Littérature scientifique sur le sujet « Powered Two Wheelers Safety »
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Articles de revues sur le sujet "Powered Two Wheelers Safety"
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Tiwari, Geetam. « Safety challenges of powered two-wheelers ». International Journal of Injury Control and Safety Promotion 22, no 4 (29 septembre 2015) : 281–83. http://dx.doi.org/10.1080/17457300.2015.1088997.
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Ramnath, B. Vijaya, K. Venkataraman, Selvaraj Venkatram, Sohil Thomas, Muthukumarasamy Maheshwaran et N. Dinesh. « Powered Two-Wheeler with Integrated Safety Using Recurdyn Multi-Body Dynamics ». Applied Mechanics and Materials 591 (juillet 2014) : 193–96. http://dx.doi.org/10.4028/www.scientific.net/amm.591.193.
Texte intégralRésumé :
- Powered Two Wheelers (PTW) are very sensitive to environmental conditions and advancement in two-wheeler safety has not kept pace with the advancement in two-wheelers. The objective of our research is to bring about an improved design for powered two wheelers, analyzing the changes through simulation and thereby improving the safety considerations. According to the databases referred regarding accidents in depth study, it is observed that two-wheelers top the chart in number of accidents by a big margin and these accidents causes more fatal injuries. To save the rider, this paper proposes to constraint the rider along with pillion to the vehicle using “Leg holding device“ and seat belt. Side airbags are employed to absorb the impact of accident. The present safety system saves the rider in frontal collisions, while this research also focuses on side collisions. ISO 13232 standard accident scenarios were followed. For simulation of scenarios multi body dynamics software called RecurDyn is used. The improvement in employing safety measures is compared with its absence and results are plotted.
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Savino, Giovanni, Roberto Lot, Matteo Massaro, Matteo Rizzi, Ioannis Symeonidis, Sebastian Will et Julie Brown. « Active safety systems for powered two-wheelers : A systematic review ». Traffic Injury Prevention 21, no 1 (2 janvier 2020) : 78–86. http://dx.doi.org/10.1080/15389588.2019.1700408.
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Šraml, Matjaž, Tomaž Tollazzi et Marko Renčelj. « Traffic safety analysis of powered two-wheelers (PTWs) in Slovenia ». Accident Analysis & ; Prevention 49 (novembre 2012) : 36–43. http://dx.doi.org/10.1016/j.aap.2011.12.013.
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Van Elslande, P., J. Y. Fournier et C. Parraud. « Powered two-wheelers in urban environment : A detailed accident analysis ». International Journal of Safety and Security Engineering 5, no 4 (31 décembre 2015) : 322–35. http://dx.doi.org/10.2495/safe-v5-n4-322-335.
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Rencelj, Marko, Tomaz Tollazzi, Saso Turnsek et Matjaz Sraml. « Measures for Improving Powered Two-Wheelers Riders’ Traffic Safety on Slovenian Roads ». Procedia - Social and Behavioral Sciences 53 (octobre 2012) : 645–54. http://dx.doi.org/10.1016/j.sbspro.2012.09.914.
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Van Elslande, Pierre. « The ITF/OECD Working Group on Powered Two-Wheelers Safety : Developing Guidelines for an Integrated Safety Strategy ». Procedia - Social and Behavioral Sciences 48 (2012) : 982–91. http://dx.doi.org/10.1016/j.sbspro.2012.06.1075.
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Brown, Laurie, Andrew Morris, Pete Thomas, Karthikeyan Ekambaram, Dimitris Margaritis, Ragnhild Davidse, Davide Shingo Usami et al. « Investigation of accidents involving powered two wheelers and bicycles – A European in-depth study ». Journal of Safety Research 76 (février 2021) : 135–45. http://dx.doi.org/10.1016/j.jsr.2020.12.015.
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Clabaux, Nicolas, Jean-Yves Fournier, Jean-Emmanuel Michel et Christophe Perrin. « Does filtering by powered two-wheelers present a risk for pedestrians in city centers ? » Journal of Transport & ; Health 13 (juin 2019) : 224–33. http://dx.doi.org/10.1016/j.jth.2019.02.001.
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Perco, Paolo. « Comparison between Powered Two-Wheeler and Passenger Car Free-Flow Speeds in Urban Areas ». Transportation Research Record : Journal of the Transportation Research Board 2074, no 1 (janvier 2008) : 77–84. http://dx.doi.org/10.3141/2074-10.
Texte intégralRésumé :
Accident data indicate that motorcyclists are a particularly vulnerable group of road users because they run a higher risk of being injured or killed in an accident than passenger car drivers. One of the countermeasures that can improve traffic safety for motorcyclists is an increase in awareness and knowledge about powered two-wheelers (PTWs) in the planning, construction, operation, and maintenance of new and existing roads. Road design standards and policies that regulate design process and safety evaluations are usually based on passenger car characteristics only. In particular, the passenger car operating speed is used as the critical input for design choices of geometric elements connected with traffic safety and as a performance measure to evaluate road design and consistency. Because the passenger car operating speed might not be representative of the PTW operating speed, this study compared the PTW and passenger car speed distributions in urban areas to establish definitively whether they are similar. The results showed that PTW speeds are always considerably higher than passenger car speeds and that the corresponding operating speeds are correlated. Therefore, a prediction equation to estimate the PTW operating speed starting from passenger car operating speed was developed for urban streets. This equation can help highway engineers to estimate expected PTW speeds that can be effectively used in the safety evaluations of new and existing roads where the significant presence of PTWs in the traffic flow suggests that this vehicle type should be considered.
Thèses sur le sujet "Powered Two Wheelers Safety"
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Savinoa, Giovanni, Roberto Lotc, Matteo Massaro, Matteo Rizzi, Ioannis Symeonidis, Sebastian Will et Julie Brown. « Active safety systems for powered two-wheelers : A systematic review ». Taylor & ; Francis, 2020. https://publish.fid-move.qucosa.de/id/qucosa%3A72237.
Texte intégralRésumé :
Objective: Active safety systems, of which antilock braking is a prominent example, are going to play an important role to improve powered two-wheeler (PTW) safety. This paper presents a systematic review of the scientific literature on active safety for PTWs. The aim was to list all systems under development, identify knowledge gaps and recognize promising research areas that require further efforts.
Methods: A broad search using “safety” as the main keyword was performed on Scopus, Web of Science and Google Scholar, followed by manual screening to identify eligible papers that underwent a full-text review. Finally, the selected papers were grouped by general technology type and analyzed via structured form to identify the following: specific active safety system, study type, outcome type, population/sample where applicable, and overall findings.
Results: Of the 8,000 papers identified with the initial search, 85 were selected for full-text review and 62 were finally included in the study, of which 34 were journal papers. The general technology types identified included antilock braking system, autonomous emergency braking, collision avoidance, intersection support, intelligent transportation systems, curve warning, human machine interface systems, stability control, traction control, and vision assistance. Approximately one third of the studies considered the design and early stage testing of safety systems (n. 22); almost one fourth (n.15) included evaluations of system effectiveness.
