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Journal articles on the topic 'Rider's behavior'
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Bonifacio, Francesco, and Mario de Benedittis. "Riding different. Una topologia sociale dei rider del food delivery." SOCIOLOGIA DEL LAVORO, no. 163 (August 2022): 149–70. http://dx.doi.org/10.3280/sl2022-163008.
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So far, food-delivery riders have been addressed in reference to broad socio-economic processes related to the diffusion of digital labour platforms. Adopting a dispositional approach, this paper frames the rider's occupation as a specific and open-ended occupation. We try to shed light on the dynamics of differentiation and positioning within this occupational space, thus recomposing its heterogeneity. The article is based on a mixed-methods research carried out in Milan in 2020, centred on an "observant participation" of seven months, during which the re-searcher worked as a rider.
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Blokhuis, Mari Zetterqvist, Agneta Aronsson, Elke Hartmann, Cornelis G. Van Reenen, and Linda Keeling. "Assessing the Rider's Seat and Horse's Behavior: Difficulties and Perspectives." Journal of Applied Animal Welfare Science 11, no. 3 (June 20, 2008): 191–203. http://dx.doi.org/10.1080/10888700802100876.
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Nusantara, Agung, Sri Nawatmi, and Agus Budi Santosa. "Pendekatan Rational Choice terhadap Perilaku Berkendara Sepeda Motor Usia Muda." Jurnal Penelitian Transportasi Darat 24, no. 2 (December 29, 2022): 92–102. http://dx.doi.org/10.25104/jptd.v24i2.1952.
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ABSTRACTRational Choice Approach of Young Motorcycle Drivers Behavior: The high frequency of motorcycle accidents cannot be separated from the driving behavior of motorists. Driving behavior is a rational choice in an effort to maximize benefits and minimize risks. The sample used in this study was young respondents aged 18-25 years, with status as students who use motorbikes as a means of daily transportation. By using Principal Component factor analysis, the study was able to identify motorcycle driving behavior in the main components, which were dominated by: Emotional Factors, Rider's Physical Ability, and Ability to Measure Distances. Through the same method, it is also possible to measure the risk of driving. Male riders have a higher risk than women, and automatic motorbike riders have a lower risk than non-matic motorbikes.Keywords: Rational Choice, Risk of Driving Behavior, Principal ComponentABSTRAKFrekuensi kecelakaan sepeda motor yang tinggi tidak terlepas dari perilaku berkendara pengendara motor. Perilaku berkendara adalah sebuah rational choice (pilihan rasional) sebagai upaya memaksimumkan kemanfaatan dan meminimalkan risiko. Sampel yang digunakan dalam penelitian ini adalah responden usia muda 18 – 25 tahun, berstatus sebagai mahasiswa yang menggunakan motor sebagai alat transportasi keseharian. Dengan menggunakan analisis factor Principal Component, penelitian mampu mengidentifikasi perilaku berkendara sepeda motor dalam komponen utama, yang didominasi oleh: faktor Emosi, Kemampuan Fisik Pengendara, dan Kemampuan Mengukur Jarak. Melalui metode yang sama juga bisa dilakukan pengukuran risiko berkendara. Pengendara laki-laki memiliki risiko yang lebih tinggi daripada perempuan, dan pengendara sepeda motor jenis matic memiliki risiko yang lebih rendah daripada sepeda motor jenis non-matic.Kata Kunci: Rational Choice, Risiko Perilaku Berkendara, Principal Component
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Lemonakis, Panagiotis, George Botzoris, Athanasios Galanis, and Nikolaos Eliou. "Speed Models for Motorcycle Riders for Two-lane Rural Roads." WSEAS TRANSACTIONS ON ENVIRONMENT AND DEVELOPMENT 17 (May 31, 2021): 595–603. http://dx.doi.org/10.37394/232015.2021.17.57.
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The development of operating speed models has been the subject of numerous research studies in the past. Most of them present models that aim to predict free-flow speed in conjunction with the road geometry at the curved road sections considering various geometric parameters e.g., radius, length, preceding tangent, deflection angle. The developed models seldomly take into account the operating speed profiles of motorcycle riders and hence no significant efforts have been put so far to associate the geometric characteristics of a road segment with the speed behavior of motorcycle riders. The dominance of 4-wheel vehicles on the road network led the researchers to focus explicitly on the development of speed prediction models for passenger cars, vans, pickups, and trucks. However, although the motorcycle fleet represents only a small proportion of the total traffic volume motorcycle riders are over-represented in traffic accidents especially those that occur on horizontal curves. Since operating speed has been thoroughly documented as the most significant precipitating factor of vehicular accidents, the study of motorcycle rider's speed behavior approaching horizontal curves is of paramount importance. The subject of the present paper is the development of speed prediction models for motorcycle riders traveling on two-lane rural roads. The model was the result of the execution of field measurements under naturalistic conditions with the use of an instrumented motorcycle conducted by experienced motorcycle riders under different lighting conditions. The implemented methodology to determine the most efficient model evaluates a series of road geometry parameters through a comprehensive literature review excluding those with an insignificant impact to the magnitude of the operating speeds in order to establish simple and handy models.
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Woodcock, Kathryn, and Janet Tsao. "“Rider Responsibility” and Amusement Ride Accidents: An Observational and Consensus Study of Rider Behaviours." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 49, no. 19 (September 2005): 1800–1804. http://dx.doi.org/10.1177/154193120504901910.
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“Rider responsibility” regulations will oblige riders to comply with rules and safety features and to abide by the range and limits of their abilities. This study observed rider errors and analysed inspectors' reports of undesirable rider and operator behaviours. In most errors, provisions for error prevention and error capturing were ineffective, although error tolerance prevented most injury. While inspectors used a discourse of violation to describe undesirable behaviour, the observed errors were goal oriented and made sense in the rider's task or possible mental model. “Rider responsibility” obligations may not eliminate the contextual aspects of the errors resulting in deviation from the existing safety rules.
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Das, Sanhita, and Akhilesh Kumar Maurya. "Modeling Maneuverability of Motorized Two-Wheelers during Filtering in Urban Roads." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 5 (April 12, 2019): 637–47. http://dx.doi.org/10.1177/0361198119842818.
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Differences in driving style and static and dynamic attributes of motorized two-wheelers (MTWs) provide MTW riders more flexibility than other traffic in choosing higher speeds, erratic driving patterns, and erratic trajectories. In an attempt to model the unique dynamic movement patterns of MTW riders, the current study investigates the filtering behavior of MTWs, utilizing trajectory data from a six-lane divided urban road. The research work undertaken in this study provides an elaborate investigation of behavioral differences in filtering and following maneuvers, addressing different influential variables that may affect the rider’s decision to perform a filtering maneuver, and describing how this choice is affected by different driver–vehicle characteristics and local traffic conditions. Finally, the multivariate aspects of the riders during filtering are also examined using a structural equation modeling (SEM) approach. Results of the study show that speed of the MTW, average leading vehicles’ speed, available pore size and number of lateral movements made by the MTW rider in the past trajectory are the critical parameters affecting the rider’s choice of filtering. Further, the SEM analysis indicates that the comfort of MTW riders in filtering is dependent on the speed of MTWs and the presence of a surrounding right-hand vehicle.
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Suteja, I. Wayan, I. A. O. Suwati Sideman, Maulana A A, Dewa Made Priyantha Wedagama, and Putu Alit Suthanaya. "Analyzing the influence of age groups of motorcycle riders on traffic violations and accidents in small city using a structural equation model." MATEC Web of Conferences 276 (2019): 03010. http://dx.doi.org/10.1051/matecconf/201927603010.
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Over the last three years, there has been a tremendous increase in the amount of road accidents in Mataram City-Lombok with majority of the victims being motorcycle riders between the ages of 16-40 years. The age difference may have an impact on the rider’s behavior which in turn leads to road accidents. This study aims at investigating the influence of age groups on motorcycle riders resulting to traffic violations and road accidents in Mataram City. Data was collected using questionnaire survey for which 600 respondents participated covering 6 sub-districts in Mataram City. A Structural Equation Modeling (SEM) using AMOS V.22.0 was constructed to analyze the motorcycle rider behavior. The developed model was made up of behavioral, violation and accident latent variables, with four variables of behavior, three variables of violation, and two observed variables of accident. Three age groups were used in this study with three categories consists of 15-24 years, 25-44 years, and 45-64 years old. This study found that these riders behaviors varied significantly with regards to traffic violations. The age groups of riders between 15-24 years and 45-64 years has a 65% influence on traffic violation compared to those between the ages of 25-44 years. Traffic violations with regards to road accidents was however, found to be less significant for all age group. Traffic violations committed by riders between ages of 45-64 years were found to be 14% less than those between the ages of 15-44 years. The analysis obtained from the data indicates that there are differences among the three listed age groups.
