker, J., Stelling, D.
57200661337;8374459700;15835806500;
(2018) Displays, 51, pp. 43-50.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85042068820&doi=10.1016%2fj.displa.2018.01.002&partnerID=40&md5=f20356768edc32fa3c6760cb4f6ebbad
DOI: 10.1016/j.displa.2018.01.002
AFFILIATIONS: German Aerospace Center (DLR), Sportalle 54a, Hamburg, 22335, Germany;
University of Hamburg, Von-Melle-Park 5, Hamburg, 20146, Germany
ABSTRACT: Cybersickness is an ongoing issue in VR usage. Effects of display types and different means of a virtual avatar's navigation control on the degree of sickness are disputed or sparsely investigated. In the present study, participants were instructed to ride a virtual bike across a virtual island. Participants used either a head-mounted display (HMD) or a large TV screen for VR presentation and a bike ergometer or a gamepad for motion control. Cybersickness in three different conditions, each with 20 participants, was assessed with the SSQ prior, on multiple occasions during and after VR immersion. Results indicated higher sickness scores with the HMD than in the large screen condition. However, no differences between the means of control were observed. Additional correlation analyses revealed significant relationships between the sickness scores with past motion sickness history in the conditions using the bike ergometer. Sickness scores in the gamepad condition were not related to past motion sickness but showed a significant negative correlation to video game usage. Possible reasons for missing differences between means of control are discussed. Effects of different virtual vehicles on user expectations regarding motion control should be investigated. The study provides a new approach to the relationship of cybersickness and demographic variables. © 2018 Elsevier B.V.
AUTHOR KEYWORDS: Cybersickness; Display type; Motion control; Susceptibility; Video game usage
DOCUMENT TYPE: Article
SOURCE: Scopus
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(2018) Advances in Intelligent Systems and Computing, 608, pp. 1-267.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85021734903&partnerID=40&md5=e3a9ad260332af6eda9b5c6b1bb6480a
ABSTRACT: The proceedings contain 27 papers. The special focus in this conference is on Advances in Human Factors and Wearable Technologies. The topics include: A wearable flexible sensor network platform for the analysis of different sport movements; emotion recognition using physiological signals; development of support systems for capturing and reducing the hand-arm-stress; a wearable device supporting multiple touch- and gesture-based languages for the deaf-blind; development of customized orthotics based on lower-leg anthropometric data and task; an intelligent pen to assess anxiety levels through pressure sensors and fuzzy logic; real-time eye-interaction system developed with eye tracking glasses and motion capture; accuracy and efficiency validation of a helmet mounted vibrotactile feedback system for aerodynamic head position during cycling; universal design based evaluation framework for design of wearables; a system for visualizing personal learning motivation; wearability and user experience through user engagement; a study of viewpoint and feedback in wearable systems for controlling a robot arm; enabling touch-based communication in wearable devices for people with sensory and multisensory impairments; storytelling-based hand gesture interaction in a virtual reality environment; development of a game-based and haptically enhanced application for people with visual impairment; game design creative industry; framework for creating audio games for intelligent personal assistants; game design for students and gaming as a driver for social behaviour change for sustainability.
DOCUMENT TYPE: Conference Review
SOURCE: Scopus
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Martin, A., Lloyd, M., Sargent, G., Feleke, R., Mindell, J.S.