Conclusions: Our systematic review shows that a multiplicity of active safety systems for PTWs were examined in the scientific literature, but the levels of development are diverse. A few systems are currently available in the series production, whereas other systems are still at the level of early-stage prototypes. Safety benefit assessments were conducted for single systems, however, organized comparisons between systems that may inform the prioritization of future research are lacking. Another area of future analysis is on the combined effects of different safety systems, that may be capitalized for better performance and to maximize the safety impact of new technologies.
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Blackman, Ross Alexander. « The increased popularity of mopeds and motor scooters : exploring usage patterns and safety outcomes ». Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/52685/1/Ross_Blackman_Thesis.pdf.
Texte intégralRésumé :
Increased use of powered two-wheelers (PTWs) often underlies increases in the number of reported crashes, promoting research into PTW safety. PTW riders are overrepresented in crash and injury statistics relative to exposure and, as such, are considered vulnerable road users. PTW use has increased substantially over the last decade in many developed countries. One such country is Australia, where moped and scooter use has increased at a faster rate than motorcycle use in recent years. Increased moped use is particularly evident in the State of Queensland which is one of four Australian jurisdictions where moped riding is permitted for car licence holders and a motorcycle licence is not required.
A moped is commonly a small motor scooter and is limited to a maximum design speed of 50 km/h and a maximum engine cylinder capacity of 50 cubic centimetres. Scooters exceeding either of these specifications are classed as motorcycles in all Australian jurisdictions.
While an extensive body of knowledge exists on motorcycle safety, some of which is relevant to moped and scooter safety, the latter PTW types have received comparatively little focused research attention. Much of the research on moped safety to date has been conducted in Europe where they have been popular since the mid 20th century, while some studies have also been conducted in the United States. This research is of limited relevance to Australia due to socio-cultural, economic, regulatory and environmental differences. Moreover, while some studies have compared motorcycles to mopeds in terms of safety, no research to date has specifically examined the differences and similarities between mopeds and larger scooters, or between larger scooters and motorcycles.
To address the need for a better understanding of moped and scooter use and safety, the current program of research involved three complementary studies designed to achieve the following aims: (1) develop better knowledge and understanding of moped and scooter usage trends and patterns; and (2) determine the factors leading to differences in moped, scooter and motorcycle safety.
Study 1 involved six-monthly observations of PTW types in inner city parking areas of Queensland’s capital city, Brisbane, to monitor and quantify the types of PTW in use over a two year period. Study 2 involved an analysis of Queensland PTW crash and registration data, primarily comparing the police-reported crash involvement of mopeds, scooters and motorcycles over a five year period (N = 7,347). Study 3 employed both qualitative and quantitative methods to examine moped and scooter usage in two components: (a) four focus group discussions with Brisbane-based Queensland moped and scooter riders (N = 23); and (b) a state-wide survey of Queensland moped and scooter riders (N = 192).
Study 1 found that of the PTW types parked in inner city Brisbane over the study period (N = 2,642), more than one third (36.1%) were mopeds or larger scooters. The number of PTWs observed increased at each six-monthly phase, but there were no significant changes in the proportions of PTW types observed across study phases. There were no significant differences in the proportions or numbers of PTW type observed by season.
Study 2 revealed some important differences between mopeds, scooters and motorcycles in terms of safety and usage through analysis of crash and registration data. All Queensland PTW registrations doubled between 2001 and 2009, but there was an almost fifteen-fold increase in moped registrations. Mopeds subsequently increased as a proportion of Queensland registered PTWs from 1.2 percent to 8.8 percent over this nine year period. Moped and scooter crashes increased at a faster rate than motorcycle crashes over the five year study period from July 2003 to June 2008, reflecting their relatively greater increased usage. Crash rates per 10,000 registrations for the study period were only slightly higher for mopeds (133.4) than for motorcycles and scooters combined (124.8), but estimated crash rates per million vehicle kilometres travelled were higher for mopeds (6.3) than motorcycles and scooters (1.7). While the number of crashes increased for each PTW type over the study period, the rate of crashes per 10,000 registrations declined by 40 percent for mopeds compared with 22 percent for motorcycles and scooters combined.
Moped and scooter crashes were generally less severe than motorcycle crashes and this was related to the particular crash characteristics of the PTW types rather than to the PTW types themselves. Compared to motorcycle and moped crashes, scooter crashes were less likely to be single vehicle crashes, to involve a speeding or impaired rider, to involve poor road conditions, or to be attributed to rider error. Scooter and moped crashes were more likely than motorcycle crashes to occur on weekdays, in lower speed zones and at intersections. Scooter riders were older on average (39) than moped (32) and motorcycle (35) riders, while moped riders were more likely to be female (36%) than scooter (22%) or motorcycle riders (7%). The licence characteristics of scooter and motorcycle riders were similar, with moped riders more likely to be licensed outside of Queensland and less likely to hold a full or open licence. The PTW type could not be identified in 15 percent of all cases, indicating a need for more complete recording of vehicle details in the registration data.
The focus groups in Study 3a and the survey in Study 3b suggested that moped and scooter riders are a heterogeneous population in terms of demographic characteristics, riding experience, and knowledge and attitudes regarding safety and risk. The self-reported crash involvement of Study 3b respondents suggests that most moped and scooter crashes result in no injury or minor injury and are not reported to police. Study 3 provided some explanation for differences observed in Study 2 between mopeds and scooters in terms of crash involvement. On the whole, scooter riders were older, more experienced, more likely to have undertaken rider training and to value rider training programs. Scooter riders were also more likely to use protective clothing and to seek out safety-related information.
This research has some important practical implications regarding moped and scooter use and safety. While mopeds and scooters are generally similar in terms of usage, and their usage has increased, scooter riders appear to be safer than moped riders due to some combination of superior skills and safer riding behaviour. It is reasonable to expect that mopeds and scooters will remain popular in Queensland in future and that their usage may further increase, along with that of motorcycles. Future policy and planning should consider potential options for encouraging moped riders to acquire better riding skills and greater safety awareness. While rider training and licensing appears an obvious potential countermeasure, the effectiveness of rider training has not been established and other options should also be strongly considered. Such options might include rider education and safety promotion, while interventions could also target other road users and urban infrastructure.
Future research is warranted in regard to moped and scooter safety, particularly where the use of those PTWs has increased substantially from low levels. Research could address areas such as rider training and licensing (including program evaluations), the need for more detailed and reliable data (particularly crash and exposure data), protective clothing use, risks associated with lane splitting and filtering, and tourist use of mopeds. Some of this research would likely be relevant to motorcycle use and safety, as well as that of mopeds and scooters.
