Cyclists Research Articles

Severity of Maxillofacial Trauma in Motor Bike Riders among Helmet Wearers vs. Non-Helmet Wearers

Aim: To evaluate the severity of maxillofacial trauma in motorbike riders among helmet wearers and non-helmet wearers. Study Design: A cross-sectional study was conducted. The setting was Jinnah Hospital Lahore from April 1, 2021, to October 1, 2021. Method: The study was conducted at Jinnah Hospital Lahore from April 1, 2021, to October 1, 2021. The sample size of our study was 143 patients. The data were collected from the clinical records of individuals who had suffered maxillofacial trauma. Subjects engaged in motorcycle accidents with thorough case records and radiological studies met the inclusion criteria. The collected data were analyzed using the SPSS 23 version. Results: In our study, the mean age of patients was 31.10±9.15, with 129 (90.2%) patients being male and 14 (9.8%) patients being female. 41 (28.5%) patients were helmet users, and 102 (71.3%) patients were non-helmet users. In our study, we also found the severity of maxillofacial trauma: 39.2% of patients had mandible fractures, 35.7% had zygomatic arch fractures, 65.7% had soft-tissue injuries, and 21.0% had dentoalveolar fractures. Observed the greater severity of maxillofacial trauma in non-helmet users with a significant p value (p<0.05). Non-helmet wearers noted more general comminuted fractures, loss of organs like blindness and loss of vision due to orbital fractures, more deep facial lacerations causing lifetime esthetic concerns, a greater hospital stay, and more expenditure at the hospital. Also, more trauma to teeth and injuries lead to a more expensive burden for tooth prostheses afterwards. In helmet wearers, there were fewer fractures, and patients had to stay less or didn’t need to stay at the hospital; they could continue with their daily routine work and job.

Complex use of cycleand power-ergometry in determining the physical working capacity of young athletes

The aim of this study is to scientifically substantiate the possibilities of complex use of cycle- and power-ergometry in determining aerobic and anaerobic-aerobic performance of power nature.
 Materials and methods. Young athletes (boys) aged 15–16 (n = 91) of the Brovary Higher School of Physical Education (Kyiv region) (experimental group), who participated in the study, were divided into two groups. Group А (n = 47) – speed-power sports (boxing, freestyle wrestling); group B (n = 44) – endurance sports (track and field athletics: 800, 1500, 3000 and 5000-meters race, bicycle racing 50 and 75 km). Sports experience was 3–5 years and more. The control group (group К) consisted of students aged 15–16, who did not play sports (n = 25). Physical working capacity was determined using two methods: submaximal cycle ergometric test PWC170 and submaximal power ergometric test PWC170. Method of power ergometry (patent of Ukraine No 49417) has no analogues in countries of near and far abroad.
 Results. The fact of the specific influence of different kinds of dosed physical exercises (strength and power exercises) on PWC170 indicators was established. Thus, no probable differences in aerobic performance indicators were found in wrestlers and boxers during the cycle ergometric test. And conversely, under the conditions of power ergometric testing, we find a significant increase in their PWC170 indicators in relation to athletes of endurance sports. The opposite character of changes was observed when testing the track and field athletes and bike riders. According to the results of the conducted cycle ergometry, these athletes had a significant increase in aerobic performance indicators in comparison with the athletes of speed-power sports. However, the changes of anaerobic-aerobic performance were not significant. It was observed that the adolescents, who did not play sports, had statistically insignificant changes in PWC170 indicators both in the conditions of cycle ergometric and power ergometric testing.
 Conclusions. The fact of specific influence of different types of training exercises on the body functions of adolescents was confirmed. The possibility of introducing the methods of complex use of aerobic (cycle ergometry) and anaerobic-aerobic loads (power-ergometry) into the practice of medico-biological control of young athletes is shown. Diagnostics of various types of physical working capacity (PWC170) will provide the coach with operational information about the functional state of the athletes’ body, which will allow to effectively manage a training process.

