Compensatory behaviour of visually impaired cyclists in everyday settings

This study investigated whether visually impaired cyclists, compared to cyclists without visual limitations, take other, potentially safer routes to destinations in their own living environment and whether they ride at a lower speed. In total, 19 matched pairs of a visually impaired cyclist and a normally sighted peer from the same neighbourhood recorded their everyday bicycle rides, using GPS action cameras. In addition, they completed an ‘assigned ride’, a ride for which only a starting and an ending point were provided by the researcher. A risk-assessment procedure showed that the route taken by visually impaired cyclists during this assigned ride was not less risky than the route taken by the normally sighted cyclists. Analysis of the everyday rides showed that, on average, cyclists with a visual impairment more frequently (i.e. for longer periods) cycled at a speed below 10 km/h compared to cyclists without visual impairment. Also, the visually impaired participants’ cruising speed was 1.4 km/h lower than that of their normally sighted counterparts. In conclusion, no evidence was found that visually impaired cyclists compensate strategically by taking different, potentially safer routes than normally sighted cyclists when riding in their own environment. They may (unconsciously) compensate tactically for their visual function limitations by riding at a lower speed when necessary. Mobility trainers in vision rehabilitation as well as road designers could apply these findings to optimise the cycling mobility of visually impaired people.     

Risk comparative judgments while driving a car among competitive road cyclists and non-cyclists

This study examines risk comparative judgments and risky behaviors while driving a car among competitive road cyclists (n = 119) and among controls (i.e., drivers who have almost no cycling experience, n = 142). A questionnaire-based cross-sectional survey was conducted. Results showed that competitive road cyclists assess their own vulnerability to be involved in an accident while riding (VAR) as being lower than that of the average cyclists, and their abilities to manage risks while riding (AMRR) as being higher. They assessed their own vulnerability to be involved in an accident while driving a car (VAD) as being lower than that of the average drivers, and their own quality of reflexes while driving a car (QRD) as being higher. Their tendency to express comparative optimism while assessing their comparative VAD and QRD was higher than that of controls. They also reported more prudent behaviors while driving a car than did controls. Results are discussed, as well as implications in terms of prevention.     

Patterns in perceived crash risk among male and female drivers with and without substantial cycling experience

Perceived risk of crashes is generally higher in female than in male cyclists. No study has assessed whether these gender differences only apply to riding bicycles. Using an online risk assessment task and survey, this study (a) tested the hypothesis that compared to men, women perceive higher risks, irrespective of traffic mode and (b) explored gender differences in the predictors of perceived risk. Data were analysed from 595 driver licence holders in Australia: 444 who cycled regularly, termed ‘cyclists’ from here on (31% women) and 151 regular drivers who did not (63% women), who are referred to as ‘drivers’. Cyclists in their role as cyclists and drivers in their role as drivers (traffic role) were instructed to imagine being in a specified traffic scenario and to assess crash likelihood. Each of 6 traffic scenarios was presented twice but differing in configuration: a violating car and a violating bicycle. A mixed ANOVA, with rated probability of a crash as the dependent variable, gender and traffic role as grouping factors, and configuration as the repeated measure, resulted in a main effect of configuration, showing that both drivers and cyclists perceived higher levels of risk of violating cars than of violating bicycles (η_p2 = 0.34). The interaction of traffic role and configuration showed this difference to be smaller for drivers than for cyclists (η_p2 = 0.18). This suggests that drivers are aware of the car’s high injury potential in crashes with cyclists. The main effect of gender showed that irrespective of traffic role, women perceived higher risk than men, which supported the hypothesis that gender differences are not limited to cycling (η_p2 = 0.03). The main effect of traffic role was not significant.For the predictors of perceived risk, ANOVA showed main effects for traffic role and gender, with small effect sizes (from η_p2 = 0.02 to η_p2 = 0.03). Cyclists were more confident, less inattentive and more in favour of stricter laws. Women felt less skilled and were more concerned about risks. None of the interactions between gender and traffic role were significant, which lent further support to the hypothesis that gender differences were a general rather than a cycling specific characteristic. Thus, perceived risk does not differ between women who regularly cycle and those who do not. These findings may inform interventions about the role of perceived risk in the uptake of cycling.     