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Rowden, Peter John. « Development and formative evaluation of a motorcycle rider training intervention to address risk taking ». Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/64240/1/Peter_Rowden_Thesis.pdf.
Texte intégralRésumé :
The need to address on-road motorcycle safety in Australia is important due to the disproportionately high percentage of riders and pillions killed and injured each year. One approach to preventing motorcycle-related injury is through training and education. However, motorcycle rider training lacks empirical support as an effective road safety countermeasure to reduce crash involvement. Previous reviews have highlighted that risk-taking is a contributing factor in many motorcycle crashes, rather than merely a lack of vehicle-control skills (Haworth & Mulvihill, 2005; Jonah, Dawson & Bragg, 1982; Watson et al, 1996). Hence, though the basic vehicle-handling skills and knowledge of road rules that are taught in most traditional motorcycle licence training programs may be seen as an essential condition of safe riding, they do not appear to be sufficient in terms of crash reduction. With this in mind there is considerable scope for the improvement of program focus and content for rider training and education. This program of research examined an existing traditional pre-licence motorcycle rider training program and formatively evaluated the addition of a new classroom-based module to address risky riding; the Three Steps to Safer Riding program. The pilot program was delivered in the real world context of the Q-Ride motorcycle licensing system in the state of Queensland, Australia. Three studies were conducted as part of the program of research: Study 1, a qualitative investigation of delivery practices and student learning needs in an existing rider training course; Study 2, an investigation of the extent to which an existing motorcycle rider training course addressed risky riding attitudes and motives; and Study 3, a formative evaluation of the new program.
A literature review as well as the investigation of learning needs for motorcyclists in Study 1 aimed to inform the initial planning and development of the Three Steps to Safer Riding program. Findings from Study 1 suggested that the training delivery protocols used by the industry partner training organisation were consistent with a learner-centred approach and largely met the learning needs of trainee riders. However, it also found that information from the course needs to be reinforced by on-road experiences for some riders once licensed and that personal meaning for training information was not fully gained until some riding experience had been obtained. While this research informed the planning and development of the new program, a project team of academics and industry experts were responsible for the formulation of the final program. Study 2 and Study 3 were conducted for the purpose of formative evaluation and program refinement.
Study 2 served primarily as a trial to test research protocols and data collection methods with the industry partner organisation and, importantly, also served to gather comparison data for the pilot program which was implemented with the same rider training organisation. Findings from Study 2 suggested that the existing training program of the partner organisation generally had a positive (albeit small) effect on safety in terms of influencing attitudes to risk taking, the propensity for thrill seeking, and intentions to engage in future risky riding. However, maintenance of these effects over time and the effects on riding behaviour remain unclear due to a low response rate upon follow-up 24 months after licensing.
Study 3 was a formative evaluation of the new pilot program to establish program effects and possible areas for improvement. Study 3a examined the short term effects of the intervention pilot on psychosocial factors underpinning risky riding compared to the effects of the standard traditional training program (examined in Study 2). It showed that the course which included the Three Steps to Safer Riding program elicited significantly greater positive attitude change towards road safety than the existing standard licensing course. This effect was found immediately following training, and mean scores for attitudes towards safety were also maintained at the 12 month follow-up. The pilot program also had an immediate effect on other key variables such as risky riding intentions and the propensity for thrill seeking, although not significantly greater than the traditional standard training. A low response rate at the 12 month follow-up unfortunately prevented any firm conclusions being drawn regarding the impact of the pilot program on self-reported risky riding once licensed.
Study 3a further showed that the use of intermediate outcomes such as self-reported attitudes and intentions for evaluation purposes provides insights into the mechanisms underpinning risky riding that can be changed by education and training. A multifaceted process evaluation conducted in Study 3b confirmed that the intervention pilot was largely delivered as designed, with course participants also rating most aspects of training delivery highly.
The complete program of research contributed to the overall body of knowledge relating to motorcycle rider training, with some potential implications for policy in the area of motorcycle rider licensing. A key finding of the research was that psychosocial influences on risky riding can be shaped by structured education that focuses on awareness raising at a personal level and provides strategies to manage future riding situations. However, the formative evaluation was mainly designed to identify areas of improvement for the Three Steps to Safer Riding program and found several areas of potential refinement to improve future efficacy of the program. This included aspects of program content, program delivery, resource development, and measurement tools. The planned future follow-up of program participants' official crash and traffic offence records over time may lend further support for the application of the program within licensing systems. The findings reported in this thesis offer an initial indication that the Three Steps to Safer Riding is a useful resource to accompany skills-based training programs.
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Prabhakar, Yadu. « Detection and counting of Powered Two Wheelers in traffic using a single-plane Laser Scanner ». Phd thesis, INSA de Rouen, 2013. http://tel.archives-ouvertes.fr/tel-00973472.
Texte intégralRésumé :
The safety of Powered Two Wheelers (PTWs) is important for public authorities and roadadministrators around the world. Recent official figures show that PTWs are estimated to represent only 2% of the total traffic but represent 30% of total deaths on French roads. However, as these estimated figures are obtained by simply counting the number plates registered, they do not give a true picture of the PTWs on the road at any given moment. This dissertation comes under the project METRAMOTO and is a technical applied research work and deals with two problems: detection of PTWsand the use of a laser scanner to count PTWs in the traffic. Traffic generally contains random vehicles of unknown nature and behaviour such as speed,vehicle interaction with other users on the road etc. Even though there are several technologies that can measure traffic, for example radars, cameras, magnetometers etc, as the PTWs are small-sized vehicles, they often move in between lanes and at quite a high speed compared to the vehicles moving in the adjacent lanes. This makes them difficult to detect. the proposed solution in this research work is composed of the following parts: a configuration to install the laser scanner on the road is chosen and a data coherence method is introduced so that the system is able to detect the road verges and its own height above the road surface. This is validated by simulator. Then the rawd ata obtained is pre-processed and is transform into the spatial temporal domain. Following this, an extraction algorithm called the Last Line Check (LLC) method is proposed. Once extracted, the objectis classified using one of the two classifiers either the Support Vector Machine (SVM) or the k-Nearest Neighbour (KNN). At the end, the results given by each of the two classifiers are compared and presented in this research work. The proposed solution in this research work is a propototype that is intended to be integrated in a real time system that can be installed on a highway to detect, extract, classify and counts PTWs in real time under all traffic conditions (traffic at normal speeds, dense traffic and even traffic jams).
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Coquelet, Cécile. « Les différences de sexe chez les conducteurs de deux roues motorisés : approches sociologique et psycho-sociale ». Thesis, Aix-Marseille, 2018. http://www.theses.fr/2018AIXM0195/document.