Biomechanical Integration of an Active Prosthetic Ankle for Motorcycle Riding in Lower Limb Amputees

There are over one million lower limb amputees in India alone. Due to societal stigmas, many individuals are unable to work or live independently, as they rely on insufficient prosthetic limbs that require much more effort to move and result in abnormal gait patterns. The high-performing prosthetic feet available for several thousand rupees in India are distinct from the low-cost, non-functional prosthetic legs mentioned above. Our mission addresses this discrepancy by developing an active ankle movement lower limb prosthetic leg, specifically designed for bike riding. Typically, riders apply forces between 100 and 200 Newtons (N) to the brake pedals and between 5 and 10 N to the gear shifters. This project utilizes a servo motor to control ankle movement, a microcontroller to process information, and EMG sensors to detect muscle movements. By replicating the rider’s ankle action, this system significantly improves control and safety without occupying additional space. In addition to enhancing ankle mobility, the technology provides users with real-time feedback through vibrations, offering a more accurate and quicker response in sync with the body’s movements while riding. Furthermore, the bike’s space-saving design and user-friendly operation are enabled by a remote-control system installed on the bike handle. This allows users to move with greater ease, independence, and the ability to engage in activities such as riding a motorcycle and living actively among others. Ultimately, it improves their quality of life and promotes a sense of social belonging.

Development and Testing of an Individualized Sensorised 3D Printed Upper Limb Bicycle Prosthesis for Adult Patients

This paper presents the outcomes of investigations conducted on the development procedure of a personalized prosthetic device for an adult patient. The individualization is achieved through 3D scanning, followed by semi-automated design using the AutoMedPrint system, and low-cost fused deposition modelling (FDM) technology for 3D printing. The prosthesis is aimed for use during bicycle riding and other sport activities. During the conducted experiments outlined in this manuscript, the prosthesis is equipped with force and movement sensors. The purpose is to collect data on its functionality across different scenarios and dynamic activities, aiming to assess potential harm, refine the design, and serve as an initial step before activating the prosthesis end effector. This article describes the methodology in detail, including the process of designing, producing, and programming, as well as laboratory and field test results (including testing performed with and without a patient). Overall, the design and prototype are implemented successfully. A discussion about the need for particular improvements in both the mechanical and electrical areas is finally presented.

Learning about crash causation from countermeasure evaluation: The example of the Queensland minimum passing distance rule

Close passes by motor vehicles endanger both the safety and comfort of bicycle riders. Governments in many countries have introduced laws requiring drivers to maintain at least a minimum distance between their vehicle and the cyclist they are passing, despite relatively poor understanding of the causes of bicycle overtaking crashes at the time. Queensland was the first state in Australia to introduce such a law, with a two-year trial commencing in April 2014. The data collected during the evaluation of the trial were later analysed to answer two main questions: “Under what circumstances do close passes occur?” and “Why do drivers pass too close?”. The first question was largely approached by analysing the video observations of more than 18,000 riders (including 2,000 passing events) at 15 locations on Queensland roads and examining the infrastructure, traffic and road user characteristics that influenced passing distances. The second question was addressed in experimental studies which used the video observations as stimuli. This paper demonstrates how the political need for evaluation of a countermeasure can act as a stimulus for research funding that then allows data collection, analysis and better understanding of crash causation. Logically, introduction of a countermeasure should be based on a rigorous understanding of crash causation. But when this does not occur, evaluation may provide data that can be used to answer questions about crash causation – or at least pose new questions.