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Masters, Mariek F., and Robert Atkin. "Bargaining Representation and Union Membership in the Federal Sector: A Free Rider's Paradise." Public Personnel Management 18, no. 3 (September 1989): 311–23. http://dx.doi.org/10.1177/009102608901800305.
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The federal government is extensively organized in terms of the number of employees belonging to exclusively recognized bargaining units. Yet, the largest federal-employee union is in serious financial trouble because of its relatively small membership. This article examines bargaining representation and union membership data among the three principal federal-employee unions during the 1981–1987 period. It finds that 1) each union faces a sizable free rider problem, and 2) the magnitude of the problem differs substantially across unions. The article discusses the financial implications of this problem and offers insights as to future directions in federal-sector unionism.
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Ma, Changxi, Jibiao Zhou, Dong Yang, and Yuanyuan Fan. "Research on the Relationship between the Individual Characteristics of Electric Bike Riders and Illegal Speeding Behavior: A Questionnaire-Based Study." Sustainability 12, no. 3 (January 21, 2020): 799. http://dx.doi.org/10.3390/su12030799.
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To examine the relationship between electric bike riders’ individual characteristics and their riding speed, this paper obtained 350 valid survey responses from e-bike riders using an on-site sampling survey method. Using the non-aggregate theory, we take the individual attributes of the rider’s age, driving age, personality, and corrective vision as potential influencing factors. The metric model of the influencing factors of the rider’s personal characteristics on riding speed is established, and we analyze the sensitivity of many influencing factors by using the theory of elasticity. The results show that the absolute value of the elasticity value corresponding to the rider’s gender, age, corrected visual acuity, and other factors is less than 1, which indicates that the above factors have no flexibility regarding the rider’s riding speed selection behavior. However, in four selection intervals, the elasticity values of the rider’s education level are 1.577, 2.484, 1.810, and 1.667; those of their driving age are −1.537, −2.061, −1.547, and −1.606, and those of their riding proficiency are 3.302, 12.038, 10.370, and 11.177, which indicate that the three factors of rider’s education level, driving age, and riding proficiency have a significant impact on the riding speed choice behavior. The finding of the study is helpful for the relevant government departments to formulate more accurate classified intervention measures, and effectively prevent the occurrence of illegal speeding behavior.
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Champahom, Thanapong, Chamroeun Se, Sajjakaj Jomnonkwao, Tassana Boonyoo, and Vatanavongs Ratanavaraha. "A Comparison of Contributing Factors between Young and Old Riders of Motorcycle Crash Severity on Local Roads." Sustainability 15, no. 3 (February 2, 2023): 2708. http://dx.doi.org/10.3390/su15032708.
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This study aims to identify the factors that influence the severity of motorcycle crashes on local roads, particularly given the high speeds often observed for motorcycles on these roads with low traffic volumes and numerous multi-leg intersections. Previous research has shown that a rider’s age can impact their speed behavior. To explore this issue, data on motorcycle crashes from 2015 to 2020 in Thailand—a middle-income developing country—were analyzed using a random parameter logit model with unobserved heterogeneity in means and variances, comparing young (<30-year-old) and older (>50-year-old) riders. The contributing factors were divided into four groups: driver, crash, environmental, and road factors. The transferability test yielded different results for the young rider and old rider models, indicating that it is appropriate to analyze these models separately. A constant value revealed that old riders were more likely to die in a crash than young riders. In terms of the random parameter, the local address and road surface variables were found to be significant in both models. The results of unobserved heterogeneity in means and variances identified significant variables in both models, including gender, exceeding the speed limit, lit roads, unlit roads, mobile phone use, and road surface. These findings were used to develop policy recommendations for reducing the severity of motorcycle crashes on local roads.
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Cai, Jing, Jianyou Zhao, Jing Liu, Ke Shen, Xun Li, and Yuntao Ye. "Exploring Factors Affecting the Yellow-Light Running Behavior of Electric Bike Riders at Urban Intersections in China." Journal of Advanced Transportation 2020 (June 10, 2020): 1–12. http://dx.doi.org/10.1155/2020/8573232.
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Electric bikes play an important role in the urban transportation system in China. Yellow-light running behavior of riders is one of the most critical factors for e-bike riders involved in traffic crashes at intersection. The main purpose of this study is to explore how a variety of factors affect e-bike riders’ yellow-light running behaviors at intersection by a field observation conducted in Xi’an, China. Based on 396 e-bike riders who faced yellow-light samples, two analytical methods, the principle component analysis logistics model and a base logistics model, were employed to evaluate the impacts of contributing factors on e-bike riders’ yellow-light running behavior. The modeling results showed that seven variables significantly affect the e-bike riders’ yellow-light running behavior, which were the approaching speed of e-bike, the distance to stop line, riders’ age and gender attributes, type of e-bike, and the characteristics of intersection including the width of intersection and the existence of physical barriers. This study can provide valuable insights into understanding e-bike riders’ yellow-light running behavior and may also help decision makers propose countermeasures to reduce e-bike rider-related crashes at intersection.
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Wang, Tao, Sihong Xie, Xiaofei Ye, Xingchen Yan, Jun Chen, and Wenyong Li. "Analyzing E-Bikers’ Risky Riding Behaviors, Safety Attitudes, Risk Perception, and Riding Confidence with the Structural Equation Model." International Journal of Environmental Research and Public Health 17, no. 13 (July 2, 2020): 4763. http://dx.doi.org/10.3390/ijerph17134763.
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To identify and quantify the factors that influence the risky riding behaviors of electric bike riders, we designed an e-bike rider behavior questionnaire (ERBQ) and obtained 573 valid samples through tracking surveys and random surveys. An exploratory factor analysis was then conducted to extract four scales: riding confidence, safety attitude, risk perception, and risky riding behavior. Based on the exploratory factor analysis, a structural equation model (SEM) of electric bike riding behaviors was constructed to explore the intrinsic causal relationships among the variables that affect the risky e-bike riding behavior. The results show that the relationship between riding confidence and risky riding behavior is mediated by risk perception and safety attitudes. Safety attitude was found to be significantly associated with risky riding behaviors. Specifically, herd mentality is most closely related to safety attitudes, which means that those engaged in e-bike traffic management and safety education should pay special attention to riders’ psychological management and education. Risk perception has a direct path to risky riding behaviors. Specifically, stochastic evaluation and concern degree are significantly related to e-bike riders’ risk perception. The findings of this study provide an empirical basis for the creation of safety interventions for e-bike riders in China.
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Leblanc, Marine, Benoît Huet, and Jacques Saury. "'Contact' as a Manifestation of Sensorimotor Empathy: The Experience of Expert Écuyers in Interaction with Horses." Journal of Consciousness Studies 29, no. 11 (December 1, 2022): 80–107. http://dx.doi.org/10.53765/20512201.29.11.080.
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Chemero's concept of sensorimotor empathy offers a relevant introduction to the study of human/non-human relationships. This article proposes an empirical characterization of this phenomenon occurring in human–horse interactions through the notion of 'contact', which is a core concept in the technical tradition of the equestrian world. According to the assumptions of 4E cognition, we approach the notion of contact with a broader meaning than how it is usually defined, i.e.as the connection of the rider's hand with the horse's mouth. We state that contact involves the whole body and that it is not a passive touch but a dynamic one. Contact is intersubjective, meaning that its quality depends on the two agents of the interaction: the human and the horse. Within such an interaction, sensorimotor empathy allows the human and the horse to understand through the body and to fine-tune with each other to bring about 'good contact'.
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Lemonakis, Panagiotis, Eleni Misokefalou, Nikolaos Eliou, and Myrofora Koroni. "Comparative Analysis of Motorcyclists’ Gaze Behavior in Different Road Environments." WSEAS TRANSACTIONS ON POWER SYSTEMS 16 (November 22, 2021): 288–96. http://dx.doi.org/10.37394/232016.2021.16.29.
