Cyclist efficiency and its dependence on infrastructure and usual speed

Bicyclists are a heterogeneous group, with varying abilities, traffic education and experience. While efficiency was identified as an important factor on utility bicycle trips, it might be traded for experienced safety, for example by choosing different pathways in a given situation, or by relinquishing one’s right of way. In a semi-controlled study with 41 participants, a grouping was made according to self-reported riding speed in relation to other cyclists. The participants cycled twice along a 3 km inner-city route, passing four intersections with different priority rules. The cyclists were free to choose how to negotiate the intersections. Speed and the traffic surroundings were recorded via gps and cameras on the bike of the participant and of a following experimenter. For each cyclist, the ‘base’ speed on undisturbed segments was determined as reference. Based on this, the efficiency in different types of intersections was computed per cyclist group. It turned out that infrastructural aspects, cyclist group and the presence and behaviour of interacting traffic influenced cyclist efficiency. Faster cyclists were delayed more when the infrastructure required a stop regardless of the traffic situation, like at a red traffic light or a stop sign. The members of the so-called ‘comfort cyclists’ group were delayed the most in a roundabout with mixed traffic, where many chose to get off their bike and walk. In a society working for equality of access to the transport system, it is recommended to develop solutions that consider and accommodate the behaviours of different cyclist groups when planning bicycling infrastructure.     

Effects of action planning and coping planning within the theory of planned behaviour: A physical activity study of patients undergoing haemodialysis

Objective

Patients on dialysis have low physical activity levels. The aim of the study was to examine the validity of action planning and coping planning within the theory of planned behaviour framework, for predicting physical activity behaviour of patients on haemodialysis.

Design

This is a prospective study design.

Methods

One hundred and forty-four patients who were undergoing haemodialysis were selected from dialysis centres. The mean age of the patients was 56.61 (SD = 11.38) years. The patients completed a questionnaire including variables from the theory of planned behaviour, action planning and coping planning. Physical activity was prospectively assessed at 4-weeks with the validated International Physical Activity Questionnaire self-report measure. A hierarchical regression analysis was performed to examine the effects of action planning and coping planning on physical activity behaviour.

Results

There was a main effect for coping planning but not for action planning. Moreover, the analyses resulted in a significant amount of incremental variance accounted for by the interaction of coping planning and intention.

Conclusion

Results suggest the combination of high levels of coping planning and intention is associated with increases in physical activity.     

Surrogate safety indicator for unsignalised pedestrian crossings

ProblemAlthough the road safety situation in Poland is generally improving, the number of accidents at pedestrian crossings has not decreased in the last four years. This paper presents the results of the MOBIS research project, the aim of which was to develop surrogate safety indicators, based on detection of pedestrian-vehicle conflicts using video analysis.MethodPedestrian and vehicle traffic was filmed at two unsignalised pedestrian zebra crossings in Warsaw and Wrocław for over 40 days. Motion trajectories of vehicles and pedestrians were determined based on video processing. Several variables describing pedestrian-vehicle interactions were calculated, such as speed, post-encroachment time, distance between the participants, decelerations, etc. Classification of encounters was based on interactions of pedestrians and vehicles i.e. drivers yielding to pedestrians, vehicles passing just in front of, or behind pedestrians.Results and discussionCriteria for identification of dangerous encounters were selected with the assumption that it should be possible to automate the assessment process. The selected variables were: pedestrian-vehicle passing distance and the vehicle speed at that moment. Other criteria were used in cases of abrupt braking – deceleration exceeding 4 m/s² and vehicle speed. A Dangerous Encounter Index is proposed as a surrogate safety indicator for pedestrian crossings. It relates the occurrence of dangerous events to exposure, defined as the number of pedestrian-vehicle encounters.Practical applicationsThe proposed index shows that crossing two lanes involves more risk than crossing one lane, given similar traffic flow. Some improvement of safety at both types of crossing was observed after active signage involving blinking lights had been introduced. The proposed method is a step towards automation of safety assessment.     