Walk & Bike Society in KMUTT THAILAND

KMUTT committed to be Green and sustainable university for SDGs 2030 since 2018 and committed to be a part of society that is a major force in promotion and implementation on walk and bike society within the university and expand to communities surrounded. To support walk & bike society in campus, walk & bike master plan has been designed with bike lane, pedestrian cover way, bicycle share services, bicycle repair center and “Zombike” activities which all students and staff make their own bicycle for free by using bicycle accessories from old bicycle in campus. KMUTT Walk & Bike Society policy has been launched since 2018 with bike riding activities which help to support sustainable transportation goal comply to SDG 3: Good Health and Well-being; SDG 7: Affordable and Clean Energy; SDG 11: Sustainable cities and communities and SDG13: Climate Action. The results from 5 years implementation (2018-2022) showed 75% of students and staff walking daily which can make 20,250,000 Km per 5 years in our campus. Bike activities showed daily use and 228 bicycle riding activities in total of 2,008,995 Km distance, initiated by 650 Green heart‘s students and 48,720 people from students, staff and communities participated on these activities. The results showed these walking and riding activities help to reduce carbon emission 3,188 tCO2 and reduce Diesel usage 1.59 million L. KMUTT walk & bike society help to initiate KMUTT sustainable leadership, make Green Heart ‘s students and change agents for helping communities and society expand the sustainable mobility to make healthy and low carbon society, and sustainability for all

The epidemiology of traumatic brain injuries in the fastest-paced city in China: a retrospective study.

Traumatic brain injury (TBI) seriously affects the quality of human health and the prognosis of the patient, but the epidemiological characteristics of TBI can vary among populations. Numerous changes have occurred in the epidemiological characteristics of individuals with TBI in the fast-paced city of Shenzhen, China. However, little is known about these characteristics. This study aimed to investigate the changes in TBI epidemiology, help clinicians improve medical treatment. In this retrospective cross-sectional analysis, we collected the data of 4,229 patients with TBI admitted to 20 hospitals in Shenzhen in 2017. We collected data on age, gender, cause and severity of the injury, eventual diagnosis, time from injury to admission in a neurosurgery department, and patient outcomes. Two neurosurgeons simultaneously collected the data. We compared these results with a similar study conducted in Shenzhen during the period from 1994 to 2003 to clarify and explain the changes in the epidemiological characteristics of TBI. The majority of respondents were men [2,830 (66.9%)]. The mean age was 32.5 ± 21.4 years. The youngest patient was less than 1 year old, and the oldest patient was 101 years old. A total of 3,947 (93.3%) patients had a favorable outcome, 219 (5.2%) had an unfavorable outcome, and 63 (1.5%) died. The predominant external cause was falls (1,779 [42.1%]); this was the most common cause of TBI in children and older adults. Riders of electric bicycles (423 [29.0%]) were the most vulnerable to traffic accident-related injuries. Time greater than 50 h from injury to admission to a neurosurgical department had a significant effect on prognosis (p < 0.001). The epidemiological characteristics of TBI have changed significantly over the past 20 years. Falls, rather than traffic accidents, were the most common cause of TBI. Further research is needed to devise solutions to decrease the incidence of falls and improve the outcomes of TBI.

Decoding the impact of driving postures: Comparing neck pain, mobility, proprioception in car and bike drivers with and without Forward Head Posture

ObjectivesThe study sought to examine the effects of Forward Head Posture (FHP) on neck pain, cervical mobility, and proprioception in drivers. Additionally, it aimed to ascertain if the influence of FHP varied between car and bike drivers. MethodsEmploying a comparative cross-sectional approach, 100 drivers (50 car drivers and 50 bike users) aged 18–65, each reporting a minimum of 10 h of driving weekly, were studied. Participants were categorized based on the presence or absence of FHP. Assessment tools encompassed Surgimap for FHP detection, the Visual Analogue Scale (VAS) for pain intensity, the Cervical Range of Motion (CROM) for mobility, and the Joint Position Error Test (JPET) for proprioception. Results60% of participants manifested FHP. At 70%, car drivers had a notably higher prevalence of FHP than bike drivers at 50%. Marked cervical mobility and proprioception differences were observed between drivers with and without FHP. Car drivers with FHP recorded an average pain score of 6.8 ± 1.2 on the VAS, significantly higher than the 3.1 ± 0.8 reported by those without FHP. Bike drivers with FHP reported elevated pain scores (5.9 ± 1.1) compared to those without FHP (3.4 ± 0.7). ConclusionThe findings underscore the significant repercussions of FHP on neck pain intensity, cervical mobility, and proprioception in drivers. Notably, vehicle type emerges as a critical factor, with car drivers displaying a heightened vulnerability compared to bike riders. This research emphasizes the importance of tailored interventions, informed driver education, and vehicle-specific ergonomic modifications to foster better postural health among drivers.