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While car drivers consist the vast majority of road users, motorcycle drivers are considered among the most vulnerable ones with significant participation in accidents. The present study investigates the role of elements that permanently exist in the road environment and affect motorcyclist’s behavior since their usefulness requires visual contact between them and the rider during a certain period of time. Therefore, on such an occasion the riders do not monitor the road ahead which is considered as a fundamental driving task and hence the visual search and scan is not directed to the frontal view. The main objective of this paper is to identify and evaluate certain aspects of motorcyclists’ behavior influenced by exterior factors, such as observation of vertical signage or advertisement signs, by using naturalistic data. Motorcyclist’s visual behavior is evaluated via a continuous recording of his gaze, which acts as the main indicator regarding the rider’s performance, with the use of special equipment under naturalistic riding conditions. The selection of a naturalistic method permits continuous data recording, producing real-time data. Thus, the results are reliable and valid to the maximum possible extent. This research is based on a medium-scale experimental procedure that took place in three different road sections in Western Greece. A number of 11 motorcyclists participated in the study. The present research may be used as a tool to improve road infrastructure and to identify attitudes that pose a risk to rider’s safety aiming to the creation of a safer road environment, which will lead to less fatal and serious accidents.
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Gulino, Michelangelo-Santo, Giovanni Zonfrillo, Krzysztof Damaziak, and Dario Vangi. "Exploring Performances of Electric Micro-Mobility Vehicles and Behavioural Patterns of Riders for In-Depth Accident Analysis." Designs 5, no. 4 (October 14, 2021): 66. http://dx.doi.org/10.3390/designs5040066.
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(1) Background: Electric micro-mobility vehicles (i.e., e-bikes and e-scooters) represent a fast-growing portion of the circulating fleet, leading to a multiplication of accident cases also attributable to risky behaviours adopted by the riders. Still, data on vehicle performance and rider behaviour are sparse and difficult to interpret (if not unavailable). Information regarding the overall accident dynamics can, however, aid in identifying users’ risky riding behaviour that actually led to a harmful event, allowing one to propose efficient strategies and policies to reduce the occurrence of road criticalities. (2) Methods: Speed and acceleration data of six cyclists of traditional and electric bikes were extracted from six closed-circuit experiments and real road tests performed in the city of Florence (Italy) to derive their behavioural patterns in diverse road contexts. (3) Results: The application of analysis of variance and linear regression procedures to such data highlights differences between men and women in terms of performance/behaviour in standing start; additionally, the use of e-bikes favours a higher speed ride in correspondence to roundabouts and roads with/without the right of way. To thoroughly assess the rider’s responsibilities in an eventual accident, an ancillary procedure was highlighted to evaluate whether a micro-mobility vehicle complies with the applicable regulations. (4) Conclusion: With these results, the prospective recognition of rider behaviour was facilitated during the investigation process, and the abilities to extract such relevant information from in-depth accident data wereconsequently enhanced.
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Uldahl, Mette, Janne W. Christensen, and Hilary M. Clayton. "Relationships between the Rider’s Pelvic Mobility and Balance on a Gymnastic Ball with Equestrian Skills and Effects on Horse Welfare." Animals 11, no. 2 (February 9, 2021): 453. http://dx.doi.org/10.3390/ani11020453.
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Riders need core stability to follow and guide the horse’s movements and avoid giving unintended or conflicting signals. This study evaluated the rider’s performance of exercises on a gymnastic ball with on-horse performance and indicators of stress in the horse. Twenty experienced riders were scored performing three exercises on a gymnastic ball and for quality and harmony when riding based on evaluation of video recordings in which conflict behaviours were evident. The horse’s heart rate and number of conflict behaviors during the riding test and cortisol levels after completion of the test were measured. The rider’s ability to roll the pelvis from side-to-side on a gymnastic ball was highly correlated with ability to circle the pelvis on the ball and with quality and harmony during riding. However, pelvic roll and riding quality and harmony showed a trend toward a negative correlation with balancing skills on the ball. It appears that the ability to actively move the pelvis is more relevant to equestrian performance than static balancing skill. Horses ridden by riders with better pelvic mobility and control showed significantly fewer conflict behaviors. On the contrary, high scores for balancing on the gymnastic ball were negatively correlated with the horses’ working heart rates, suggesting a less energetic performance. Pelvic control and mobility may be predictive for equestrian skills and riding harmony.
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Rani, Shobha. "Helmet Wearing Detection for Riders Safety." International Journal for Research in Applied Science and Engineering Technology 9, no. VII (July 31, 2021): 3728–32. http://dx.doi.org/10.22214/ijraset.2021.37254.
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The main purpose of paper is to find riders who neglect road safety, which leads to accidents and death. Thus most of the countries mandate the use of the helmets for two-wheeler riders. In order to discourage this behavior police force has been made for traffic to issue violation ticket. This process will be done manual, time consuming and very tedious. Hence proposed system will detect riders who wear the helmet while riding the motor vehicle and helps in finding riders without helmet to get imposed with fine. The system implements machine learning and image processing techniques to detect riders, riding two-wheeler, who are wearing helmets. The system takes a video of real time as the input and detects moving objects in the scene. The SIFT and SURF algorithm is used for detecting the helmet in the real time video, surf is faster than the sift algorithm in the machine learning and it is more efficient to detect the helmet object. Further, practically can be implemented in traffic intersections to monitor the rider’s safety by detecting helmet.
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Chen, Chih-Keng, Trung-Dung Chu, and Xiao-Dong Zhang. "Modeling and Control of an Active Stabilizing Assistant System for a Bicycle." Sensors 19, no. 2 (January 10, 2019): 248. http://dx.doi.org/10.3390/s19020248.
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This study designs and controls an active stabilizing assistant system (ASAS) for a bicycle. Using the gyroscopic effect of two spinning flywheels, the ASAS generates torques that assist the rider to stabilize the bicycle in various riding modes. Riding performance and the rider’s safety are improved. To simulate the system dynamic behavior, a model of a bicycle–rider system with the ASAS on the rear seat is developed. This model has 14 degrees of freedom and is derived using Lagrange equations. In order to evaluate the efficacy of the ASAS in interacting with the rider’s control actions, simulations of the bicycle–rider system with the ASAS are conducted. The results for the same rider for the bicycle with an ASAS and on a traditional bicycle are compared for various riding conditions. In three cases of simulation for different riding conditions, the bicycle with the proposed ASAS handles better, with fewer control actions being required than for a traditional bicycle.
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Diop, Mohamed, Abderrahmane Boubezoul, Latifa Oukhellou, and Stéphane Espié. "Powered Two-Wheeler Riding Profile Clustering for an In-Depth Study of Bend-Taking Practices." Sensors 20, no. 22 (November 23, 2020): 6696. http://dx.doi.org/10.3390/s20226696.
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The understanding of rider/vehicle interaction modalities remains an issue, specifically in the case of bend-taking. This difficulty results both from the lack of adequate instrumentation to conduct this type of study and from the variety of practices of this population of road users. Riders have numerous explanations of strategies for controlling their motorcycles when taking bends. The objective of this paper is to develop a data-driven methodology in order to identify typical riding behaviors in bends by using clustering methods. The real dataset used for the experiments is collected within the VIROLO++ collaborative project to improve the knowledge of actual PTW riding practices, especially during bend taking, by collecting real data on this riding situation, including data on PTW dynamics (velocity, normal acceleration, and jerk), position on the road (road curvature), and handlebar actions (handlebar steering angle). A detailed analysis of the results is provided for both the Anderson–Darling test and clustering steps. Moreover, the clustering results are compared with the subjective data of subjects to highlight and contextualize typical riding tendencies. Finally, we perform an in-depth analysis of the bend-taking practices of one subject to highlight the differences between different methods of controlling the motorcycle (steering handlebar vs. rider’s lean) using the rider action measurements made by pressure sensors.
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De Bock, Jelle, and Steven Verstockt. "Video-Based Analysis and Reporting of Riding Behavior in Cyclocross Segments." Sensors 21, no. 22 (November 16, 2021): 7619. http://dx.doi.org/10.3390/s21227619.
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Video-based trajectory analysis might be rather well discussed in sports, such as soccer or basketball, but in cycling, this is far less common. In this paper, a video processing pipeline to extract riding lines in cyclocross races is presented. The pipeline consists of a stepwise analysis process to extract riding behavior from a region (i.e., the fence) in a video camera feed. In the first step, the riders are identified by an Alphapose skeleton detector and tracked with a spatiotemporally aware pose tracker. Next, each detected pose is enriched with additional meta-information, such as rider modus (e.g., sitting on the saddle or standing on the pedals) and detected team (based on the worn jerseys). Finally, a post-processor brings all the information together and proposes ride lines with meta-information for the riders in the fence. The presented methodology can provide interesting insights, such as intra-athlete ride line clustering, anomaly detection, and detailed breakdowns of riding and running durations within the segment. Such detailed rider info can be very valuable for performance analysis, storytelling, and automatic summarization.
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Zhang, Fan, Chenchen Kuai, Huitao Lv, and Wenhao Li. "Investigating Different Types of Red-Light Running Behaviors among Urban e-Bike Rider Mixed Groups." Journal of Advanced Transportation 2021 (August 9, 2021): 1–9. http://dx.doi.org/10.1155/2021/1977388.