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L’accidentalité des conducteurs de 2RM est au cœur des préoccupations de sécurité routière. Ce travail de thèse vise à apporter des connaissances sur les différences de sexe et de conformité aux stéréotypes de sexe au sein de cette communauté très masculine. Il a été montré que les femmes motocyclistes avaient des taux d’accidents corporels ou mortels bien inférieurs à ceux des hommes. Les résultats montrent que les comportements à risque accidentels des hommes et des femmes motocyclistes sont proches, hormis pour les comportements les plus risqués. Il a aussi été montré que le type de motocyclette avait un effet plus important que le sexe sur les comportements à risques accidentels. De plus, il a été montré que les motocyclistes se conforment aux stéréotypes de sexe qui leurs sont associés et que la masculinité renforce la prise de risque et la transgression des règles, cette relation étant expliquée par les motivations à conduire un 2RM. Enfin, ce travail a montré que les stéréotypes de sexe associés à la conduite d’une motocyclette existent déjà chez les adolescents dès 11 ans. Ce travail de thèse montre donc des différences significatives entre hommes et femmes conducteurs de 2RM, autant au niveau de leur accidentalité que de leurs prises de risque. De plus, des stéréotypes de sexe existent bien pour cette population spécifique d’usagers de la route. Ces travaux permettent d’avoir une connaissance plus fine des comportements des conducteurs de 2RM, et d’enrichir la réflexion sur des actions possibles en matière d’éducation routière, en ciblant les sous-populations les plus à risque chez les conducteurs de 2RMThe powered two-wheelers (PTW) riders’ accidentality is at the heart of road safety issues. This PhD thesis is part of a comprehensive approach to generate knowledge on sex differences and sex stereotypes conformity within this very masculine stereotyped community. It first showed that female motorcyclists have much lower injury crashes and fatalities rates than males. A first study showed that males declared more intentional risky behaviors and female more non-intentional risky behaviors. A second study showed that the PTW type chosen had a more important effect on the aberrant behaviors than sex. A third study showed that individuals who conformed to masculine stereotypes declared more violations than those who conformed to feminine stereotypes (declared more lapses), whatever their sex. Motivations to ride a PTW explaining this relation. Finally, this work showed that sex stereotypes associated with motorcycle riding already existed on the adolescent population, from the age of 11, even if they are themselves moped riders or if at least one of their parents is a rider. As a conclusion, significant differences between male and female PTW riders were revealed, in terms of accidentology and risk taking. These differences are linked to the riders’ conformity to their sex group and to the effects of this conformity on their motivations to ride a PTW. Moreover, it also showed that sex stereotypes exist for this specific road users’ population. This work led to a more detailed understanding of PTW riders’ aberrant behaviors, and to enrich the thinking for actions with regard to road safety education and prevention
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Assmayr, H., D. Geyer et G. Schwab. « Autonomes Fahren ist der Trend der Zukunft ». Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2016. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-211616.
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FACTS
- Founded in July 2008
- Meanwhile about to 250 employees. The team structure is characterized by a big number of very experienced engineers
- AVL Software and Functions GmbH creates prototyping and serial solutions (software and hardware) for different applications in the fields of for example passenger cars, racing, two wheelers, light and heavy duty vehicles
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- 100% integrated into the worldwide AVL network
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Gashaw, Sosina Mengistu. « Modélisation de trafic routier hétérogène pour systèmes de transport intelligents ». Thesis, Université Côte d'Azur (ComUE), 2018. http://www.theses.fr/2018AZUR4202/document.
Texte intégralRésumé :
Cette dissertation modélise et analyse les flux de trafic hétérogènes, avec une attention particulière portée à la circulation de voitures et de deux-roues. L'augmentation du nombre de congestions de trafic a forcé les personnes désirant se déplacer à se diriger vers les le deux-roues (appelé ici PTWs = powered two wheelers), comme les motos, les mopeds et les scooters, du fait de leur facilité de manoeuvre et leur efficacité dans l'espace. L'augmentation du nombre de PTWs combinée au caractère unique de certaines de leurs fonctionnalités a résulté en un trafic complexe, donc les particularités sont difficiles à recréer avec les approches de modélisation existantes. Nous développerons ici un modele analytique permettant de reproduire de manière pertinente les particularités d'un flux de véhicules mêlant à la fois les voitures et les deux-roues. Le trafic se décompose en deux classes de véhicules : les PTWs et les voitures. Les propriétés fondamentales sont déduites en employant une approche "porous flow". On suppose que la vitesse d'un véhicule d’une certaine classe est dictée par les propriétés physiques et motrices du véhicule, ainsi que la distribution d'espace vide sur la route. Nous proposons une méthode d'approximation pour dériver la distribution d'espace vide. Dans le but d'explorer plus largement les caractéristiques du flux de trafic notamment requis par les applications de système de transport intelligent (ITS), nous formulons le modèle dans les cadres lagrangien et eulérien. Puis, nous feront appel à une méthode numérique pour la discrétisation du modèle mathématique. Se basant sur le modèle développé nous analyserons les caractéristiques du flux de trafic pour en identifier les propriétés les plus importantes qui nous permettrons de prédire de futures ITS applications et d'organisations du trafic. La possibilité d'appliquer le modèle pour les différentes ITS applications est illustrée par des exemples. Finalement, le modèle développé est validé à l'aide de l'outil de microsimulationThis dissertation models and analyzes heterogeneous traffic flow, with a particular focus on mixed traffic flow consisting of cars and two-wheelers. The increase in traffic congestion induces commuters to switch to powered two wheelers (PTWs), i.e. motorcycle, mopeds and scooters, because of their high maneuverability and space efficiency. The growth in number of PTWs, combined with their unique mobility features, results in complex traffic characteristics which are difficult to recreate with the existing modeling approaches. We develop an analytical model that can accurately reproduce the traffic features in a mixed flow of cars and PTWs. The traffic stream is decomposed into two vehicle classes, PTWs and cars. The fundamental properties are derived by employing a porous flow approach. It is assumed that the speed of a vehicle class is dictated by the physical and motion properties of the vehicle class, and the distribution of free spaces on the road. We propose an approximation method to derive the free-space distribution. In order to explore broader aspects of the traffic flow characteristics, notably required by intelligent transport system (ITS) applications, we formulate the model in the Lagrangian and the Eulerian frameworks. Further, we provide a numerical method for the discretization of the mathematical model. We analyze the flow characteristics of mixed PTWs and cars traffic and identify important properties, which give insights for future ITS solutions and traffic policy makers. The applicability of the model for different ITS applications is illustrated. Finally, the developed model is validated using a microsimulation tool
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Cherta, Ballester Oscar. « Evaluation biomécanique d'un dispositif de protection airbag pour motocycliste ». Thesis, Aix-Marseille, 2020. http://www.theses.fr/2020AIXM0207.