Mandatory helmet legislation and risk perception: A qualitative study in Melbourne, Australia

BackgroundAccess to safe and equitable bike riding infrastructure is an important public health goal. Australia is one of nine countries that mandates wearing bike helmets for adults. The policy is controversial and is theorised to discourage bike riding. This study aimed to describe understandings of mandatory helmet legislation and how it might impact decisions to wear a helmet and to ride a bike. MethodsSemi-structured interviews were conducted with 21 bike riders in Melbourne, Australia to discuss their experiences and how this law factors into their decision to ride a bike and impacts their perception of risk when riding. Data were analysed using grounded theory. ResultsThis study provides evidence on the complex intersection of mandatory helmet legislation and the cycling environment. Specifically, this study identified that bike riders consider risk within the overall cycling context and not in binary decisions of ‘risky’ and ‘not risky’. Interviewees saw the law as a small benefit to safety, but not an adequate substitute for meaningful infrastructure and other actions that could reduce the risk posed to bike riders by drivers of motor vehicles. Interviewees also felt that mandating helmets was an ‘easy’ policy choice as it does not require any behavioural changes from drivers of motor vehicles. ConclusionsMandatory helmet legislation is not considered a barrier to bike riding but may prevent others from exploring it as a transport option by contributing to the perception of bike riding as an unsafe activity. Policies aimed at improving safety for bike riders should focus on the development of safer infrastructure first and then use personal protective equipment to mitigate any residual risk. Policies focusing on personal protective equipment legitimise blaming bike riders for getting injured and contributes to judgement and victim blaming experienced by bike riders.

Study on two wheeler helmet for reducing head injuries on different 3D-printed materials: A numerical analysis

A helmet is essential for bike riders to protect the head injuries. It has been designed in such a way that it can protect against injuries to the head, so it requires more concern to protect during an accident. Many accidents have been reported, and thousands of life has been lost due to head injuries. Head injuries have happened with the external load, which not gives the natural protection by the head skull. So, this study analyzed the helmet structure and identified the major area of damage to protect the human head. This study may help the helmet industries provide better safety in the major concern area of the helmet. Here, ANSYS software was used to analyze the helmet structure with different boundary conditions, which are fixed bottom and load applied on the top area, fixed bottom and applied load on the top line, left side fixed and applied load on the right side and right side fixed and applied load on the left side of the helmet. In addition, find an optimum material to manufacture the helmet structure with lightweight and better durability during an accident. Here, the material is considered as high impact polystyrene (HIP), thermoplastic elastomer (TPE), polypropylene (PP) for the helmet structure. The simulation has been taken care of for the static condition, such as total deformation and von Mises for the considered boundary conditions. Additionally, a dynamic analysis is to identify the total deformation of the helmet. The comparison result shows that the HIPS material was the most suitable and acceptable material per the BIS standard experimental data.

Pedal cyclist fatalities in the United States: 2011–2021

Pedal cyclist fatalities in the United States: 2011–2021

Cycling-related cranio-spinal injuries admitted to a Major Trauma Centre in the cycling capital of the UK

