Vehicle-related injuries in and around a medium sized Swedish City - bicyclist injuries caused the heaviest burden on the medical sector

The effect of rear bicycle light configurations on drivers' perception of cyclists' presence and proximity

The optimal cycle light configuration for maximizing cyclists' conspicuity to drivers is not clear. Advances in sensor technology has led to the development of 'reactive' cycle lights that detect changes in the environment and consequently increase their flashing speed and brightness in risky situations - for example, when a rearward car is approaching - but no research has examined the effect of such lights on driver perception. The aim of the present study is to compare different cycle light configurations, including 'reactive' light technology, on drivers' ability to detect cyclists and estimate their proximity. We recruited 32 drivers to participate in two experiments, in which they viewed life-size real-world stimuli filmed from a driver's perspective in daytime and at dusk. The footage showed a cyclist on a bicycle with a rear light mounted on the seat post, in various configurations: static light, steady flashing, reactive flashing and no light. In Experiment 1, the drivers were required to detect the presence or absence of a cyclist on the road ahead as quickly as possible. In Experiment 2, they were required to estimate the distance of the cyclist from their vehicle, and to rate their confidence in their estimates. Experiment 1 revealed that drivers were quicker to detect the cyclist's presence in all rear cycle light conditions relative to the no light condition, but there were no differences in speed or accuracy across rear light conditions. Experiment 2 showed that drivers were more accurate in estimating the cyclist's proximity in the steady flashing and reactive flashing conditions, compared to static and no light conditions. Drivers were also more confident in their judgements in all rear light conditions compared to the no light condition. In conclusion, flashing rear cycle lights, regardless of reactive technology, enhanced drivers' perception of a cyclist ahead, notably in terms of their judgements of distance to that cyclist. Further investigation is needed to fully understand the impact of cycle light technology on driver perception, as well as the use of drivers' distance-to-cyclist estimates as an index of cyclists' cognitive conspicuity.

Visual Acuity and the Risk of Cycling Injuries: Register-Based Cohort Study From Adolescence to Middle-age

BACKGROUND

Cycling is increasingly encouraged in many countries as an inexpensive and healthy choice of transportation. Operating any vehicle on the road requires high visual acuity, but few studies to our knowledge have examined the association between vision and cycling injuries.

METHODS

We examined whether poorer visual acuity is associated with increased risk of fatal and nonfatal cycling injuries. We used prospectively recorded register data for 691,402 men born between 1970 and 1992 in Sweden. We followed these men from an average age of 18 years, when visual acuity was assessed during the conscription assessment, to age 45 at the latest. We identified fatal and nonfatal cycling and car injuries using Patient and Cause of Death registers. Cox regression models were used to estimate hazard ratios and 95% confidence intervals.

RESULTS

Based on visual acuity for the eye with the best vision, moderately impaired acuity 0.9 to 0.6 when wearing refractive correction was associated with increased risk for cycling injuries (hazard ratio = 1.44 [95% confidence interval = 1.16, 1.79]) compared with unimpaired vision (uncorrected visual acuity 1.0) and after adjustment for a wide range of potential confounders. This association remained consistent across various sensitivity analyses. Visual acuity was not associated with car injury risk.

CONCLUSIONS

In this cohort study, poorer vision was specifically associated with a higher rate of cycling injuries.