Texte intégralRésumé :
Les usagers des deux-roues motorisés (2RM) représentent 28% de la mortalité routière dans le monde et 18% dans l'Union Européenne. Fournir des équipements de protection efficaces aux motocyclistes apparaît essentiel pour réduire leur mortalité et morbidité. Les gilets airbag visent à protéger le tronc du motocycliste, mais évaluer l’efficacité de ces dispositifs reste complexe en raison de sa dépendance à de nombreux facteurs liés à l’accident et à l’airbag lui-même. L’objectif de ce projet est de mieux comprendre la traumatologie en 2RM afin de proposer une méthode d’évaluation pertinente des dispositifs airbag permettant de quantifier sa capacité de protection et d’améliorer sa conception et son développement. Ce travail est divisé en trois grands volets:1. Les études épidemiologique et accidentologique ont permis d’identifier le thorax comme la région du tronc la plus vulnérable et les accidents contre voiture comme les plus fréquents. 2. La simulation multicorps a montré que lors d’un accident les chocs du tronc contre la voiture sont plus fréquents et sévères que les impacts contre le sol. La région frontale du thorax est la zone du tronc la plus touchée et dont les impacts sont les plus sévères.3. La simulation en éléments finis focalisée sur le motocycliste a permis de développer une nouvelle méthode pour évaluer les capacités de protection des gilets airbag dans des conditions d'impact représentatives des accidents en 2RM. Basée sur les critères de blessure de la littérature, notre méthode a montré l’efficacité du dispositif airbag à atténuer les lésions de la cage thoracique et des organes internes ainsi que les bénéfices lorsqu’il est porté sous une vestePowered two-wheelers (PTW) users represent 28% of world traffic fatalities and 18% of traffic deaths in the European Union. Provide effective protective equipment for motorcyclists seems critical to reduce their mortality and morbidity. Wearable airbag protectors aim to protect the trunk of the motorcyclist, but evaluating the effectiveness of these safety devices remains complex due to its dependence on many factors related to the accident and to the airbag itself.The objective of this research project is to better understand motorcyclist trunk trauma in order to propose a relevant evaluation method for the improvement of wearable airbag protectors’ design and development. This work is divided into three main parts:1. Epidemiological and accidentological studies allowed identifying the thorax as the most vulnerable region of the trunk and collisions with cars as the most frequent accident scenarios.2. Multibody simulations showed that during the accident, trunk impacts with the car are more frequent and more severe than impacts against the ground. The frontal region of the thorax is the most impacted zone of the trunk and sustains the most severe impacts.3. Finite element simulations focused on the motorcyclist allowed developing a new method to evaluate the protection capacities of wearable airbag protectors against realistic impact conditions.Based on injury criteria from the literature, our method showed the effectiveness of the airbag device in mitigating ribcage and internal organ injuries as well as the benefits of wearing the protector under a motorcycle jacket
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Smaiah, Sarra. « Système de reconstruction de trajectoire pour véhicules deux roues motorisés ». Thesis, université Paris-Saclay, 2020. http://www.theses.fr/2020UPASS022.
Texte intégralRésumé :
Les conducteurs des véhicules deux roues motorisés sont considérés parmi les usagers de la route les plus vulnérables, comme en témoigne le nombre d'accidents, en augmentation chaque année. Le nombre important des décès relatifs aux véhicules seuls « sans tiers identifié » est lié à la perte de contrôle dans les virages. Ces travaux de thèse reposent sur une plate-forme moto instrumentée avec un système multi-capteurs. Nous avons proposé des algorithmiques pour reconstruire avec précision les trajectoires des motos lors de la négociation des virages. Ce système est destiné à évaluer et examiner de manière objective le comportement des conducteurs lors de prise de virages afin de mieux les former. L’objectif est de les amener à adopter une trajectoire de sécurité pour améliorer la sécurité routière. Les données nécessaires à la reconstruction de trajectoire sont acquises à l’aide d’une moto instrumentée embarquant plusieurs capteurs redondants (capteurs de référence et capteurs à faible coût) qui mesurent les actions du conducteur (roulis, direction) et le comportement de la moto (position, vitesse, accélération, odométrie, cap et attitude). Ce travail s’inscrit dans le cadre d’un projet ANR VIROLO ++. La solution que nous avons proposé a permis de reconstruire les trajectoires des motos dans les virages avec une précision acceptable. L'algorithme développé sera utilisé afin d'évaluer et examiner de manière objective la manière dont les conducteurs négocient les virages. Le système embarqué portant cet algorithme peut être utilisé pour la formation initiale et l’entraînement afin de mieux former les conducteurs de motos à estimer une trajectoire sûre et à assurer ainsi une sécurité lors de la prise de viragesThe drivers of Powered Two Wheels vehicles are considered among the most vulnerable road users, as attested by the number of crashes increasing every year. The significant part of mortalities related to single vehicle “without identifying a third party” is related to the loss of control in bends. These thesis work is based on an instrumented motorcycle platform with a multi-sensor system. We have proposed algorithms to accurately reconstruct motorcycle trajectories achieved when negotiating bends. This system is intended to objectively evaluate and examine the behavior of drivers when negotiating bends in order to better train them. The goal is to lead them to adopt a safe trajectory in order to improve the road safety. Data required for the trajectory reconstruction are acquired using an instrumented motorcycle embedding several redundant sensors (reference sensors and low-cost sensors) that measure the rider’s actions (roll, steering) and the motorcycle behavior (position, velocity, acceleration, odometry, heading and attitude). This work is a part of the ARN project VIROLO++. The solution we have proposed allows to reconstruct bikes trajectories in bends with acceptable accuracy. The developed algorithm will be used to objectively evaluate and examine how riders negotiate bends. The embedded system carrying this algorithm can be used for the initial training and retraining in order to better train motorcycle drivers to estimate a safe trajectory and thus ensure safety when taking bends
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Attal, Ferhat. « Classification de situations de conduite et détection des événements critiques d'un deux roues motorisé ». Thesis, Paris Est, 2015. http://www.theses.fr/2015PEST1003/document.