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The red-light running (RLR) behaviors of urban mixed e-bike groups (delivery and ordinary e-bike) have become the main cause of traffic accidents at signalized intersections. The primary purpose of this study is to identify influencing factors of e-bike riders’ RLR behaviors, focusing on the role of delivery e-bike riders in mixed e-bike rider groups. Crossing behaviors of 4,180 e-bike samples (2006 delivery e-bikes and 2174 ordinary e-bikes) at signalized intersections are observed in Xi’an, China. The random parameter multinomial logit model is employed to capture the unobserved heterogeneous effects, and the effects of interaction terms are also considered. The results indicate that delivery e-bike riders are more likely to run red lights than ordinary e-bike riders. E-bike type, riders’ age, waiting position, traffic volume, traffic light type, and time of day are associated with crossing behaviors in urban mixed e-bike groups. In addition, the variable of traffic light status is found to account for unobserved heterogeneity. Findings are indicative to the development of effective implications in improving e-bikes’ traffic safety level at signalized intersections.
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Wolframm, I. A., J. Williams, and D. Marlin. "The role of personality in equestrian sports: an investigation." Comparative Exercise Physiology 11, no. 3 (September 1, 2015): 133–44. http://dx.doi.org/10.3920/cep150002.
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Personality has been shown to affect the way individuals think, feel and act, and could impact on the way people behave and perform in a wide variety of activities. Anecdotal evidence suggests that differences in personality exist between equestrians participating in different disciplines and at different levels, but empirical evidence is limited. This study aimed to investigate dispositional tendencies of rider cohorts, in relation to age, nationality, discipline, competitive level, breadth of involvement in different disciplines, and level of risk-seeking behaviour. An online survey was developed, collecting rider demographics relating to nationality, sex, age, competitive level and discipline. A risk scores was assigned to each discipline and an average risk rating was calculated per participant. Personality traits of extroversion, agreeableness, conscientiousness, neuroticism and intellect were measured using the Mini-International Personality Item Pool. Kruskal-Wallis analyses determined differences for personality traits between different survey categories. Univariable analysis of all factors considered informed multivariable logistic regression models to establish how factors including personality traits differed between dichotomous variables: high to low risk discipline, age groups, unaffiliated to affiliated riders and amateur to professional riders. Results showed that riders in their late teens and early twenties considered themselves less agreeable, less conscientious, but more neurotic compared to older generations (P<0.001). Competitive riders considered themselves more conscientious and extroverted than non-competitors (P<0.005). Riders participating in higher risk disciplines considered themselves less agreeable and conscientious (P<0.05). Increases in agreeableness, conscientious and decreases in neuroticism in older riders might predispose them towards a role in coaching and providing support for younger riders. Personality differences between riders of different disciplines and at different competitive levels might be used to help individuals in their choice of equestrian sport and level of involvement. In conclusion, the present study demonstrates the value of identifying personality traits across different rider cohorts.
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McKenzie, Jessica, Kate Fenner, Michelle Hyde, Ashley Anzulewicz, Bibiana Burattini, Nicole Romness, Bethany Wilson, and Paul McGreevy. "Equine Responses to Acceleration and Deceleration Cues May Reflect Their Exposure to Multiple Riders." Animals 11, no. 1 (December 31, 2020): 66. http://dx.doi.org/10.3390/ani11010066.
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It is logical to assume that horses with multiple riders encounter variation in application of training cues. When training cues are inconsistent, we expect to see a decrease in trained responses or an increase in conflict behaviours. This study investigated the relationship between the number of people that regularly ride or handle a horse and the horse’s response to operant cues. Data on 1819 equids were obtained from the Equine Behavior Assessment and Research Questionnaire (E-BARQ), an online global survey of horse owners and caregivers. Three mutually independent indices (acceleration, deceleration, and responsiveness) were derived from a parallel analysis of E-BARQ items related to acceleration and deceleration cues. These indices were then subjected to multivariable modelling against a range of dependent variables including horse and human demographics, horse management, and the number of riders or handlers. The number of riders or handlers was a significant predictor for two out of three indices. As the number of riders or handlers increased, horses were more difficult to accelerate (regression coefficient = 0.0148 ± 0.0071; p = 0.0366) and less difficult to decelerate (regression coefficient = −0.017 ± 0.008; p = 0.030) than those with fewer riders or handlers. These findings suggest that horses’ responses to rein tension cues are more persistent than their responses to leg pressure or whip cues. Alternatively, horses with these responses may be actively selected for multiple rider roles. Longitudinal studies of this sort should reveal how the number of riders or handlers affects horse behaviour and could lead to safer and more humane equestrian practices.
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Promraksa, Thanapol, Thaned Satiennam, Wichuda Satiennam, and Nopadon Kronprasert. "Lane-Filtering Behavior of Motorcycle Riders at Signalized Urban Intersections." Journal of Advanced Transportation 2022 (August 16, 2022): 1–12. http://dx.doi.org/10.1155/2022/5662117.
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In developing countries, motorcycle riders typically perform lane filtering at signalized urban intersections. This study aims to determine the factors that affect the lateral clearance of motorcycle riders as they travel between two lanes of mixed traffic at signalized urban intersections in developing countries. In this study, an onboard measurement device was developed to measure the lane-filtering behavior of motorcycle riders. It was installed on a test motorcycle to continuously record the lateral clearance, riding behavior, and surrounding traffic conditions. Thirty participants rode the test motorcycle through a signalized urban intersection. Multilevel linear regression was applied to analyze the relationship between lateral clearance and relevant variables at a significance level of 0.05. The instant speed and side of the filtering motorcycle, condition of the lateral vehicle, type of lateral vehicle, and riding frequency of the motorcycle rider significantly influenced the lateral clearance. The findings of this study can contribute to filtering lane management, connected autonomous vehicles, and microscopic traffic simulations for motorcycles traveling in mixed traffic at signalized urban intersections.
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Wang, Jian, Ye Chen, and Dawei Chen. "Analyzing Safety Concerns of (e-) Bikes and Cycling Behaviors at Intersections in Urban Area." Sustainability 14, no. 7 (April 2, 2022): 4231. http://dx.doi.org/10.3390/su14074231.
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Extensive effort has been devoted to examining the causal relationship between contributing factors and injury severities. Given the important role of riders’ behaviors in traffic conflicts, this paper aims to analyze the causal effects of traffic conflicts resulting from riders’ behaviors at intersections. The authors collected video data on 152 traffic conflicts caused by riders’ dangerous behaviors in Jiangning District, China. This paper proposes a Bayesian-structural equation modeling (BSEM) approach. Based on the obtained BSEM path coefficient diagram, the factor loadings and path coefficients are analyzed to unveil the potential influence of factors, including personal features, dangerous behavior tendency, temporal and spatial characteristics of dangerous behavior, and the external environment. The results show that compared to human factors, environmental factors have a less direct impact on the severity of traffic conflicts; instead, they have an indirect positive impact on traffic conflicts by affecting behaviors. That is, if riders judge that road conditions are not suitable to conduct dangerous behaviors, they become more cautious in view of current road conditions and time revenue. Furthermore, dangerous cycling behaviors that continue to encroach on the time and space of motorized vehicles are prone to be more dangerous. The dangerous behaviors that continuously encroach on the time and space of motor vehicles (e.g., disobeying traffic signals and riding in a motorway) are significant predictors of serious conflicts. Considering the heterogeneity of riding behavior, these findings could be applied to develop effective education and intervention programs for preventing riders’ high-risk behaviors and improving the traffic environment.
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Sarnkhaowkhom, Chawapon, Wanich Suksatan, Orn-uma Malaikham, Kedsarin Tuppanom, Naruemon Sawangthuean, Suphattra Wongtee, Julalak Fhapafha, et al. "SELF-CARE BEHAVIORS TO PREVENT COVID-19 INFECTION AMONG FOOD DELIVERY RIDERS IN THAILAND." Malaysian Journal of Public Health Medicine 22, no. 3 (December 21, 2022): 130–36. http://dx.doi.org/10.37268/mjphm/vol.22/no.3/art.1759.