57202783555;57202777945;57202773425;57195613921;7005836049;
(2018) Journal of Transport and Health, . Article in Press.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85049302693&doi=10.1016%2fj.jth.2018.06.002&partnerID=40&md5=6100cdeebd871c92a4bf2bddf9cf3b7c
DOI: 10.1016/j.jth.2018.06.002
AFFILIATIONS: Luton and Dunstable University Hospital, United Kingdom;
UCL, United Kingdom;
University of Bristol, United Kingdom;
Public Health England, United Kingdom
ABSTRACT: Background: Despite the well-recognised benefit for individuals and communities of increased active travel, cycling remains a minority travel mode in many high income countries. Fear of injury is often cited as a reason. Campaigns to promote cycle helmet wear are alleged to contribute to this. However, there is little information on whether head injuries to cyclists are an important cause of death in road travel fatalities, compared with other road users. Methods: We examined secondary causes of death for road travel deaths in England 2007–2012, comparing travel modes and grouped causes of death (from national mortality statistics) as numbers and as rates, using distance travelled and time spent travelling by mode, age, and sex from National Travel Surveys for the same six years. Results: Head injury was the main cause of death for 269 cyclists, 1324 pedestrians and 1046 drivers, accounting for 46%, 42% and 25% of road travel deaths at all ages in each mode respectively. Head injury was the commonest cause of death in cyclists, but most pedestrian and driver fatalities were from multiple injuries. Rates of fatal head injury per bnkm in males aged 17+ for cycling, walking, and driving were 11.2(95% CI 9.7–12.9), 23.4(21.8–25.0) and 0.7(0.6–0.7) respectively. Female fatality rates were 8.8(6.2–12.0), 9.6(8.7–10.7) and 0.4(0.4–0.5) per bnkm respectively. Using time as the denominator, rates were 0.16(0.14–0.19),0.10(0.10–0.11) and 0.03 (0.028–0.032) respectively in men and 0.10 (0.07–0.14), 0.04(0.037–0.045), and 0.01(0.012–0.016) respectively in women, per million hours travelled. Conclusion: Answering the question ‘How important are head injuries in cyclists as a cause of road travel death?’ depends on the metric used for assessing importance. Pedestrians and drivers account for five and four times the number of fatal head injuries as cyclists. The fatal head injury rate is highest for cyclists by time travelled and for pedestrians using distance travelled. © 2018 Elsevier Ltd
AUTHOR KEYWORDS: Cycling; Driving; England; Head injury; Road travel fatality; Walking
DOCUMENT TYPE: Article in Press
SOURCE: Scopus
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Mondellini, M., Arlati, S., Greci, L., Ferrigno, G., Sacco, M.
57194022581;56528272700;7006193429;7005615860;7103361721;
(2018) Lecture Notes in Computer Science (including subseries Lecture Notes in Artificial Intelligence and Lecture Notes in Bioinformatics), 10850 LNCS, pp. 3-20.
https://www.scopus.com/inward/record.uri?eid=2-s2.0-85050348069&doi=10.1007%2f978-3-319-95270-3_1&partnerID=40&md5=5eea403fd79ca13947bbaa4846607d0d
DOI: 10.1007/978-3-319-95270-3_1
AFFILIATIONS: Institute of Industrial Technologies and Automation, National Research Council, Milan, Italy;
Dipartimento di Elettronica, Informazione e Bioingegneria, Politecnico di Milano, Milan, Italy
ABSTRACT: Head mounted displays (HMDs) are visualization devices that provide high levels of immersion in virtual environments (VEs), which have been recently used to enhance the experience of subjects performing a physical exercise. However, the use of these devices in rehabilitation is discussed as it could cause cybersickness and other physical drawbacks. In this context, we conducted a preliminary study investigating the experiences of navigating in the same VEs using a cycle-ergometer and either a projected screen (PS) or a HMD, considering whether the “the Sense of Presence” influenced the device’s preference. Thirty-three healthy young adults were enrolled and randomized in four groups to counterbalance the two conditions and to investigate the effects of 5-days washout. Most of the subjects (n = 26) preferred the HMD with respect to PS; sense of presence was higher using HMD than using projector (t = −11.47, p < 0.001), but the difference between conditions was higher for those who preferred the HMD (t = −14.64, p < 0.001), compared to those who chose projector (t = −2.70, p < 0.05). The correlation of presence with cybersickness revealed that, despite higher levels of sickness, sense of presence probably counts more in choosing the HMD as the preferred device. © Springer International Publishing AG, part of Springer Nature 2018.
AUTHOR KEYWORDS: Immersive environments; Presence; Virtual reality
DOCUMENT TYPE: Conference Paper
SOURCE: Scopus