Texte intégralRésumé :
L'objectif de cette thèse est de développer des outils d'analyse de données recueillies sur les deux roues motorisés (2RMs). Dans ce cadre, des expérimentations sont menées sur des motos instrumentés dans un contexte de conduite réelle incluant à la fois des conduites normales dites naturelles et des conduites à risques (presque chute et chute). Dans la première partie de la thèse, des méthodes d'apprentissage supervisé ont été utilisées pour la classification de situations de conduite d'un 2RM. Les approches développées dans ce contexte ont montré l'intérêt de prendre en compte l'aspect temporel des données dans la conduite d'un 2RM. A cet effet, nous avons montré l'efficacité des modèles de Markov cachés. La seconde partie de cette thèse porte sur le développement d'outils de détection et de classification hors ligne des évènements critiques de conduite, ainsi que, la détection en ligne des situations de chute d'un 2RM. L'approche proposée pour la détection hors ligne des évènements critiques de conduite repose sur l'utilisation d'un modèle de mélange de densités gaussiennes à proportions logistiques. Ce modèle sert à la segmentation non supervisée des séquences de conduite. Des caractéristiques extraites du paramètre du modèle de mélange sont utilisées comme entrées d'un classifieur pour classifier les évènements critiques. Pour la détection en ligne de chute, une méthode simple de détection séquentielle d'anomalies basée sur la carte de contrôle MCUSUM a été proposée. Les résultats obtenus sur une base de données réelle ont permis de montrer l'efficacité des méthodologies proposées à la fois pour la classification de situations de conduite et à la détection des évènements critiques de conduiteThis thesis aims to develop framework tools for analyzing and understanding the riding of Powered Two Wheelers (PTW). Experiments are conducted using instrumented PTW in real context including both normal (naturalistic) riding behaviors and critical riding behaviors (near fall and fall). The two objectives of this thesis are the riding patterns classification and critical riding events detection. In the first part of this thesis, a machine-learning framework is used for riding pattern recognition problem. Therefore, this problem is formulated as a classification task to identify the class of riding patterns. The approaches developed in this context have shown the interest to take into account the temporal aspect of the data in PTW riding. Moreover, we have shown the effectiveness of hidden Markov models for such problem. The second part of this thesis focuses on the development of the off-line detection and classification of critical riding events tools and the on-line fall detection. The problem of detection and classification of critical riding events has been performed towards two steps: (1) the segmentation step, where the multidimensional time of data were modeled and segmented by using a mixture model with quadratic logistic proportions; (2) the classification step, which consists in using a pattern recognition algorithm in order to assign each event by its extracted features to one of the three classes namely Fall, near Fall and Naturalistic riding. Regarding the fall detection problem, it is formulated as a sequential anomaly detection problem. The Multivariate CUmulative SUM (MCUSUM) control chart was applied on the data collected from sensors mounted on the motorcycle. The obtained results on a real database have shown the effectiveness of the proposed methodology for both riding pattern recognition and critical riding events detection problems
Livres sur le sujet "Powered Two Wheelers Safety"
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Association, Motorcycle Industry. Powered two wheelers : The SMART choice in local transport plans : a policy resource kit. Coventry : Motorcycle Industry Association, 1999.
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Sinclair, Timothy J. To the Brink of Destruction. Cornell University Press, 2021. http://dx.doi.org/10.7591/cornell/9781501760242.001.0001.
Texte intégralRésumé :
This book exposes how America's rating agencies helped generate the global financial crisis of 2007 and beyond, surviving and thriving in the aftermath. Despite widespread scrutiny, rating agencies continued to operate on the same business model and wield extraordinary power, exerting extensive influence over public policy. This book brings the shadowy corners of this story to life by examining congressional testimony, showing how the wheels of accountability turned—and ultimately failed—during the crisis. The book asks how and why the agencies risked their lucrative franchise by aligning so closely with a process of financial innovation that came undone during the crisis. What it finds is that key institutions, including the agencies, changed from being judges to being advocates years before the crisis, eliminating a vital safety valve meant to hinder financial excess. The author's investigation offers a clear, accessible explanation of structured finance and how it works. The book avoids tired accusations, instead providing novel insight into the role rating agencies played in the worst crisis of modern global capitalism.
Chapitres de livres sur le sujet "Powered Two Wheelers Safety"
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Van Elslande, Pierre, Veronique Feypell-de la Beaumelle, James Holgate, Kris Redant, Hélène de Solère, Dimitris Margaritis, George Yannis et al. « Mobility and Safety of Powered Two-Wheelers in OECD Countries ». Dans Traffic Safety, 101–17. Hoboken, NJ, USA : John Wiley & Sons, Inc., 2016. http://dx.doi.org/10.1002/9781119307853.ch7.
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Lovato, Stefano, Matteo Bova, Matteo Massaro, Mauro Andriollo et Roberto Lot. « Active Steering Assistant for Powered Two-Wheelers : Hardware Prototyping and Results ». Dans Mechanisms and Machine Science, 361–69. Cham : Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-10776-4_42.
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Leyli-abadi, Milad, Abderrahmane Boubezoul et Stéphane Espié. « Road Patterns Identification and Risk Analysis Based on Machine Learning Framework : Powered Two-Wheelers Case ». Dans Lecture Notes in Computer Science, 584–93. Cham : Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-62365-4_57.
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Vinckx, Luc, et Huw Davies. « Courses of Action for Improving the Safety of the Powered Cycle ». Dans Small Electric Vehicles, 17–27. Cham : Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-65843-4_2.
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AbstractThis paper explores the possibility to include a number of safety features from passenger cars in powered cycles with three or four wheels, whilst complying with the legal definitions and requirements, and also the legal conditions to use the bicycle lanes. The differences between technical specifications contained within EU law for pedal cycle with pedal assistance, powered cycles, quadricycles and passenger cars will be explained. Further, examples of traffic code rules with respect to the use of bicycle lanes in different countries will be discussed. Finally, the need for new safety criteria for powered cycles, replacing the existing power limit, is highlighted. In addition to the above, the need for a different technical approach to deal with the stability of 1 m wide e-bikes with a vehicle height similar to a mainstream passenger car will be discussed.
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Will, Sebastian. « A New Approach to Investigate Powered Two Wheelers’ Interactions with Passenger Car Drivers : the Motorcycle – Car Multi-Driver Simulation ». Dans UR:BAN Human Factors in Traffic, 393–402. Wiesbaden : Springer Fachmedien Wiesbaden, 2017. http://dx.doi.org/10.1007/978-3-658-15418-9_22.
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Blaizot, Stéphanie, Francis Papon, Mohamed Mouloud Haddak et Emmanuelle Amoros. « Risk of Road Traffic Injuries for Pedestrians, Cyclists, Car Occupants and Powered Two-Wheel Users, based on a Road Trauma Registry and Travel Surveys, Rhône, France ». Dans Traffic Safety, 69–85. Hoboken, NJ, USA : John Wiley & Sons, Inc., 2016. http://dx.doi.org/10.1002/9781119307853.ch5.
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« Motorcyclists and Rideres of Other Powered Two-Wheelers ». Dans Traffic Safety and Human Behavior, 657–94. Emerald Group Publishing Limited, 2007. http://dx.doi.org/10.1108/9780080555874-016.
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« Motorcyclists and Riders of Other Powered Two-Wheelers (PTWs) ». Dans Traffic Safety and Human Behavior, 927–82. Emerald Publishing Limited, 2017. http://dx.doi.org/10.1108/978-1-78635-221-720162016.
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Chang, Fangrong, Helai Huang et Md Mazharul Haque. « Powered Two- and Three-Wheeler Safety ». Dans International Encyclopedia of Transportation, 443–50. Elsevier, 2021. http://dx.doi.org/10.1016/b978-0-08-102671-7.10156-3.