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The COVID-19 pandemic plays a key role in people's behavior worldwide, especially, during the measures of locking down and social distancing, the demand for food delivery increased worldwide. To prevent the transmission of COVID-19, the food delivery riders require to have good self-care behaviors during working. Therefore, this research aims to assess the self-care behaviors to prevent COVID-19 among food delivery riders and determine the associations of demographic data of food delivery riders and self-care behaviors to prevent COVID-19. This research employed online cross-sectional research involving 440 food delivery riders in Bangkok from October to November 2020. The findings showed that most food delivery riders had a high level of self-care behaviors to prevent COVID-19 infection (M= 4.04, SD= 0.63). The factor associated with the self-care behaviors to prevent COVID-19 infection was educational level (p< 0.05). This research provides an understanding of the level and factors associated with self-care behaviors to prevent COVID-19 infection among food delivery riders. The healthcare providers, public health sectors, and food delivery companies are recommended to promote self-care behaviors among food delivery riders and necessary to have the effective health communication, health education or intervention to all food delivery riders by concerning about their educational background.
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Useche, Sergio A., Javier Gene-Morales, Felix W. Siebert, Francisco Alonso, and Luis Montoro. "“Not as Safe as I Believed”: Differences in Perceived and Self-Reported Cycling Behavior between Riders and Non-Riders." Sustainability 13, no. 4 (February 3, 2021): 1614. http://dx.doi.org/10.3390/su13041614.
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Cycling behavior remains a key issue for explaining several traffic causalities occurring every day. However, recent studies have shown how the assessment of the own safety-related behaviors on the road may substantially differ from how third parties assess them. Thus, the aim of this study was to evaluate the differences between cyclists’ self-reported behavior and the proxy-reported behavior that other (non-cyclist) road users perceive from bike riders. For this purpose, this study used data from two samples: (i) 1064 cyclists (M = 32.83 years) answering the Cycling Behavior Questionnaire—CBQ, and (ii) 1070 non-cyclists (M = 30.83 years) answering an adapted version of the CBQ for external raters—ECBQ. The results show how the self-reported and proxy-reported behaviors of cyclists greatly differ in terms of all behavioral factors composing the CBQ model, i.e., traffic violations, riding errors, and positive behaviors. Also, external raters (non-cyclists) are those targeting significantly riskier behaviors than those self-reported by cyclists. These discrepancies between perceived behaviors may give rise to conflicting viewpoints on the interaction between bicycle riders and other road users. Therefore, this study underscores the importance of behavioral awareness, providing highlights for future studies on the behavioral interaction between cyclists and other road users. Results can be used to improve the road safety of all road users by giving indications on self-and proxy-perceived safety-related behaviors and visibility of protective riding habits.
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Puszczałowska-Lizis, Ewa, Dominik Szymański, Piotr Pietrzak, and Marcin Wilczyński. "Incidence of back pain in people practicing amateur horse riding." Fizjoterapia Polska 22, no. 4 (September 30, 2022): 6–15. http://dx.doi.org/10.56984/8zg1a68my.
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Introduction. While riding a horse, proper seat requires the trunk positioning so that the rider's centre of gravity overlaps with the horse's centre of gravity. Seat errors can lead to repeated and cumulative spinal overloads. The aim of the study was to analyse the incidence of back pain in people who practice amateur horse riding. Material and methods. The study involved 88 people aged 40-45 years, associated in equestrian centers. The research tool was the author's questionnaire, Neck Disability Index (NDI) and Oswestry Distability Index (ODI). The collected research results were analysed with the use of Chi-square test and Mann-Whitney U test. Results. Statistically significant relationships were found between the incidence of pain location and gender (p = 0.001), and also between between the gender and the opinion on the need to use physiotherapy in case of back problems (p = 0.049). Conclusions. Women report pain in the lumbar and thoracic spine more frequently, while men report pain in the cervical section and entire spine. Women in a greater percentage than men believe that people who practice horse riding as an amateur should attend physiotherapy in case of pain.
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Wolf, S., and D. Saupe. "How to Stay Ahead of the Pack: Optimal Road Cycling Strategies for two Cooperating Riders." International Journal of Computer Science in Sport 16, no. 2 (November 27, 2017): 88–100. http://dx.doi.org/10.1515/ijcss-2017-0008.
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AbstractWithin road-cycling, the optimization of performance using mathematical models has primarily been performed in the individual time trial. Nevertheless, most races are 'mass-start' events in which many riders compete at the same time. In some special situations, e.g. breakaways from the peloton, the riders are forced to team up. To simulate those cooperative rides of two athletes, an extension of models and optimization approaches for individual time trials is presented. A slipstream model based on experimental data is provided to simulate the physical interaction between the two riders. In order to simulate real world behavior, a penalty for the difference in the exertion levels of the two riders is introduced. This means, that even though both riders aim to be as fast as possible as a group, neither of them should have an advantage over the other because of significantly different levels of fatigue during the ride. In our simulations, the advantage of cooperation of two equally trained athletes adds up to a time gain of about 10% compared to an individual ride.
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Promraksa, Thanapol, Thaned Satiennam, Wichuda Satiennam, Patiphan Kaewwichian, and Nopadon Kronprasert. "Factors Influencing Stopping Locations of Motorcycle Riders on Signalized Urban Intersection Approaches." Sustainability 14, no. 22 (November 16, 2022): 15236. http://dx.doi.org/10.3390/su142215236.
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In developing countries, motorcycle riders normally attempt to stop at their desired locations during queue formation on signalized intersection approaches. Under mixed-traffic conditions, motorcycle positioning in a queue affects the operational and safety performance of the intersection. This study aimed to identify factors influencing motorcycle riders’ stopping locations at signalized urban intersections. This study applied Unmanned Aerial Vehicles (UAVs) to observe the stopping behavior of 1413 motorcycle riders on 24 approaches from 10 signalized intersections in Thailand (N = 1413). Multinomial logistic regression analysis was used to determine the relationship between the stopping locations of motorcycle riders and rider- and motorcycle-related variables and traffic- and environmental-related variables. The statistical analyses presented a Cox and Snell R2 and Nagelkerke R2 of 0.466 and 0.499, respectively, indicating that the model accounted for almost 50% of the variation among the five stopping locations of motorcycle riders. The results showed that, under mixed-traffic conditions in Thailand with left-hand traffic, motorcycle riders intending to turn right, the morning peak period, the presence of shadows, motorcycle riders not wearing helmets, the presence of a larger vehicle in the queue, and the density of desired stopping locations significantly influenced the motorcyclists’ choice of stopping locations on signalized intersection approaches. Practical policy-related recommendations drawn from the findings are provided to improve motorcyclists’ safety on signalized intersection approaches.
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Sharp, R. S. "Motorcycle Steering Control by Road Preview." Journal of Dynamic Systems, Measurement, and Control 129, no. 4 (December 14, 2006): 373–81. http://dx.doi.org/10.1115/1.2745842.
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The main objectives of the work described are to devise an effective path-based motorcycle simulation capability and to add to understanding of how riders control motorcycles. Optimal linear preview control theory was previously applied to the tracking of a roadway by a car, using a simple car model operating in fixed control. Similar theory is applied to path control of motorcycles. The simple car previously employed is replaced by a much more elaborate motorcycle. The steering angle control used previously is changed into steering torque control. Rider upper body lean torque is also allowed as a control input. The machine speed is considered constant but is a parameter of the motion. The objective of the optimal control is to minimize a weighted sum of tracking errors, rider lean angle and control power. The time-invariant optimal control corresponding to a white noise disturbance and to an infinite optimization horizon is found for many situations, involving variations in machine speed and performance priorities. Tight controls, corresponding to high weightings on performance, and loose controls, corresponding to high weightings on control power, are identified. Results show the expected pattern for preview control, that information well into the future is of limited value in determining the present control inputs. Full system performance is achievable with only finite preview. The extent of the preview necessary for full performance is determined as a function of machine speed and performance priorities. This necessary preview is found to be in accord with conventional wisdom of motorcycle riding and rider training. Optimal path tracking preview controls are shown to represent the inverse dynamics of the motorcycle. New light is shed on the relative effectiveness of steering torque and body lean torque controls. Simulations of an optimally controlled motorcycle and rider combination are conducted. A typical lane change path and an S-shaped path from the literature are used. For a chosen speed, optimal controls are installed on the machine for which they were derived and simulation results showing tracking performance, control inputs, and other responses are included. Transformation of the problem from a global description, in which the optimal control is found, to a local description corresponding to the rider’s view, is described. It is concluded that a motorcycle rider model representing a useful combination of steering control capability and computational economy has been established. The model yields new insights into rider and motorcycle behavior.
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Christensen, Janne Winther, Suzie Bathellier, Marie Rhodin, Rupert Palme, and Mette Uldahl. "Increased Rider Weight Did Not Induce Changes in Behavior and Physiological Parameters in Horses." Animals 10, no. 1 (January 6, 2020): 95. http://dx.doi.org/10.3390/ani10010095.