Increasing the conspicuity of cyclists at night by using bicycle lights and clothing to highlight their biological motion to oncoming drivers

Reduced conspicuity is an important contributing factor to increased motor vehicle-bicycle crashes and cyclist fatalities at night. This study explored ways of making night-time cyclists more conspicuous to oncoming vehicles through cyclist clothing options and bicycle light position. Fifteen young participants (M = 29.1 ± 4.5 years) drove a closed-road at night and indicated when they first recognized a cyclist pedalling in place at the roadside, facing the approaching vehicle. The bicycle had a static forward-facing white light located either on the handlebars or the helmet and wore one of five clothing configurations: fluorescent vest, retroreflective vest, retroreflective ankle strips, retroreflective vest plus retroreflective ankle strips, retroreflective vest plus biomotion retroreflective strips. There was a significant effect of light position (p < 0.001) and clothing (p < 0.001), where recognition distances were longer when the light was helmet-mounted and when retroreflective strips were worn on the lower legs to highlight the cyclist’s biological motion compared to either of the vest conditions. There was also a significant interaction between light position and clothing (p = 0.007) such that the benefit of retroreflective strips was greater when the bicycle light was helmet-mounted rather than on the handlebars. Importantly, the benefits of leg markings were apparent even when positioned at the ankles alone. These findings highlight that retroreflective material is most useful for improving cyclist conspicuity at night when positioned on cyclists’ lower legs, particularly the ankles (highlighting the cyclist's pedalling motion), rather than on the torso, and have important practical implications for maximising cyclists’ conspicuity and hence safety on night-time roads.     

Advanced age brings a greater reliance on visual feedback to maintain balance during walking

We implemented a virtual reality system to quantify differences in the use of visual feedback to maintain balance during walking between healthy young (n = 12, mean age: 24 years) and healthy old (n = 11, 71 years) adults. Subjects walked on a treadmill while watching a speed-matched, virtual hallway with and without mediolateral visual perturbations. A motion capture system tracked center of mass (CoM) motion and foot kinematics. Spectral analysis, detrended fluctuation analysis, and local divergence exponents quantified old and young adults’ dynamic response to visual perturbations. Old and young adults walked normally with comparable CoM spectral characteristics, lateral step placement temporal persistence, and local divergence exponents. Perturbed visual flow induced significantly larger changes in mediolateral CoM motion in old vs. young adults. Moreover, visual perturbations disrupted the control of lateral step placement and compromised local dynamic stability more significantly in old than young adults. Advanced age induces a greater reliance on visual feedback to maintain balance during waking, an effect that may compensate for degradations in somatosensation. Our findings are relevant to the early diagnosis of sensory-induced balance impairments and also point to the potential use of virtual reality to evaluate sensory rehabilitation and balance training programs for old adults.     

Barriers and facilitators of bicycle helmet use among children and their parents

Despite the fact that bicycle helmet use protects against head injuries, helmet use rate is still low even in countries with high concern for traffic safety. Earlier research shows that helmet use declines with age and that helmet use is low especially among teenagers. The aim of the present study was to investigate barriers and facilitators of helmet use among primary and secondary school pupils and their parents. Identical surveys were conducted among school children (n = 235) and their parents (n = 106). Children’s and adults’ responses concerning cycling, helmet use, helmet ownership, risk assessment and barriers and facilitators were compared and separate regression analyses conducted. Helmet use rate was lower among pupils than adults and they scored higher in most of the barrier items. The results of regression analyses showed that among children, age, gender, barriers and facilitators predicted helmet use while among adults only frequency of cycling and barriers were related to helmet use. Among children, the strongest correlates of not using a helmet were the belief of not needing a helmet and wish to use a cap or a hat instead. Having a helmet wearing as a habit and feeling safer were the strongest correlates of using helmet. Among adults, the strongest correlates of not using a helmet were “helmet looks ridiculous”, “just going to short trip” and riding close to home while the strongest correlate of using a helmet was the habit of helmet use. It was concluded that targeting the barriers in helmet wearing campaigns might work better both among children and adults than emphasising the benefits at least among Norwegian child and adult cyclists.     

