Hyperstereopsis in helmet-mounted NVDs : absolute distance perception

Modern helmet-mounted night vision devices, such as the Thales TopOwl helmet, project imagery from intensifiers mounted on the side of the helmet onto the helmet faceplate. The increased separation of the cameras induces hyperstereopsis - the exaggeration of the stereoscopic disparities that support the perception of relative depth around the point of fixation. Increased camera separation may also affect absolute depth perception, because it increases the amount of vergence (crossing) of the eyes required for binocular fusion, and because the differential perspective from the viewpoints of the two eyes is increased. The effect of hyperstereopsis on the perception of absolute distance was investigated using a large-scale stereoscopic display system. A fronto-parallel textured surface was projected at a distance of 6 metres. Three stereoscopic viewing conditions were simulated - hyperstereopsis (four times magnification), normal stereopsis, and hypostereopsis (one quarter magnification). The apparent distance of the surface was measured relative to a grid placed in a virtual "leaf room" that provided rich monocular cues, such as texture gradients and linear perspective, to absolute distance as well as veridical sterescopic disparity cues. The different stereoscopic viewing conditions had no differential effect on the apparent distance of the textured surface at this viewing distance

Hyperstereopsis in helmet-mounted NVDs : time to contact estimation

The side mounting of the night-vision sensors on some helmet-mounted systems creates a situation of hyperstereopsis in which the binocular cues available to the operator are exaggerated such that distances around the point of fixation are increased. For a moving surface approaching the observer, the increased apparent distance created by hyperstereopsis should result in greater apparent speed of approach towards the surface and so an operator will have the impression they have reached the surface before contact actually occurs. We simulated motion towards a surface with hyperstereopsis and compared judgements of time to contact with that under normal stereopsis as well as under binocular viewing without stereopsis. We simulated approach of a large, random-field textured and found that time to contact estimates were shorter under the hyperstereoscopic condition than those under normal stereo and no stereo, indicating that hyperstereopsis may cause observers to underestimate time to contact leading operators to undershoot the ground plane when landing.

Hyperstereopsis in helmet-mounted NVDs : slope perception

Modern helmet-mounted night vision devices, such as the Thales TopOwl helmet, project imagery from intensifiers mounted on the sides of the helmet onto the helmet faceplate. This produces a situation of hyperstereopsis in which binocular disparities are magnified. This has the potential to distort the perception of slope in depth (an important cue to landing), because the slope cue provided by binocular disparity conflicts with veridical cues to slope, such as texture gradients and motion parallax. In the experiments, eight observers viewed sparse and dense textured surfaces tilted in depth under three viewing conditions: normal stereo hyper-stereo (4 times magnification), and hypostereo (1 / 4 magnification). The surfaces were either stationary, or rotated slowly around a central vertical axis. Stimuli were projected at 6 metres to minimise conflict between accommodation and convergence, and stereo viewing was provided by a Z-screen and passive polarised glasses. Observers matched perceived visual slope using a small tilt table set by hand. We found that slope estimates were distorted by hyperstereopsis, but to a much lesser degree than predicted by disparity magnification. The distortion was almost completely eliminated when motion parallax was present.

Promoting transportation cycling for women : the role of bicycle infrastructure

Objective.
Females are substantially less likely than males to cycle for transport in countries with low bicycle transport mode share. We investigated whether female commuter cyclists were more likely to use bicycle routes that provide separation from motor vehicle traffic.
Methods.
Census of cyclists observed at 15 locations (including off-road bicycle paths, on-road lanes and roads with no bicycle facilities) within a 7.4 km radius of the central business district (CBD) of Melbourne, Australia, during peak commuting times in February 2004.
Results.
6589 cyclists were observed, comprising 5229 males (79.4%) and 1360 females (20.6%). After adjustment for distance of the bicycle facility from the CBD, females showed a preference for using off-road paths rather than roads with no bicycle facilities (odds ratio [OR] = 1.43, 95% confidence interval [CI]: 1.12, 1.83), or roads with on-road bicycle lanes (OR = 1.34, 95% CI: 1.03, 1.75).
Conclusions.
Consistent with gender differences in risk aversion, female commuter cyclists preferred to use routes with maximum separation from motorized traffic. Improved cycling infrastructure in the form of bicycle paths and lanes that provide a high degree of separation from motor traffic is likely to be important for increasing transportation cycling amongst under-represented population groups such as women.

