Myopia, spectacle wear, and risk of bicycle accidents among rural Chinese secondary school students: the Xichang Pediatric Refractive Error Study report no. 7.

OBJECTIVE: To study the effect of myopia and spectacle wear on bicycle-related injuries in rural Chinese students. Myopia is common among Chinese students but few studies have examined its effect on daily activities. METHODS: Data on visual acuity, refractive error, current spectacle wear, and history of bicycle use and accidents during the past 3 years were sought from 1891 students undergoing eye examinations in rural Guangdong province. RESULTS: Refractive and accident data were available for 1539 participants (81.3%), among whom the mean age was 14.6 years, 52.5% were girls, 26.8% wore glasses, and 12.9% had myopia of less than -4 diopters in both eyes. More than 90% relied on bicycles to get to school daily. A total of 2931 accidents were reported by 423 participants, with 68 requiring medical attention. Male sex (odds ratio, 1.55; P < .001) and spectacle wear (odds ratio, 1.38; P = .04) were associated with a higher risk of accident, but habitual visual acuity and myopia were unassociated with the crash risk, after adjusting for age, sex, time spent riding, and risky riding behaviors. CONCLUSION: These results may be consistent with data on motor vehicle accidents implicating peripheral vision (potentially compromised by spectacle wear) more strongly than central visual acuity in mediating crash risk.

The river solofrana bicycle network: a project of green mobility

The article presents the “LungoSolofrana” project, carried out during the course “Urban and Mobility” in the academic year 2009/2010, held during the bachelor in Environmental Engineering at the University of Naples “Federico II”. The work has also been chosen as a finalist at the “UrbanPromo 2010” contest, the urban and territorial marketing event sponsored by the National Institute of Urban Planning and Urbit which was held in Venice in 2010. The project consists in a green mobility proposal, developed with an approach based on the integration of the environmental redevelopment of a portion of river Solofrana, located in the Salerno Province, and of the renewal of seven local stations of the railway line Mercato San Severino – Nocera Inferiore, including the realization of a cycle-path network for the natural environment fruition. Furthermore the work drew attention to the local and regional administration. The main intent of the project is to integrate sustainable mobility themes with the environment recovery in a territory affected by high environmental troubles. The area includes the municipalities of Nocera Inferiore, Nocera Superiore, Mercato San Severino, Castel San Giorgio and Roccapiemonte, situated in Salerno’s province, with a total population about 114.000 (font Demo ISTAT 2010). The area extension is about 84,30 sqkm and it is crossed by river Solofrana that is the central point of the project idea. The intervention strategy is defined in two kinds of actions: internal and external rail station interventions. The external rail station interventions regard the construction of pedestrian-cycle paths with the scope of increasing the spaces dedicated to cyclists and to pedestrians along the river Solofrana sides and to connect the urban areas with the railway station. In this way, it’s also possible to achieve an urban requalification of the interested area. On the other side, the interventions inside the station , according to Transit Oriented Development principles, aim at redeveloping common spaces with the insertion of new activities and at realizing new automatic cycle parks covered by photovoltaic panels. The project proposal consists of the urban regeneration of small railway stations along the route-Nocera-Codola Mercato San Severino in the province of Salerno, through interventions aimed at improving pedestrian accessibility. The project involves in particular the construction of pedestrian paths protected access to the station and connecting with neighboring towns and installation of innovative bike parking stations in elevation, covering surfaces coated with solar panels and spaces information. The project is aimed to propose a new model of sustainable transport for small and medium shifts as an alternative to private transportation

Photograph - Owls Bicycle Club, 1889

A photograph of the Owls Bicycle Club in the year 1889. The men are in the rear of the Watson memorial with St. Joseph's convent/orphanage and St. Catharines Cathedral in the background. There are 21 men on bicycle including Stanley G. Smith (second row, fourth from the left).

Associations entre port du casque, comportements sécuritaires à vélo et habitudes de vie

Introduction : La promotion du port du casque à vélo exige une bonne connaissance des déterminants du port du casque. Objectifs : Estimer l’association entre les caractéristiques sociodémographiques et le port du casque à vélo dans la population des cyclistes de Montréal et examiner les associations entre le port du casque et les comportements sécuritaires à vélo ainsi que les habitudes de vie. Méthode : Le devis est transversal à mesures répétées, via trois sondages téléphoniques complétés entre 2009 et 2010. L’échantillon analysé comprend 3309 Montréalais de 18 ans et plus ayant fait du vélo au cours des douze derniers mois. Des informations sur le port du casque, les caractéristiques sociodémographiques, les autres comportements sécuritaires à vélo, les habitudes de vie et l’environnement routier ont été recueillies. Des analyses de régression logistique, bivariées et multivariées, ont été réalisées. Résultats : Le port du casque est significativement associé à un revenu et un niveau d’éducation plus élevés, au lieu de naissance (Canada vs hors Canada), à d’autres comportements sécuritaires à vélo, à certaines habitudes de vie (non-fumeur, boire une ou deux consommations alcoolisées quotidiennement vs ne pas boire, ou boire trois consommations ou plus quotidiennement) et à l’absence d’une station de vélo en libre-service proche du lieu de résidence. Conclusion : Le port du casque s’inscrit dans l’ensemble des comportements permettant aux cyclistes de se protéger. La présence d’inégalités sociales devrait être prise en compte dans les interventions de promotion du port du casque.

A helmet mounted display system with active gaze control for visual telepresence

The objective of a Visual Telepresence System is to provide the operator with a high fidelity image from a remote stereo camera pair linked to a pan/tilt device such that the operator may reorient the camera position by use of head movement. Systems such as these which utilise virtual reality style helmet mounted displays have a number of limitations. The geometry of the camera positions and of the displays is generally fixed and is most suitable only for viewing elements of a scene at a particular distance. To address such limitations, a prototype system has been developed where the geometry of the displays and cameras is dynamically controlled by the eye movement of the operator. This paper explores why it is necessary to actively adjust the display system as well as the cameras and justifies the use of mechanical adjustment of the displays as an alternative to adjustment by electronic or image processing methods. The electronic and mechanical design is described including optical arrangements and control algorithms. The performance and accuracy of the system is assessed with respect to eye movement.

Influences of infrastructure and attitudes to health on value of travel time savings in bicycle journeys

In this paper we investigate how attitudes to health and exercise in connection with cycling influence the estimation of values of travel time savings in different kinds of bicycle environments (mixed traffic, bicycle lane in the road way, bicycle path next to the road, and bicycle path not in connection with the road). The results, based on two Swedish stated choice studies, suggest that the values of travel time savings are lower when cycling in better conditions. Surprisingly, the respondents do not consider cycling on a path next to the road worse than cycling on a path not in connection to the road, indicating that they do not take traffic noise and air pollution into account in their decision to cycle. No difference can be found between cycling on a road way (mixed traffic) and cycling in a bicycle lane in the road way. The results also indicate that respondents that include health aspects in their choice to cycle have lower value of travel time savings for cycling than respondents that state that health aspects are of less importance, at least when cycling on a bicycle path. The appraisals of travel time savings regarding cycling also differ a lot depending on the respondents’ alternative travel mode. The individuals who stated that they will take the car if they do not cycle have a much higher valuation of travel time savings than the persons stating public transport as the main alternative to cycling.

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.