Background The increased popularity of cycling is leading to an anticipated increase in cycling-related traffic accidents and a need to better understand the demographics and epidemiology of craniospinal injuries in this vulnerable road user group. This study aims to systematically investigate and characterise cycling-related head and spine injuries seen in the Major Trauma Centre for the Eastern region, which has the highest cycling rates in the UK. Methods We performed a retrospective cohort study comparing the incidence, patterns, and severity of head and spine injuries in pedal cyclists presenting to the Major Trauma Centre in Cambridge between January 2012 and December 2020. Comparisons of injury patterns, characteristics, and associations were made according to mechanism of injury, helmet use, patient age and gender. Results A total of 851 patients were admitted after being involved in cycling-related collisions over the study period, with 454 (53%) sustaining head or spine injuries. The majority of victims (80%) were male and in mid-adulthood (median age 46 years). Head injuries were more common than spine injuries, with the most common head injuries being intracranial bleeds (29%), followed by skull fractures (12%), and cerebral contusions (10%). The most common spine injuries were cervical segment fractures, particularly C6 (9%), C7 (9%), and C2 (8%). Motorised collisions had a higher prevalence of spine fractures at each segment (p < 0.001) and were associated with a higher proportion of multi-vertebral fractures (p < 0.001). These collisions were also associated with impaired consciousness at the scene and more severe systemic injuries, including a lower Glasgow coma scale (R = −0.23, p < 0.001), higher injury severity score (R = 0.24, p < 0.001), and longer length of stay (R = 0.21, p < 0.001). Helmet use data showed that lack of head protection was associated with more severe injuries and poorer outcomes. Conclusion As cycling rates continue to increase, healthcare providers may expect to see an increase in bicycle-related injuries in their practice. The insights gained from this study can inform the treatment of these injuries while highlighting the need for future initiatives aimed at increasing road safety and accident prevention.

Identification of factors influencing the riding experience on e-mountain bikes: An analysis of the rider-bicycle interaction

E-bike riding contributes to a more sustainable lifestyle by offering health and environmental benefits. Especially e-mountain bikes enjoy great popularity in hilly areas. Although the frequency of use depends substantially on the perceived riding experience, little is known about factors influencing the riding experience. The present work aimed to explore factors influencing the riding experience on e-mountain bikes using a two-step approach. Subjective and objective factors influencing the riding experience were determined through qualitative content analysis of data collected in an interview study (Study 1) with 23 active e-mountain bike riders. Results from Study 1 identified riding performance, consisting of perceived handling, exertion and motor performance as a subjective impact factor of the riding experience. Rider behaviour, which is composed of rider cadence and rider torque, motor power and riding dynamics such as speed were identified as objective impact factors of the riding experience. In a next step, the impact of the determined factors was examined with multiple linear regression analysis applied to data collected in a cycling study (Study 2) with 80 active mountain bikers. The data from Study 2 was recorded on a forest uphill track with e-mountain bikes that provided different motor assistance. Results from Study 2 confirmed that high motor performance, good handling and reduced exertion contributed to a positive riding experience (ad.R2=.68, F(3,446)=325.2, p<.001). Increased rider cadence and rider torque affected the riding experience negatively while increased motor power and speed affected the riding experience positively (ad.R2=.40, F(4,445)=75.89, p<.001). The findings of the present work help to improve the riding experience on e-mountain bikes by revealing influencing factors and their impact on the riding experience.

A retrospective comparative study of maxillofacial injury patterns caused by electric scooters and bicycles.

The emergence of shared stand-up electric scooters has led to an increase in their usage and, subsequently, an increase in the incidence of maxillofacial trauma. This study aimed to investigate the trauma pattern associated with the use of stand-up electric scooters compared with that related to the use of bicycles, which was a popular mode of personal mobility before the emergence of stand-up electric scooters. This study investigated the medical records of patients who visited Wonju Christian Hospital for maxillofacial trauma due to the use of stand-up electric scooter and bicycles between November 1, 2017 and October 31, 2022. Maxillofacial trauma was analyzed based on medical records, including those in the evaluation results of teeth, maxillofacial bones, and soft tissues. Crown fractures and tooth avulsions were observed more frequently with the use of stand-up electric scooters than with the use of bicycles. In contrast, crown-root fractures, tooth subluxation, and extrusive luxation were more commonly observed in bicycle riders. Additionally, the proportion of root fractures was similar between the two groups. However, no vertical root fractures were observed in patients who rode bicycles. The maxillofacial bone fracture rates between the two groups were similar, although the fracture patterns were different. The number of patients using stand-up electric scooters is increasing, and they are likely to have a worse prognosis compared with those using existing personal mobility devices.