Bicycle use for transport in an Australian and a Belgian city : associations with built-environment attributes

The walkability attributes of neighborhood environments (residential density, land use mixture, and connectedness of streets) have been found to be associated with higher rates of walking. However, relatively less is known about the associations of walkability attributes with bicycle use for transport. We examined the relationships between adults' bicycle use for transport and measures of neighborhood walkability in two settings: an Australian city (Adelaide) with low rates of bicycle use and a Belgian city (Ghent) with high rates of bicycle use. A total of 2,159 and 382 participants were recruited in Adelaide and Ghent, respectively. A walkability index was derived from objectively measured data in Adelaide, while a similar index was derived from perceived measures in Ghent. Logistic regression models were employed to examine associations of bicycle use with different levels of walkability. There were higher rates of bicycle ownership for Ghent compared to Adelaide participants (96% versus 61%), and there was a higher prevalence of bicycle use for transport for Ghent compared to Adelaide participants (50% vs. 14%). Despite the large differences in bicycle ownership and use, living in a high-walkable neighborhood was associated with significantly higher odds of bicycle use for transport in both cities, after adjusting for relevant confounding factors. Built-environment innovations that are increasingly being advocated by health authorities and transport planners, primarily to promote higher rates of walking for transport, should also impact positively on bicycle use.

Bicycle horn SFX

A clean recording, on a Neumann TLM103, with no post production effects of a bicycle horn.

The demise of Bicycle George : a life of crime

This short piece looks at the life of a murderer, George Blunderfield (alias Arthur Oldring), who was hanged in Melbourne in 1918. Melburnians, or visitors to the city, may have seen his image on the wall at the Old Melbourne Gaol. Blunderfield's life started out normally
enough, and then descended into horrific crime. His story includes bicycle racing, escape from an island prison, and then recruitment for service with the Australian Imperial Forces in wartime Victoria. In the last years of his life, Blunderfield wreaked havoc from the western to the eastern coasts of Australia. This in turn had a dramatic effect on his immediate family, which is also detailed here. This story draws on the archives at PROV as well as on State Records Office of Western Australia material, with help from Ms Jean
Bellamy, a distant relative of George Blunderfield.

An assessment of existing bicycle advisory pavement marking on urban roads

Bicycle advisory treatments are used to advise road users of the potential presence of cyclists and of the location where cyclists may be expected to ride on a road. They include pavement markings, warning signs, guide signs, and as such have no regulatory function. The most common type of bicycle advisory pavement markings is the shared lane marking. Other forms of bicycle advisory pavement marking have also been trialled and used in several local jurisdictions. The bicycle awareness zone is an example of such facility which has been trialled and used in southeast Queensland, Australia since the late 1990s. A bicycle awareness zone is similar to shared lane marking in principle but differs in the type of logo and, in some cases, location of its placement on the road. This study assesses the operational and safety issues at three bicycle awareness zone sites by analysing video-assisted observation data collected in 2011 by Queensland Department of Transport and Main Roads, Australia. Of the several applications of bicycle awareness zones, this study only covers a particular application where the centre of the bicycle symbol is placed exactly over the parking edge line. Unlike previous studies, which mostly covered before-and-after evaluations of bicycle advisory pavement markings, the focus of this study is to assess whether the placement of bicycle awareness zone symbols has been successful. The aggregated results from video-assisted observational data show that the cyclists did not always track themselves over the centre of the symbols. Rather, both the cyclists' lateral tracking positions and road user interactions varied with the widths of kerbside parallel parking space. Since the bicycle awareness zone symbols are not positioned on the cyclists' desired line of ride on some roads, their operational effectiveness and safety value are questioned.

The metabolic and cognitive energy costs of stabilising a high-energy interlimb coordination task

Kinematic (relative phase error), metabolic (oxygen consumption, heart rate) and attentional (baseline and cycling reaction times) variables were measured while participants practised a high energy-demanding, intrinsically unstable 90° relative phase coordination pattern on independent bicycle ergometers. The variables were found to be strongly inter-correlated, suggesting a link between emerging performance stability with practice and minimal metabolic and attentional cost. The effects of practice of 90° relative phase coordination on the performance of in-phase (0°-phase) and antiphase (180°-phase) coordination were investigated by measuring the relative phase attractor layouts and recording the metabolic and attentional cost of the three coordination patterns before and after practice. The attentional variables did not differ significantly between coordination patterns and did not change with practice. Before practice, the coordination performance was most accurate and stable for in-phase cycling, with antiphase next and 90°-phase the poorest. However, metabolic cost was lower for antiphase than either in-phase or 90°-phase cycling, and the pre-practice attractor layout deviated from that predicted on the basis of dynamic stability as an attractor state, revealing an attraction to antiphase cycling. After practice of 90°-phase cycling, in-phase cycling remained the most accurate and stable, with 90°-phase next and antiphase the poorest, but antiphase retained the lowest metabolic energy cost. The attractor layout had changed, with new attractors formed at the practised 90°-phase pattern and its symmetrical partner of 270°-phase. Considering both the pre- and post-practice results, attractors were formed at either a low metabolic energy cost but less stable (antiphase) pattern or at a more stable but higher metabolic energy cost (90°-phase) pattern, but in neither case at the most stable and accurate (in-phase) pattern. The results suggest that energetic factors affect coordination dynamics and that coordination modes lower in metabolic energy expenditure may compete with dynamically stable modes.