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« Developing and implementing an integrated road safety strategy for powered two-wheelers ». Dans ITF Research Reports, 175–96. OECD, 2015. http://dx.doi.org/10.1787/9789282107942-11-en.
Texte intégralActes de conférences sur le sujet "Powered Two Wheelers Safety"
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Bekiaris, Evangelos D., Andrea Spadoni et Stella I. Nikolaou. « SAFERIDER Project : New safety and comfort in Powered Two Wheelers ». Dans 2009 2nd Conference on Human System Interactions (HSI). IEEE, 2009. http://dx.doi.org/10.1109/hsi.2009.5091045.
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Van Elslande, P., J. Y. Fournier et C. Parraud. « The safety problems met by powered two-wheelers in urban traffic ». Dans URBAN TRANSPORT 2014. Southampton, UK : WIT Press, 2014. http://dx.doi.org/10.2495/ut140401.
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RAGNOLI, ANTONELLA, MARIA VITTORIA CORAZZA, PAOLA DI MASCIO et ANTONIO MUSSO. « MAINTENANCE PRIORITY ASSOCIATED WITH POWERED TWO-WHEELER SAFETY ». Dans URBAN TRANSPORT 2017. Southampton UK : WIT Press, 2017. http://dx.doi.org/10.2495/ut170391.
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Sætren, Gunhild Birgitte, Jan Petter Wigum et Petter Helmersen Bogfjellmo. « A qualitative study of the rider training system for younger riders in powered two-wheelers (PTW) class AM146 and A1, and its effect on risk. » Dans Proceedings of the 29th European Safety and Reliability Conference (ESREL). Singapore : Research Publishing Services, 2019. http://dx.doi.org/10.3850/978-981-11-2724-3_0141-cd.
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Wigum, Jan Petter, Petter Helmersen Bogfjellmo et Gunhild Brigitte Sætren. « Test-Oriented Rider Training and its Effect on Safety for Powered Two-Wheeler Classes in Norway – A Qualitative Study ». Dans Proceedings of the 29th European Safety and Reliability Conference (ESREL). Singapore : Research Publishing Services, 2020. http://dx.doi.org/10.3850/978-981-14-8593-0_3689-cd.
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Wankhede, Harshal. « SAFETY FEATURES FOR TWO WHEELERS ». Dans XXIII Simpósio Internacional de Engenharia Automotiva. São Paulo : Editora Edgard Blücher, 2015. http://dx.doi.org/10.5151/engpro-simea2015-pap123.
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Valtolina, Stefano, Sara Vanzi, Roberto Montanari, Luca Minin et Stefano Marzani. « Design of Warning Delivery Strategies in Advanced Rider Assistance Systems ». Dans ASME 2011 World Conference on Innovative Virtual Reality. ASMEDC, 2011. http://dx.doi.org/10.1115/winvr2011-5548.
Texte intégralRésumé :
European statistics show that motorbikes road accidents are extremely high and the reduction of such accidents is one of the main concern for the European community. Advanced Driver Assistance Systems are safety electronic systems used to assist the driver in avoiding risks and road accidents, by means of warnings sent before the situation becomes critical. The use of such systems in motorcycle context is currently lacking due to numerous variables that it is necessary to consider for making sure the riding. This paper presents an innovative research for the safety improvement of Powered-Two-Wheelers (PTW) by means of the development of effective and rider-friendly interfaces and interaction elements for the on-bike assistance systems. In particular, the paper presents the experimental results on comfort and safety aspects of two advanced rider assistance systems: the Frontal Collision Warning (FCW) and the Lane Change Support (LCS). The study starts from analyzing results of motorcycle simulator tests performed in 3D Virtual Reality environments which aim is to find recursive rider’s behavior patterns in FCW and LCS situations according to different multimodal type of warnings (visual, audio and haptic). Afterward, the paper presents three different machine learning models, Hidden Markov Models, Support Vector Machines and Artificial Neural Networks, that have been considered for simulating the riders’ behavior patterns according to the reaction time needful for avoiding a front collision. These simulation behavior models enabled to design a warning delivery strategy for apprising the rider of possible dangerous situations due to front collisions. Finally, the paper describes how this warning delivery strategy has been implemented in a HMI (Human Machine Interface) installed on motorbikes. This HMI is thought to offer an effective FCW system based on an understandable but, at the same time, discreet and unobtrusive rider-friendly solution.
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Attal, Ferhat, Abderrahmane Boubezoul, Latifa Oukhellou et Stephane Espie. « Riding patterns recognition for Powered two-wheelers users' behaviors analysis ». Dans 2013 16th International IEEE Conference on Intelligent Transportation Systems - (ITSC 2013). IEEE, 2013. http://dx.doi.org/10.1109/itsc.2013.6728528.
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Dubey, Vinay R. G., Vikas Jain, Sandesh Agrawal, Avirup Das et R. S. Gamad. « Automated Security and Rider Safety System for Two Wheelers ». Dans 2014 Texas Instruments India Educators' Conference (TIIEC). IEEE, 2014. http://dx.doi.org/10.1109/tiiec.2014.012.
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Pieve, Marco, Francesco Tesauri et Andrea Spadoni. « Mitigation accident risk in powered two Wheelers domain : Improving effectiveness of human machine interface collision avoidance system in two wheelers ». Dans 2009 2nd Conference on Human System Interactions (HSI). IEEE, 2009. http://dx.doi.org/10.1109/hsi.2009.5091046.
Texte intégralRapports d'organisations sur le sujet "Powered Two Wheelers Safety"
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Hynd, David, Caroline Wallbank, Jonathan Kent, Ciaran Ellis, Arun Kalaiyarasan, Robert Hunt et Matthias Seidl. Costs and Benefits of Electronic Stability Control in Selected G20 Countries. TRL, janvier 2020. http://dx.doi.org/10.58446/lsrg3377.