健康行动过程取向模型的发展与前景

健康行动过程取向(HAPA)模型的提出源于健康行为社会认知模型的发展和Bandura社会认知理论的应用。在HAPA中, 健康行为变化被视为一个包括行为产生、保持和恢复在内的连续过程; 结果预期、危险感知、三种自我效能感和两类计划被用来解释意图的形成及其向行动的转化; 两个阶段的划分有助于区分三类干预对象, 建议实施菜单式干预。HAPA模型具有明显的理论优势, 也引发了有关模型实质的争论。当前和未来的研究旨在考察更多的自我调节变量、检验因果模型, 在健康行为的多个领域开展应用和干预研究。     

The Action-Sentence Compatibility Effect: It's All in the Timing

When participants are asked to make sensibility judgments on sentences that describe action toward the body (i.e., "Mark dealt the cards to you") or away from the body (i.e., "You dealt the cards to Mark"), they are faster to respond when the response requires an arm movement in the same direction as the action described by the sentence. This congruence effect is known as the Action–Sentence Compatibility Effect (ACE). This study reports 4 experiments that extend our understanding of the ACE by exploring how the time at which one prepares the motor response required for the sensibility judgment affects the magnitude of the ACE. Results show that the ACE arises only when participants have the opportunity to plan their motor response while they are processing the sentence.     

Which Executive Functioning Deficits Are Associated With AD/HD,ODD/CD and Comorbid AD/HD+ODD/CD?

This study investigated (1) whether attention deficit/hyperactivity disorder (AD/HD) is associated with executive functioning (EF) deficits while controlling for oppositional defiant disorder/conduct disorder (ODD/CD), (2) whether ODD/CD is associated with EF deficits while controlling for AD/HD, and (3)~whether a combination of AD/HD and ODD/CD is associated with EF deficits (and the possibility that there is no association between EF deficits and AD/HD or ODD/CD in isolation). Subjects were 99~children ages 6–12 years. Three putative domains of EF were investigated using well-validated tests: verbal fluency, working memory, and planning. Independent of ODD/CD, AD/HD was associated with deficits in planning and working memory, but not in verbal fluency. Only teacher rated AD/HD, but not parent rated AD/HD, significantly contributed to the prediction of EF task performance. No EF deficits were associated with ODD/CD. The presence of comorbid AD/HD accounts for the EF deficits in children with comorbid AD/HD+ODD/CD. These results suggest that EF deficits are unique to AD/HD and support the model proposed by R. A. Barkley (1997).     

Development and validation of the Drivers’ Emotional Intelligence Inventory (EMOVIAL)

Road fatalities involving young road users have become a global health issue. Although human factors are known to be involved in road fatalities, little research has examined the way in which emotional competencies may affect road accidents. With the aim of filling this gap we describe the development and validation of a scale for measuring emotional intelligence when driving. The EMOVIAL inventory consists of nine items distributed across three dimensions (attention to emotions while driving, clarity of emotions while driving, and emotional regulation while driving). Analysis of its psychometric properties showed it to be valid and reliable. The paper discusses how the scale may be used to improve road safety.     

Risky behaviours associated with traffic crashes among app-based motorcycle taxi drivers in Vietnam

Motorcycle taxi services provide an important mobility option for people in developing countries. With the emergence of new transport technologies, app-based motorcycle taxi services have become increasingly popular in recent years. However, little is known about risky driving behaviours and their association with traffic crashes among app-based motorcycle taxi drivers. Through a survey of 602 app-based motorcycle taxi drivers from three cities in Vietnam, this research aimed to investigate the incidence of risky driving behaviours and their association with driver characteristics and traffic crashes. Using a mobile phone while driving was found to be the most common risky driving behaviour (52%) among app-based motorcycle taxi drivers, followed by neglecting to use turn signals (31%), encroaching car lanes (25%), exceeding the speed limit (21%), running red lights (19%) and carrying more than one passenger (17%). In addition, drivers who were students, or those who worked more than 50 h per week, were found to be more likely to engage in risky driving behaviours. Binary logistic regression modelling showed that neglecting to use turn signals, carrying more than one passenger and smoking while driving was significantly associated with self-reported active crash/fall involvement. Turn signal neglect was also associated with active injury crash/fall involvement. The incidence of risky driving behaviours and associated crash involvement was found to be lower among app-based motorcycle taxi drivers compared with regular motorcyclists, yet the findings still highlight the need for ride-hailing firms to deliver improved education and road safety training for their drivers.     

Applying a Theory of Change Approach to Interagency Planning in Child Mental Health

This paper describes the use of a theory of change approach to community-based cross-agency service planning for children with serious emotional disturbance and their families. Public agency planners in Contra Costa County, California used the theory of change approach to organize service planning for a population of youth who had been arrested and involved with juvenile probation. The theory of change process described in this paper links community outcomes with planned activities with the assumptions or principles that underlie the community planning efforts. When complete, a theory of change logic model can serve as a guide for implementation, ensuring that community plans for service delivery remain true to their intent. The theory of change development process includes twelve stages and is based on a step-by-step approach. Theory of change logic models establish a context for articulating a community's shared beliefs and prompt local stakeholders to establish logical connections between the population to be served, expected results, and strategies intended to achieve those results.