Reduced visual acuity is mirrored in low vision imagery

Research has examined the nature of visual imagery in normally sighted and blind subjects, but not in those with low vision. Findings with normally sighted subjects suggest that imagery involves primary visual areas of the brain. Since the plasticity of visual cortex appears to be limited in adulthood, we might expect imagery of those with adult-onset low vision to be relatively unaffected by these losses. But if visual imagery is based on recent and current experience, we would expect images of those with low vision to share some properties of impaired visual perception. We examined key parameters of mental images reported by normally sighted subjects, compared to those with early- and late-onset low vision, and with a group of subjects with restricted visual fields using an imagery questionnaire. We found evidence that those with reduced visual acuity report the imagery distances of objects to be closer than those with normal acuity and also depict objects in imagery with lower resolution than those with normal visual acuity. We also found that all low vision groups, like the normally sighted, image objects at a substantially greater distance than when asked to place them at a distance that ‘just fits’ their imagery field (overflow distance). All low vision groups, like the normally sighted, showed evidence of a limited visual field for imagery, but our group with restricted visual fields did not differ from the other groups in this respect. We conclude that imagery of those with low vision is similar to that of those with normal vision in being dependent on the size of objects or features being imaged, but that it also reflects their reduced visual acuity. We found no evidence for a dependence on imagery of age of onset or number of years of vision impairment.     

Dynamic vision training transfers positively to batting practice performance among collegiate baseball batters

A growing body of evidence demonstrates visual, perceptual, and oculomotor abilities contribute to batting performance in baseball and there is interest in whether training such abilities can transfer positively to batting performance. The current study tested this question through a pre-registered, randomized, and placebo-controlled intervention, conducted with 24 collegiate baseball players at two NCAA Division 1 universities. Athletes were randomized to receive either dynamic vision training consisting of stroboscopic, anticipatory timing, and eye quickness drills, or placebo drills stylized after control procedures in previous vision therapy studies. Generalized near-transfer was tested via a digital visual-motor task battery (n = 20), while sports-specific intermediate and far transfer of training were evaluated through instrumented batting practice metrics (n = 14) and box score performance in NCAA-sanctioned games (n = 12), respectively. The effects of training group were tested on these outcome measures while controlling for covariates such as pre-training expectations and site. Participants averaged 8.50 hours of training with no significant group differences in training adherence, expectations, or baseline assessments. ANCOVA revealed no group differences in measures of visual-motor skills or NCAA game statistics. However, batting practice demonstrated significant improvements in launch angle (p = 0.002, Cohen’s d = 0.74) and hit distance (p < 0.001, Cohen’s d = 0.70) for the active training cohort relative to the placebo control. This controlled and pre-registered pilot study therefore provides preliminary evidence that vision training may improve batting practice performance, creating new opportunities for the transfer of skill training and warranting further study.     

Conditions for speeding behaviour: A comparison of car drivers and powered two wheeled riders

Against a UK background of decreases in collisions involving car drivers, motorcycle collisions are on the increase. To throw light on this process, this paper explores differences between motorcyclists and car drivers in the conditions for speeding behaviour. Some predictions derived from the model of Task-difficulty Homeostasis (TDH) were tested using self-report data from samples of older (>35 years), male car drivers (n = 269) and motorcyclists (n = 102). As predicted, riders were more likely to speed on rural roads and less likely to speed on urban roads, and, riders were much more likely to speed in daytime than at night.Riding a motorcycle offers opportunities for expressive use of the vehicle and riders are more likely to say they really enjoy riding fast. However amongst older riders this behaviour appears to be largely confined to daytime riding on rural roads. Compared with cars, motorcycles provide more of an opportunity to manoeuvre around obstacles in controlling task demand, rather than using speed as the primary controlling variable. Although this provides more options for the rider, it carries with it vulnerability to loss of control from variation in road surface adhesion and maintaining too high a speed.     

Why people fail to bike the talk: Car dependence as a barrier to cycling

Antecedent conditions of cycling have been extensively studied, yet barriers that prevent individuals from choosing bicycle transportation are less known. The present study, conducted on a sample of individuals who were both cyclists and drivers (N = 280), investigated whether dependence on car transportation significantly reduces cycling frequency. It also assessed the predictive validity of a larger set of cycling determinants that included moral, objective environmental, demographic and car-related variables. Responses were analyzed using a structural equation modeling approach. Results show that moral considerations do little to predict cycling frequency and that car-related factors such as perceived behavioral control to reduce car use (β = 0.28) and car use habits (β = -0.27) have the strongest predictive power. Objective environmental factors such as temperature (β = -0.13) and altitude (β = -0.15) or demographic factors such as gender (β = 0.19) were also significant predictors of cycling frequency. The present study highlights a new perspective of understanding cycling behavior and pleads for the inclusion of car-related factors in its future conceptualizations and interventions to encourage it.     