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Recent studies have reported significant alterations in horse physiological and gait parameters when exposed to increased rider weight during moderate to high intensity exercise. This study aimed to evaluate the effect of increased rider weight (+15% and +25% of the regular rider’s bodyweight) on horse behavioral, physiological and gait symmetry parameters during a standard dressage test. Twenty rider-horse equipages performed the same test three times in a randomized, crossover design. Salivary cortisol (SC), heart rate (HR), heart rate variability (HRV), behavior and gait symmetry (GS) were measured. SC concentrations increased from baseline (p < 0.001), but there was no significant treatment effect (difference from baseline (ng/mL): Control: 0.21 ± 0.1; +15%: 0.37 ± 0.1; +25%: 0.45 ± 0.2, p = 0.52). Similarly, there were no overall treatment effects on HR or HRV variables (avg HR across treatments (bpm): 105.3 ± 1.3), nor on GS parameters. There was large individual variation in conflict behavior but no effect of weight treatment. We conclude that increasing the weight of the regular rider by 15% and 25% did not result in significant short-term alterations in the measured parameters. Maximum rider:horse weight ratios were 15–23% and the exercise intensity was relatively low; thus the results should not be extrapolated to other weight ratios and exercise intensities.
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Valero-Mora, Pedro, David Shinar, Ruben Ledesma, and Narelle Haworth. "Why women do not use the helmet when riding a bicycle." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1 (September 2018): 1594–98. http://dx.doi.org/10.1177/1541931218621360.
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Women seem to use the helmet when riding a bicycle less frequently than men. Two possible explanations for this behavior are that 1) it is less appalling to them because of lack of comfort or other reasons, or 2) they use bicycles in a more cautious way than men so they feel that they do not need the helmet as much. The present paper explores these two explanations in 5,691 cyclists that responded to an online survey conducted in 17 countries as part of an EU COST project. Answers to questions related to the two aforementioned explanations were analyzed graphically and three questions that showed the most conspicuous differences between males and females were identified. These were: ‘Helmets are a problem because they disturb your hair’, ‘I am a fast rider’, and ‘I am a skilled rider’. The responses to these three questions plus their interactions with the gender of the respondent were used as predictors of the proportion of helmet wear. The results showed that: 1) the three questions predicted the use of the helmet, 2) the interaction between gender and hair disturbance was not significant, and 3) the interactions between gender and being a fast cyclist and being a skilled rider were both statistically significant showing that women that regard themselves as slow riders or skillful riders use relatively less the helmet than men in similar conditions.
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Smaiah, Sarra, Rabah Sadoun, Abdelhafid Elouardi, Bruno Larnaudie, Samir Bouaziz, Abderahmane Boubezoul, Bastien Vincke, and Stéphane Espié. "A Practical Approach for High Precision Reconstruction of a Motorcycle Trajectory Using a Low-Cost Multi-Sensor System." Sensors 18, no. 7 (July 14, 2018): 2282. http://dx.doi.org/10.3390/s18072282.
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Motorcycle drivers are considered among the most vulnerable road users, as attested by the number of crashes increasing every year. The significant part of the fatalities relates to “single vehicle” loss of control in bends. During this investigation, a system based on an instrumented multi-sensor platform and an algorithmic study was developed to accurately reconstruct motorcycle trajectories achieved when negotiating bends. This system is used by the French Gendarmerie in order to objectively evaluate and to examine the way riders take their bends in order to better train riders to adopt a safe trajectory and to improve road safety. Data required for the reconstruction are acquired using a motorcycle that has been fully instrumented (in VIROLO++ Project) with several redundant sensors (reference sensors and low-cost sensors) which measure the rider actions (roll, steering) and the motorcycle behavior (position, velocity, acceleration, odometry, heading, and attitude). The proposed solution allowed the reconstruction of motorcycle trajectories in bends with a high accuracy (equal to that of fixed point positioning). The developed algorithm will be used by the French Gendarmerie in order to objectively evaluate and examine the way riders negotiate bends. It will also be used for initial training and retraining in order to better train riders to learn and estimate a safe trajectory and to increase the safety, efficiency and comfort of motorcycle riders.
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Satiennam, Wichuda, Thaned Satiennam, Pornsiri Urapa, and Tussawan Phacharoen. "Effects of Speed Bumps and Humps on Motorcycle Speed Profiles." Advanced Materials Research 931-932 (May 2014): 536–40. http://dx.doi.org/10.4028/www.scientific.net/amr.931-932.536.
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In developed countries, the use of speed humps and bumps have evolved from extensive research and testing which been properly designed and standardized. On the contrary in developing countries, no systematic and scientific studies have been carried out on that environment, especially the study on the effects that the motorcyclists response to the humps and bumps. This study therefore reveals the riders behavior when negotiating their speed to the devices. A case study was conducted in the provincial cities of Thailand where the motorcycle was a major mode of transportation. Six locations with speed humps and bumps were selected. Vehicles passing times were simultaneously recorded at 12 points along each traffic calmed link. From these data, a speed profile for each individual vehicle and for a link could be derived. It is found that speed humps and bumps have critically different impacts on motorcycle rider and passenger car driver. The smaller size speed bumps could effectively control the rider speed but have diverse impacts on the driver. These speed differences could post more safety deficiency to the site. The effect of the device on riders behavior, however, is restricted to a short spatial range (about 20-30 m before and after the device). For the speed humps, the motorcycle speeds are quite varied depending mainly on the road terrain. It is found that the motorcyclists have significant lower acceleration rate on the upgrade terrain when compared to the passenger car. Therefore, it is important to take all these rider characteristics into considerations when design the road humps to control vehicle speed in the developing countries.
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Sakashita, Chika, Teresa Senserrick, Serigne Lo, Soufiane Boufous, Liz de Rome, and Rebecca Ivers. "The Motorcycle Rider Behavior Questionnaire: Psychometric properties and application amongst novice riders in Australia." Transportation Research Part F: Traffic Psychology and Behaviour 22 (January 2014): 126–39. http://dx.doi.org/10.1016/j.trf.2013.10.005.
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Uttra, Savalee, Sajjakaj Jomnonkwao, Duangdao Watthanaklang, and Vatanavongs Ratanavaraha. "Development of Self-Assessment Indicators for Motorcycle Riders in Thailand: Application of the Motorcycle Rider Behavior Questionnaire (MRBQ)." Sustainability 12, no. 7 (April 1, 2020): 2785. http://dx.doi.org/10.3390/su12072785.
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The purposes of this research are (1) to create a motorcycle riding behavior measurement model for a Thai population by Motorcycle Rider Behavior Questionnaire (MRBQ) modification with exploratory factor analysis (EFA); (2) to verify the measurement model by second-order confirmatory factor analysis (second-order CFA); and (3) to define the guidelines of the self-assessment report for Thai people in terms of riding motorcycles. Collected data were distributed among four areas: metro-municipalities, municipalities, district municipalities, and non-municipalities from five regions. The sample consisted of 1516 motorcycle riders who were at least 20 years old. Of these riders, 91.4% had motorcycle riding licenses, 84.4% had over five years of experience in motorcycle riding, 75.5% used a motorcycle to go to work/study, and 82.1% used a helmet sometimes. Exploratory factor analysis (EFA) and second-order confirmatory factor analysis (second-order CFA) were used for measurement model creation. The results presented 26 indicators that were confirmed to compose the motorcycle riding behavior of Thai people at a statistical significance level of α = 0.05; these were separated into four factors, namely, traffic error, control error, stunts, and safety equipment. The results of this MRBQ study can inform future study of the motorcycle riding behavior of Thai people.
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Uttra, Savalee, Napat Laddawan, Vatanavongs Ratanavaraha, and Sajjakaj Jomnonkwao. "Explaining Sex Differences in Motorcyclist Riding Behavior: An Application of Multi-Group Structural Equation Modeling." International Journal of Environmental Research and Public Health 17, no. 23 (November 26, 2020): 8797. http://dx.doi.org/10.3390/ijerph17238797.
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Road accidents are caused by humans, vehicles, and road environments. Human attitudes affect behavioral changes and can lead to unsafe riding behavior. The sex of an individual is a key factor that affects their riding behavior. We aimed to use structural equation modeling (SEM) by analyzing the multi-group SEM between men and women and applying the theory of planned behavior (TPB) and the locus of control (LC) theory. The data used in the research were collected from all over Thailand, consisting of 1516 motorcycle riders (903 men and 613 women) aged over 20 years. A self-administered questionnaire was designed for data collection of the riding behavior using the Motorcycle Rider Behavior Questionnaire (MRBQ), including traffic errors, control errors, stunt frequency, and safety equipment. We found that riding behaviors between men and women were significantly different in both theories. For men, TPB showed that the main factors that highly influenced motorcycle riding behavior (MRB) were the attitudes based on health motivation (AHM) and perceived behavior control (PC); for women, AHM produced a stronger effect than in men. However, for the subjective norms (SN) factor, we found no direct effect on MRB, but did find an indirect effect through the attitudes based on severity (ASE) in both sexes. Particularly for women, the indirect influence value of the SN factor was higher. For women, the LC showed that internal factors had more influence than external factors. The same was found for men, but the effect in women was significantly stronger. We found that sex significantly affected the MRB. Therefore, policies must be implemented that address each group specifically as their attitudes and behaviors are different.