Texte intégralRésumé :
This report, commissioned by Bloomberg Philanthropies, finds that 42,000 lives could be saved and 150,000 serious injuries prevented by 2030 if all new cars in seven G20 countries were required to be equipped with an inexpensive crash avoidance technology starting in 2020. Thirteen G20 counties currently adhere to United Nations regulations on electronic stability control (ESC). If the seven remaining countries—Argentina, Brazil, China, India, Indonesia, Mexico and South Africa—also mandated ESC in 2020, the report estimates $21.5 billion in economic benefit to those countries from the prevention of deaths and serious injuries. Argentina and Brazil are due to start applying ESC regulations in 2020. The UK-based Transport Research Laboratory (TRL) conducted the independent study of costs and benefits of applying ESC regulation in G20 countries, which are responsible for 98% of the world’s passenger car production. This report comes before the 3rd Ministerial Conference on Road Safety in Stockholm, which is the largest gathering of governments and is a key opportunity for adoption of this UN-recommended standard. According to the World Health Organization’s Global Road Safety Report, the number of road traffic deaths reached 1.35 million in 2016. Of all vehicle safety features, electronic stability control is regarded as the most important one for crash avoidance since it is 38% effective in reducing the number of deaths in loss-of-control collisions. ESC tries to prevent skidding and loss of control in cases of over-steering and under-steering. The technology continuously monitors a vehicle’s direction of travel, steering wheel angle and the speed at which the individual wheels are rotating. If there is a mismatch between the intended direction of travel and the actual direction of travel, as indicated by the steering wheel position, ESC will selectively apply the brakes and modulate the engine power to keep the vehicle traveling along the intended path. The cost of implementing ESC on vehicles that already contain anti-lock braking systems is thought to be as little as $50 per car. And the report finds the benefits are significant: For every dollar spent by consumers in purchasing vehicles with these technologies, there is a US$2.80 return in economic benefit to society because of the deaths and serious injuries avoided. The analysis warns that without regulation of ESC, the seven remaining G20 countries will only reach 44% installation of ESC by 2030. However, if all seven countries implemented ESC regulations this year, 85% of the total car fleet in G20 countries will have ESC by 2030, a figure still below the United Nations target of 100% ESC fleet coverage by 2030.
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Lever, James, Allan Delaney, Laura Ray, E. Trautman, Lynette Barna et Amy Burzynski. Autonomous GPR surveys using the polar rover Yeti. Engineer Research and Development Center (U.S.), mars 2022. http://dx.doi.org/10.21079/11681/43600.
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The National Science Foundation operates stations on the ice sheets of Antarctica and Greenland to investigate Earth’s climate history, life in extreme environments, and the evolution of the cosmos. Understandably, logistics costs predominate budgets due to the remote locations and harsh environments involved. Currently, manual ground-penetrating radar (GPR) surveys must preceed vehicle travel across polar ice sheets to detect subsurface crevasses or other voids. This exposes the crew to the risks of undetected hazards. We have developed an autonomous rover, Yeti, specifically to conduct GPR surveys across polar ice sheets. It is a simple four-wheel-drive, battery-powered vehicle that executes autonomous surveys via GPS waypoint following. We describe here three recent Yeti deployments, two in Antarctica and one in Greenland. Our key objective was to demonstrate the operational value of a rover to locate subsurface hazards. Yeti operated reliably at −30 ◦C, and it has good oversnow mobility and adequate GPS accuracy for waypoint-following and hazard georeferencing. It has acquired data on hundreds of crevasse encounters to improve our understanding of heavily crevassed traverse routes and to develop automated crevasse-detection algorithms. Importantly, it helped to locate a previously undetected buried building at the South Pole. Yeti can improve safety by decoupling survey personnel from the consequences of undetected hazards. It also enables higher-quality systematic surveys to improve hazard-detection probabilities, increase assessment confidence, and build datasets to understand the evolution of these regions. Yeti has demonstrated that autonomous vehicles have great potential to improve the safety and efficiency of polar logistics.
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McPhedran, R., K. Patel, B. Toombs, P. Menon, M. Patel, J. Disson, K. Porter, A. John et A. Rayner. Food allergen communication in businesses feasibility trial. Food Standards Agency, mars 2021. http://dx.doi.org/10.46756/sci.fsa.tpf160.
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Background: Clear allergen communication in food business operators (FBOs) has been shown to have a positive impact on customers’ perceptions of businesses (Barnett et al., 2013). However, the precise size and nature of this effect is not known: there is a paucity of quantitative evidence in this area, particularly in the form of randomised controlled trials (RCTs). The Food Standards Agency (FSA), in collaboration with Kantar’s Behavioural Practice, conducted a feasibility trial to investigate whether a randomised cluster trial – involving the proactive communication of allergen information at the point of sale in FBOs – is feasible in the United Kingdom (UK). Objectives: The trial sought to establish: ease of recruitments of businesses into trials; customer response rates for in-store outcome surveys; fidelity of intervention delivery by FBO staff; sensitivity of outcome survey measures to change; and appropriateness of the chosen analytical approach. Method: Following a recruitment phase – in which one of fourteen multinational FBOs was successfully recruited – the execution of the feasibility trial involved a quasi-randomised matched-pairs clustered experiment. Each of the FBO’s ten participating branches underwent pair-wise matching, with similarity of branches judged according to four criteria: Food Hygiene Rating Scheme (FHRS) score, average weekly footfall, number of staff and customer satisfaction rating. The allocation ratio for this trial was 1:1: one branch in each pair was assigned to the treatment group by a representative from the FBO, while the other continued to operate in accordance with their standard operating procedure. As a business-based feasibility trial, customers at participating branches throughout the fieldwork period were automatically enrolled in the trial. The trial was single-blind: customers at treatment branches were not aware that they were receiving an intervention. All customers who visited participating branches throughout the fieldwork period were asked to complete a short in-store survey on a tablet affixed in branches. This survey contained four outcome measures which operationalised customers’: perceptions of food safety in the FBO; trust in the FBO; self-reported confidence to ask for allergen information in future visits; and overall satisfaction with their visit. Results: Fieldwork was conducted from the 3 – 20 March 2020, with cessation occurring prematurely due to the closure of outlets following the proliferation of COVID-19. n=177 participants took part in the trial across the ten branches; however, response rates (which ranged between 0.1 - 0.8%) were likely also adversely affected by COVID-19. Intervention fidelity was an issue in this study: while compliance with delivery of the intervention was relatively high in treatment branches (78.9%), erroneous delivery in control branches was also common (46.2%). Survey data were analysed using random-intercept multilevel linear regression models (due to the nesting of customers within branches). Despite the trial’s modest sample size, there was some evidence to suggest that the intervention had a positive effect for those suffering from allergies/intolerances for the ‘trust’ (β = 1.288, p<0.01) and ‘satisfaction’ (β = 0.945, p<0.01) outcome variables. Due to singularity within the fitted linear models, hierarchical Bayes models were used to corroborate the size of these interactions. Conclusions: The results of this trial suggest that a fully powered clustered RCT would likely be feasible in the UK. In this case, the primary challenge in the execution of the trial was the recruitment of FBOs: despite high levels of initial interest from four chains, only one took part. However, it is likely that the proliferation of COVID-19 adversely impacted chain participation – two other FBOs withdrew during branch eligibility assessment and selection, citing COVID-19 as a barrier. COVID-19 also likely lowered the on-site survey response rate: a significant negative Pearson correlation was observed between daily survey completions and COVID-19 cases in the UK, highlighting a likely relationship between the two. Limitations: The trial was quasi-random: selection of branches, pair matching and allocation to treatment/control groups were not systematically conducted. These processes were undertaken by a representative from the FBO’s Safety and Quality Assurance team (with oversight from Kantar representatives on pair matching), as a result of the chain’s internal operational restrictions.