Characteristics of older cyclists (65+) and factors associated with self-reported cycling accidents in the Netherlands

Cycling supports the mobility, health and independency of the ageing population. However, older cyclists have an increased injury risk. On average, the risk of older people to sustain an injury in a cycling accident is three times higher per cycling kilometre than for middle-aged people and the injury risk increases with age. In comparison with middle-aged cyclists (<65 years), the risk of hospitalization is more than four times as high for older cyclists (≥65 years). The aim of this study was to reveal characteristics of older cyclists in general and to explore which of these characteristics are associated with self-reported cycling accidents from age 59. More than eight hundred older cyclists (>65 years) filled out a questionnaire, which included questions on demographics, bicycle specifications and personal characteristics. By means of a logistic regression, the relationship between personal factors and self-reported bicycle falls were studied. The univariate models showed that age, physical and mental impairments, bicycle model, living environment, feelings of uncertainty of the cyclist and changed cycling behaviour (such as more patience, lower speed) were related to falling off a bicycle. From the multivariate model we can conclude that several factors are associated with falling off a bicycle in the older population: (1) every year the cyclists becomes one year older (from the age of 65), the chance they have fallen increases with 7.3%, (2) If cyclists have mental impairments, the chance they have fallen increases with a factor 2.5, (3) if cyclists were less than completely confident the chance they have fallen increases with factor 1.8, (4) if cyclists live in a rural environment compared to an urban environment the chance they have fallen increases with a factor 2.1. In conclusion, demographic, cycling and personal factors can be related to increased self-reported fall risk. It is advised to take these factors into account when implementing new cycling related safety measures.     

The self-concepts of visually impaired and normally sighted middle school children

The self-concepts of visually impaired (n = 61) and normally sighted (n = 229) American school children in Grades 6, 7, and 8 were compared. Self-concept was measured with the Student Self-Assessment Inventory (SSAI; Muller, Larned, Leonetti, & Muller, 1984, 1986), which assesses children's self-knowledge, self-ideal, and self-esteem as related to physical maturity, peer relations, academic success, and school adaptiveness. Visually impaired students scored higher than normally sighted children on 5 of the 12 SSAI subscales, refuting the notion that visually impaired children have poorer self-concepts than normally sighted children.     

Vertical-horizontal illusion present for sighted but not early blind humans using auditory substitution of vision

This experiment was undertaken to investigate the effect of sensory modality (vision vs. audition) and of visual status (early blind vs. sighted) on susceptibility to the vertical-horizontal illusion. Early blind volunteers and blindfolded sighted subjects explored variants of the vertical-horizontal illusion using a device that substituted audition for vision, whereas sighted subjects from an independent group inspected the same stimuli visually. Sensitivity to the vertical-horizontal illusion, including an illusion of moderate strength when using the sensory substitution device, was observed only in the two sighted groups. The existence of an illusion effect when using such a device supports the idea of a visual perception provided by sensory substitution, whereas the attenuation of the vertical-horizontal illusion strength is consistent with the visual field shape theory (Künnapas, 1955a). The absence of the illusion effect in early blind subjects suggests that the sensory experience influences the nature of perception and that the visual experience plays a crucial role in the vertical-horizontal illusion, in accordance with the size-constancy scaling theory (Gregory, 1963).     

Relationships amongst psychological determinants,risk behaviour,and road crashes of young adolescent pedestrians and cyclists: Implications for road safety education programmes

Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians: a younger age group (12 and 13 years old: n = 1372) and an older age group (14–16 years old: n = 938). A questionnaire was administered at school during regular class consisting of items on demographics, on risk behaviour based on the Generic Error Model System (GEMS), on psychological determinants targeted in RSE programmes, and on crash involvement and near crashes. For the younger age group, the results indicated that the risk behaviours ‘errors’, ‘dangerous play’, and ‘lack of protective behaviour’ predicted self-reported crashes; for the older age group only ‘errors’ were found to be predictive of self-reported crashes and near crashes. Path analyses confirmed that risk behaviour could be predicted from the psychological determinants, sharing respectively 44% of the variance in the younger age group and 34% in the older group. In conclusion, these results confirm the RSE assumption that psychological determinants are associated with a higher frequency of risk behaviours and that the latter are again associated with higher crash frequencies. Just as in earlier studies on adolescent risk behaviour, the GEMS based distinction between errors and violations was not confirmed, suggesting that this distinction – derived from studies on adult car drivers – may not apply to young adolescent cyclists and pedestrians.     