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Wrenn, Corey Lee. "Free-Riders in the Nonprofit Industrial Complex: The Problem of Flexitarianism." Society & Animals 28, no. 5-6 (December 1, 2020): 567–91. http://dx.doi.org/10.1163/15685306-12341544.
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Abstract Social movements have traditionally viewed free-riders as a problem for effective mobilization, but under the influence of the nonprofit industrial complex, it is possible that movements actively facilitate their presence. Free-riders become an economic resource to professionalized movements seeking to increase wealth and visibility in the crowded social movement space by discouraging meaningful attitude or behavior change from their audiences and concentrating power among movement elites. Actively cultivated free-riding is exemplified by the professionalized Nonhuman Animal rights movement which promotes flexitarianism over ethical veganism despite its goal of nonhuman liberation. Major social-psychological theories of persuasion in addition to 44 studies on vegan and vegetarian motivation are examined to illustrate how free-rider flexitarianism is at odds with stated goals, thereby suggesting an alternative utility in flexitarianism as a means of facilitating a disengaged public.
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Edlund, Björn, Elias Andersson, Tomas Nordfjell, and Ola Lindroos. "Quad Bike Riders’ Attitudes toward and Use of Safety Technologies." Journal of Agricultural Safety and Health 25, no. 4 (2019): 169–87. http://dx.doi.org/10.13031/jash.13471.
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Abstract. Worldwide, the number of quad bike-related injuries and fatalities has increased over the last 30 years and, although quad bike safety has become increasingly important over the last decade, greater understanding of the risks associated with these vehicles is required. This study aimed to improve understanding of the interrelationships between risk perception, risk management, and the use of safety technologies in quad bike operation. A total of 70 quad bike riders were interviewed in two sets of interviews: one targeting riders visiting two forestry fairs, and the other targeting riders with quad bikes equipped with ROPS. The interviews showed that the quad bike riders had a tendency for externalization of risk. This result possibly derives from the articulation and allocation of blame; the majority of respondents saw the problem of quad bike safety as a result of faulty rider behavior, thus shifting focus away from the technology as well as from themselves. This also applies to many of the interviewed ROPS owners, as one of their prime motivators in acquiring ROPS was to improve the safety of others rather than their own safety. Keywords: All-terrain vehicle, ATV, CPD, Crush protective device, Injury prevention, Rollover protective structure, ROPS.
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Tabatabaie, Mahan, and Suining He. "Naturalistic E-Scooter Maneuver Recognition with Federated Contrastive Rider Interaction Learning." Proceedings of the ACM on Interactive, Mobile, Wearable and Ubiquitous Technologies 6, no. 4 (December 21, 2022): 1–27. http://dx.doi.org/10.1145/3570345.
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Smart micromobility, particularly the electric (e)-scooters, has emerged as an important ubiquitous mobility option that has proliferated within and across many cities in North America and Europe. Due to the fast speed (say, ~15km/h) and ease of maneuvering, understanding how the micromobility rider interacts with the scooter becomes essential for the e-scooter manufacturers, e-scooter sharing operators, and rider communities in promoting riding safety and relevant policy or regulations. In this paper, we propose FCRIL, a novel Federated maneuver identification and Contrastive e-scooter Rider Interaction Learning system. FCRIL aims at: (i) understanding, learning, and identifying the e-scooter rider interaction behaviors during naturalistic riding (NR) experience (without constraints on the data collection settings); and (ii) providing a novel federated maneuver learning model training and contrastive identification design for our proposed rider interaction learning (RIL). Towards the prototype and case studies of FCRIL, we have harvested an NR behavior dataset based on the inertial measurement units (IMUs), e.g., accelerometer and gyroscope, from the ubiquitous smartphones/embedded IoT devices attached to the e-scooters. Based on the harvested IMU sensor data, we have conducted extensive data analytics to derive the relevant rider maneuver patterns, including time series, spectrogram, and other statistical features, for the RIL model designs. We have designed a contrastive RIL network which takes in these maneuver features with class-to-class differentiation for comprehensive RIL and enhanced identification accuracy. Furthermore, to enhance the dynamic model training efficiency and coping with the emerging micromobility rider data privacy concerns, we have designed a novel asynchronous federated maneuver learning module, which asynchronously takes in multiple sets of model gradients (e.g., based on the IMU data from the riders' smartphones) for dynamic RIL model training and communication overhead reduction. We have conducted extensive experimental studies with different smartphone models and stand-alone IMU sensors on the e-scooters. Our experimental results have demonstrated the accuracy and effectiveness of FCRIL in learning and recognizing the e-scooter rider maneuvers.
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Sunday, O. K. "The performance of the motorcycle rider behaviour questionnaire among commercial motorcycle riders in Nigeria." Injury Prevention 16, Supplement 1 (September 1, 2010): A194. http://dx.doi.org/10.1136/ip.2010.029215.691.
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Stephens, A. N., J. Brown, L. de Rome, M. R. J. Baldock, R. Fernandes, and M. Fitzharris. "The relationship between Motorcycle Rider Behaviour Questionnaire scores and crashes for riders in Australia." Accident Analysis & Prevention 102 (May 2017): 202–12. http://dx.doi.org/10.1016/j.aap.2017.03.007.
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Yuan, Quan, Xianguo Zhai, Wei Ji, Tiantong Yang, Yang Yu, and Shengnan Yu. "Correlation Analysis on Accident Injury and Risky Behavior of Vulnerable Road Users Based on Bayesian General Ordinal Logit Model." Sustainability 14, no. 23 (December 1, 2022): 16048. http://dx.doi.org/10.3390/su142316048.
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Crashes involving vulnerable road users (VRUs) are types of traffic accidents which take up a large proportion and cause lots of casualties. With methods of statistics and accident reconstruction, this research investigates 378 actual traffic collisions between vehicles and VRUs in China in 2021 to obtain human, vehicle, and road factors that affect the injury severity. The paper focuses on risky behaviors of VRUs and typical scenarios such as non-use of the crosswalk, violation of traffic lights, stepping into the motorway, and riding against traffic. Then, based on the Bayesian General Ordinal Logit model, influencing factors of injury severity in 168 VRU accidents are analyzed. Results demonstrate that the probability of death in an accident will rise when the motorist is middle-aged and the VRU is an e-bicycle rider; the probability of death in an accident will greatly decrease when the VRU bears minor responsibility. Therefore, middle-aged motorists and e-bicycle riders should strengthen safety consciousness and compliance with regulations to prevent accident and reduce injury for VRUs. In addition, helmet-wearing will help to reduce riders’ injuries. This research may provide ideas for intelligent vehicles to avoid collisions with risky VRUs.
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Ayres, Thomas J. "Analysis of Crash Reports for Recumbent Bicycles and Tricycles." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 63, no. 1 (November 2019): 1254–58. http://dx.doi.org/10.1177/1071181319631070.
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A survey collected 130 crash reports from riders of recumbent bicycles and tricycles, using questions and response categories consistent with data available for bicycle-associated injuries from the Consumer Product Safety Commission. From the results, it appears that recumbents and traditional bicycles are generally subject to the same crash contributory factors – primarily road conditions, rider behavior, and conflict with motor vehicles. Crashes with recumbent tricycles were more likely to involve riding on streets and conflicts with motor vehicles than for recumbent 2-wheelers. Comparison with data from an exposure survey suggest that 3-wheel recumbents may have considerably lower crash risk than 2-wheel recumbents.
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Buchari, Erika, Decky Octaviansyah, Muhammad Taslim Chairuddin, and Lisbeth Dolok Saribu. "PENGGUNAAN DRONE UNTUK MENDAPATKAN DATA KECELAKAAN LALU LINTAS." Journal of Indonesia Road Safety 1, no. 3 (December 31, 2018): 147. http://dx.doi.org/10.19184/korlantas-jirs.v1i3.14788.