Exercise in the fasted state facilitates fibre type-specific intramyocellular lipid breakdown and stimulates glycogen resynthesis in humans

The effects were compared of exercise in the fasted state and exercise with a high rate of carbohydrate intake on intramyocellular triglyceride (IMTG) and glycogen content of human muscle. Using a randomized crossover study design, nine young healthy volunteers participated in two experimental sessions with an interval of 3 weeks. In each session subjects performed 2 h of constant-load bicycle exercise (∼75% V_O2max ), followed by 4 h of controlled recovery. On one occasion they exercised after an overnight fast (F), and on the other (CHO) they received carbohydrates before (∼150 g) and during (1 g (kg bw)⁻¹ h⁻¹) exercise. In both conditions, subjects ingested 5 g carbohydrates per kg body weight during recovery. Fibre type-specific relative IMTG content was determined by Oil red O staining in needle biopsies from m. vastus lateralis before, immediately after and 4 h after exercise. During F but not during CHO, the exercise bout decreased IMTG content in type I fibres from 18 ± 2% to 6 ± 2% (P= 0.007) area lipid staining. Conversely, during recovery, IMTG in type I fibres decreased from 15 ± 2% to 10 ± 2% in CHO, but did not change in F. Neither exercise nor recovery changed IMTG in type IIa fibres in any experimental condition. Exercise-induced net glycogen breakdown was similar in F and CHO. However, compared with CHO (11.0 ± 7.8 mmol kg⁻¹ h⁻¹), mean rate of postexercise muscle glycogen resynthesis was 3-fold greater in F (32.9 ± 2.7 mmol kg−1 h−1, P= 0.01). Furthermore, oral glucose loading during recovery increased plasma insulin markedly more in F (+46.80 μU ml⁻¹) than in CHO (+14.63 μU ml⁻¹, P= 0.02). We conclude that IMTG breakdown during prolonged submaximal exercise in the fasted state takes place predominantly in type I fibres and that this breakdown is prevented in the CHO-fed state. Furthermore, facilitated glucose-induced insulin secretion may contribute to enhanced muscle glycogen resynthesis following exercise in the fasted state.

Helmets for preventing injury in motorcycle riders

Background: Motorcycle crash victims form a high proportion of those killed or injured in road traffic accidents. Injuries to the head, following motorcycle crashes, are a common cause of severe morbidity and mortality. It seems intuitive that helmets should protect against head injuries but it has been argued that motorcycle helmet use decreases rider vision and increases neck injuries. This review will collate the 'current available evidence on helmets and their impact on mortality, and head, face and neck injuries following motorcycle crashes.

Objectives: To quantify the effectiveness of wearing a motorcycle helmet in reducing mortality and head and neck injury following motorcycle crashes.

Search strategy: Databases including the Cochrane Injuries Group Specialised Register, Cochrane Central Register of Controlled Trials (The Cochrane Library issue 1,2003), MEDLINE (January 1966 to February 2003), EMBASE (January 1985 to February 2003), CINAHL (January 1982 to February 2003), IRRD (International Road Research Documentation), TRANSDOC, TRIS (Transport Research Information Service), ATRI (Australian Transport Index) (1976 to Feb 2003), Science Citation Index were searched for relevant articles. Web sites of traffic and road accident research bodies including government agencies were also searched. Reference lists from topic reviews, identified studies and bibliographies were examined for relevant articles.

Selection criteria: We considered for inclusion studies that investigated a population of motorcycle riders who had crashed, examining helmet use as an intervention and with outcomes that included one or more of the following: death, head, neck or facial injury. Studies included any that compared an intervention and control group and, therefore, included any randomised controlled trials, non-randomised controlled trials, cohort, case-control and cross-sectional studies. Ecological and case series studies were excluded.

Data collection and analysis: Two reviewers independently screened reference lists for eligible articles. Two reviewers independently assessed articles for inclusion criteria. Data were abstracted by two independent reviewers using a standard abstraction form.

Main results: Fifty-three observational studies were identified of varying quality. Despite methodological differences there was a remarkable consistency in results, particularly for mortality and head injury outcomes. Motorcycle helmets appear to reduce the risk of mortality although, due to heterogeneity in study design, an overall estimate of effect was not calculated. There was some evidence that the effect of helmets on mortality is modified by speed. Motorcycle helmets were found to reduce the risk of head injury and from five well-conducted studies the risk reduction is estimated to be 72% (OR 0.28, 95%CI 0.23,0.35). Insufficient evidence was found to estimate the effect of motorcycle helmets compared with no helmet on facial or neck injuries. However, studies of poorer quality suggest that helmets have no effect on the risk of neck injuries and are protective for facial injury. There was insufficient evidence to demonstrate whether differences in helmet type confer more or less advantage in injury reduction.

Conclusions: Motorcycle helmets reduce the risk of mortality and head injury in motorcycle riders who crash, although the former effect may be modified by other crash factors such as speed. Further well-conducted research is required to determine the effects of helmets and different helmet types on mortalIty, head, neck and facial injuries. However, the findings suggest that global efforts to reduce road traffic injuries may be facilitated by increasing helmet use by motorcyclists.