The gait of visually impaired pedestrians

The stride lengths, stride durations and walking speeds of visually impaired pedestrians were recorded under two conditions: firstly accompanied by a sighted guide, secondly walking independently. The same outdoor route was used for both conditions. When accompanied subjects walked at approximately the same speed as they would have on a force platform. However, when independent they were significantly slower (p = 0.051), with smaller strides (p = 0.083) which were of a longer duration (p = 0.062). Research into the gait of visually impaired pedestrians needs to take account of the effect of route conditions and the type of mobility aid being used.     

The coupling between gaze behavior and opponent kinematics during anticipation of badminton shots

PurposeWe examined links between the kinematics of an opponent’s actions and the visual search behaviors of badminton players responding to those actions.MethodA kinematic analysis of international standard badminton players (n = 4) was undertaken as they completed a range of serves. Video of these players serving was used to create a life-size temporal occlusion test to measure anticipation responses. Expert (n = 8) and novice (n = 8) badminton players anticipated serve location while wearing an eye movement registration system.ResultsDuring the execution phase of the opponent’s movement, the kinematic analysis showed between-shot differences in distance traveled and peak acceleration at the shoulder, elbow, wrist and racket. Experts were more accurate at responding to the serves compared to novice players. Expert players fixated on the kinematic locations that were most discriminating between serve types more frequently and for a longer duration compared to novice players. Moreover, players were generally more accurate at responding to serves when they fixated vision upon the discriminating arm and racket kinematics.ConclusionsFindings extend previous literature by providing empirical evidence that expert athletes’ visual search behaviors and anticipatory responses are inextricably linked to the opponent action being observed.     

Mastering balance: The use of balance bicycles promotes the development of independent cycling

Children who learn to cycle at a young age do this by using training bicycles that simplify control requirements compared with regular bicycles, such as bicycles with training wheels or balance bikes without pedals. The primary purpose of the current study was to investigate whether the two types of training bicycles result in a different age of onset of independent cycling on a regular bicycle. We asked parents of 4- to 6-year-old children (n = 173) to complete a questionnaire regarding their child's bicycling history. The results showed that children who had practised with a balance bicycle started practising at a younger age, had shorter practice duration, and were able to cycle independently at a younger age in comparison to children who had practised with a bicycle with training wheels (or with both training bicycles). We argue that the observed advantage of balance bicycle is associated with the balance bicycle actively challenging postural control. Further research is needed to uncover the impact of training bicycles on the further development of the foundational skill of cycling.     

The perception of bicycle crashes with and without motor vehicles: Which crash types do older and middle-aged cyclists fear most?

Several studies have focused on the perceived risk of bicycle crashes (irrespective of crash types) and concluded that cycling near high volumes of motor vehicles deters people from cycling. The perceived risk of bicycle crash types (with or without motor vehicles) has not yet been studied. Cyclists, both in countries with low and high levels of cycling participation, are substantially more likely to sustain severe injuries in single-bicycle crashes than in bicycle-motor vehicle crashes. This questionnaire study sets out to compare which bicycle crash types are perceived to cause most hospitalizations among cyclists. The study comprised cyclists over 55 years in the Netherlands, and over 40 years in the Belgian regions of Flanders (a region with high cycling participation), Brussels and Wallonia (regions with low cycling participation). The majority of cyclists (60%) perceive bicycle-motor vehicle crashes cause most hospitalizations among cyclists. This percentage is greatest in the areas of Brussels and Wallonia and lowest in the Netherlands. Cyclists who were involved in a bicycle-motor vehicle crash themselves are more likely to regard this crash type as the most common cause of hospitalizations among cyclists, while cyclists over 60 years who were involved in a crash without a motor vehicle are more likely to perceive that crash type as the most common cause. The smaller perception bias in the study areas with higher cycling participation – particularly the Netherlands and to a somewhat lesser degree Flanders – is probably due to bicycle infrastructure being more separated from high-speed motor traffic, leaving cyclists less exposed. The outcomes show that cyclists underestimate the likelihood of severe injuries due to single-bicycle crashes. New interventions should raise the awareness of the risk of single-bicycle crashes and provide solutions to avoid such crashes.