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The awareness of using helmet is still far from the expectation. Often, the motorcycle riders and passengers do not use helmet. It is very dangerous for them and other travelers. However, it is not easy to find and analyze the riders that use or do not use helmet, furthermore to get data of the impact of using or not using helmet in the accident. One of the way to get such data is from “Zebra Operation”. Nowadays, the development of technology of Aerial Photo and geospatial data can be obtained from small format aerial photo. It can be obtained by the means of Unmanned Aerial Vehicle (UAV) with the attached camera on the UAV so that the geospatial data and motor riders without using helmet can be detected. Rider’s behavior can be observed by using UAV or Drone. The aim of this paper is to(1) find the method of observation the travel behavior of riders without using helmet which can endanger other traveler’s safety by using drone (2) find the method of finding the location of accident, type and cause of the accident as quick as possible by using drone. Finding of this paper is a reconstruction method of accident, geometric characteristics of the location, type and cause of the accident as quick as possible.
Kesadaran penggunaan helm saat ini masih jauh dari harapan. Seringkali terlihat pengendara sepeda motor dan penumpang yang diboncengnya tidak menggunakan helm. Hal ini sangat membahayakan keselamatannya dan keselamatan banyak orang disekitarnya.Tidak mudah untuk menganalisis jumlah pengguna helm dan pelanggaran lalu lintas, apalagi untuk mengetahui dampak tidak menggunakan helm terhadap korban kecelakaan lalu lintas. Suatu cara termudah untuk mendapatkan data adalah memanfaatkan data dari operasi Zebra. Dengan perkembangan teknologi foto udara, perolehan data permukaan bumi dapat dilakukan dengan menggunakan foto udara format kecil. Foto udara format kecil diperoleh dengan bantuan wahana pesawat udara tanpa awak atau Unmanned Aerial Vehicle dengan meletakkan kamera pada pesawat tersebut sehingga dapat diperoleh data permukaan bumi sesuai dengan yang direncanakan. Perilaku pengendara yang tidak menggunakan helm dan mengabaikan keselamatan diamati dengan menggunakan drone.Tujuan kajian ini adalah untuk:(1) menghasilkan metode pengamatan perilaku pengendara yang tidak menggunakan helm dan yang menyebabkan kecelakaan atau mengabaikan keselamatandengan menggunakan drone,dan (2) menghasilkan metode untuk mendapatkan data kecelakaan, lokasi jenis, dan penyebab kecelakaan secepat mungkin dengan menggunakan drone. Temuan dari paper ini adalah metoda rekonstruksi kecelakaan, karakteristik geometris lokasi, jenis dan penyebab kecelakaan sesegera mungkin.
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Michel, Pauline, Samir Bouaziz, Flavien Delgehier, and Stéphane Espié. "Rider in the Loop Dynamic Motorcycle Simulator: An Instrumentation Strategy Focused on Human Acceptability." Electronics 11, no. 17 (August 27, 2022): 2690. http://dx.doi.org/10.3390/electronics11172690.
Full textAbstract:
Human-in-the-loop driving simulation aims to create the illusion of driving by stimulating the driver’s sensory systems in as realistic conditions as possible. However, driving simulators can only produce a subset of the sensory stimuli that would be available in a real driving situation, depending on the degree of refinement of their design. This subset must be carefully chosen because it is crucial for human acceptability. Our focus is the design of a physical dynamic (i.e., motion-based) motorcycle-riding simulator. For its instrumentation, we focused on the rider acceptability of all sub-systems and the simulator as a whole. The significance of our work lies in this particular approach; the acceptability of the riding illusion for the rider is critical for the validity of any results acquired using a simulator. In this article, we detail the design of the hardware/software architecture of our simulator under this constraint; sensors, actuators, and dataflows allow us to (1) capture the rider’s actions in real-time; (2) render the motorcycle’s behavior to the rider; and (3) measure and study rider/simulated motorcycle interactions. We believe our methodology could be adopted by future designers of motorcycle-riding simulators and other human-in-the-loop simulators to improve their rendering (including motion) quality and acceptability.
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Anzulewicz, Ashley, Kate Fenner, Michelle Hyde, Susan Heald, Bibiana Burattini, Nicole Romness, Jessica McKenzie, Bethany Wilson, and Paul McGreevy. "The Impact of the Sex of Handlers and Riders on the Reported Social Confidence, Compliance and Touch Sensitivity of Horses in Their Care." Animals 11, no. 1 (January 8, 2021): 130. http://dx.doi.org/10.3390/ani11010130.
Full textAbstract:
Current evidence of how human sex-related differences in riders and handlers may influence horse behaviour is limited. The Equine Behaviour Assessment and Research Questionnaire (E-BARQ) was used to collect demographic data on riders and handlers (n = 1420) and behavioural data on their horses. It includes demographic items about the sex of the respondent and how frequently the horse has been ridden or handled by male and female humans. The questionnaire then gathers observations on the horse’s behaviour on the ground and under saddle or when driven. Using E-BARQ’s battery of 97 questions, the current study showed differences in ridden and non-ridden horse behaviour that were related to the sex of the rider or handler. Data were evaluated using multivariate analysis and revealed that horses handled by male humans were significantly more difficult to catch (t-value = −3.11; p = 0.002) and significantly more defensive when approached (t-value = −2.104; p = 0.035), but significantly less likely to pull on the reins/brace the neck or toss their head (t-value 1.980; p = 0.048) than horses handled more frequently by female humans. The differences found between male and female horse handlers suggest that sex is an important factor to consider when understanding equine behaviour. Our study explored reported differences in confidence, handling and working compliance and touch sensitivity among horses ridden and handled by male and female humans and suggested further research into how these differences are gendered.
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Anzulewicz, Ashley, Kate Fenner, Michelle Hyde, Susan Heald, Bibiana Burattini, Nicole Romness, Jessica McKenzie, Bethany Wilson, and Paul McGreevy. "The Impact of the Sex of Handlers and Riders on the Reported Social Confidence, Compliance and Touch Sensitivity of Horses in Their Care." Animals 11, no. 1 (January 8, 2021): 130. http://dx.doi.org/10.3390/ani11010130.
Full textAbstract:
Current evidence of how human sex-related differences in riders and handlers may influence horse behaviour is limited. The Equine Behaviour Assessment and Research Questionnaire (E-BARQ) was used to collect demographic data on riders and handlers (n = 1420) and behavioural data on their horses. It includes demographic items about the sex of the respondent and how frequently the horse has been ridden or handled by male and female humans. The questionnaire then gathers observations on the horse’s behaviour on the ground and under saddle or when driven. Using E-BARQ’s battery of 97 questions, the current study showed differences in ridden and non-ridden horse behaviour that were related to the sex of the rider or handler. Data were evaluated using multivariate analysis and revealed that horses handled by male humans were significantly more difficult to catch (t-value = −3.11; p = 0.002) and significantly more defensive when approached (t-value = −2.104; p = 0.035), but significantly less likely to pull on the reins/brace the neck or toss their head (t-value 1.980; p = 0.048) than horses handled more frequently by female humans. The differences found between male and female horse handlers suggest that sex is an important factor to consider when understanding equine behaviour. Our study explored reported differences in confidence, handling and working compliance and touch sensitivity among horses ridden and handled by male and female humans and suggested further research into how these differences are gendered.
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Joddy, Sulaeman Apka, Ida Wahyuni, and Bina Kurniawan. "HUBUNGAN ANTARA PERILAKU SAFETY RIDING DAN STRES KERJA TERHADAP KECELAKAAN KERJA PADA PENGENDARA OJEK ONLINE KOMUNITAS X TEMBALANG." Jurnal Kesehatan Masyarakat (Undip) 10, no. 2 (March 27, 2022): 213–18. http://dx.doi.org/10.14710/jkm.v10i2.32689.
Full textAbstract:
Traffic accidents are still a serious problem in Indonesia, where cases tend to increase every year. Motorcycles are the type of vehicle that dominates traffic accidents that occur. One group of motorcycle riders who have a high risk of having an accident is an online motorcycle taxi driver. For online motorcycle taxi drivers, traffic accidents are work accidents. This study aims to analyze the relationship between safety riding behavior and work stress on accidents among online motorcycle taxi drivers in the X Tembalang Community. A cross sectional approach and data analysis using the chi-square method. The data was taken using a questionnaire instrument with the number of samples determined through the total sampling method of 30 people. The results showed that as many as 53.3% of respondents had safe driving behavior and as many as 70% of respondents had moderate work stress levels and the rest had low work stress levels. There was a relationship between safety riding behavior and work accidents (p-value = 0.017), there was no relationship between work stress and work accidents (p-value = 0.389) on online motorcycle taxi drivers in the X Tembalang community. The company should supervise the implementation of rider partner safety riding and involve the driver partner in setting policies. Riders should also implement and remind each other about safety riding and keep in touch to create a good psychological work environment to reduce work stress levels.