Leisure Involvement, Leisure Benefits, and Subjective Well-Being of Bicycle Riders in an Urban Forest Park: The Moderation of Age

The prominence of participating in outdoor leisure activities has gained significance in individuals’ lives as a result of the rapid growth of the economy and the rise in available leisure time. The present study employed structural equation modeling to examine the relationships among leisure involvement, the three distinct dimensions of leisure benefits (physiological benefits, psychological benefits, and social benefits), and subjective well-being of bicycle riders. Moreover, the moderating effect of age was also investigated. A field survey was undertaken within an urban forest park, Nanjing City, Jiangsu Province, China, in order to gather data, resulting in the collection of 512 questionnaires that were deemed usable. The results suggest that leisure involvement has a significant and positive impact on bicycle riders’ physiological, psychological, and social benefits, as well as their overall subjective well-being. The subjective well-being of individuals is positively influenced by the physiological, psychological, and social benefits. Additionally, the results of the analysis on the moderating effects suggest that age significantly moderates the relationships between leisure involvement and leisure benefits. The present study also addresses the theoretical and practical implications, limitations, and potential avenues for future research.

The Diagnostic Dilemma in Delayed Subarachnoid Hemorrhage: A Case Report.

Radiologically negative subarachnoid hemorrhage (SAH) has a low incidence and is associated with good clinical outcomes. We present the case of a 44-year-old male with new-onset headaches, which began one week prior while bike riding. At an outside hospital, he had normal computed tomography head and angiogram. He declined a lumbar puncture. Over the following week, the headache was persistent. He lacked meningeal signs. Repeat studies were normal. Lumbar puncture was positive for xanthochromia. Radiologically negative SAH should be included in the differential diagnosis of patients presenting with unremitting headache in the setting of recent exercise, despite negative imaging, and meningeal signs.

Examining the determinants of electric bike riders’ attitudes towards traffic safety and risky driving behaviours amongst high-school students in Vietnam

This study explored the influencing factors of attitudes towards traffic safety and risky driving behaviours amongst a sample of 594 e-bike riders who are high-school students in Vietnam. By using structural equation modelling, this research confirmed the significant association between traffic safety attitudes and the behaviours as well as the significant influence of traffic risk perception and safety knowledge on the traffic safety attitudes. In addition, e-bike riders’ behaviours were also significantly affected by descriptive norm. Furthermore, considering the specific characteristics of e-bike riders who are high-school students, this study found that either higher level of perceived family’s commitment to traffic safety or lower level of perceived privilege of e-bike riders who are high-school students significantly associated to both safer traffic safety attitudes and less risky driving behaviours.

General anesthetic management in two patients with an anaphylaxis history cholinergic urticaria

BackgroundCholinergic urticaria is triggered by an increased body temperature after exercise, passive warming, or emotional stresses. The anesthetic management used for two patients with an anaphylaxis history after cholinergic urticaria is described.Case presentationPatient 1: A 34-year-old female was scheduled for a right-side thyroidectomy. At 27 years old, she experienced post-exercise anaphylaxis and repeated episodes of hives following exercise, sunbathing, mental stresses, and the consumption of spicy foods. Patient 2: A 35-year-old female was scheduled for a laparoscopic ovarian cystectomy. At 19 years old, she experienced anaphylaxis after a long bath and then hives after hot showers, bicycle riding, and long walks. For both patients, intraoperative passive warming was not performed to prevent excessive warming, and prophylactic antiemetics and multimodal analgesia were used to minimize their perioperative stresses.ConclusionCareful anesthetic management is necessary to prevent anaphylaxis during anesthesia in a patient with a history of cholinergic urticaria.

Exploring the factors affecting electric bicycle riders' working conditions and crash involvement in Ningbo, China

Exploring the factors affecting electric bicycle riders' working conditions and crash involvement in Ningbo, China

Notes from the Field: Emergency Department Visits for Nonfatal Pedal Cyclist Injuries Before and During the COVID-19 Pandemic, United States, 2019-2020.

Notes from the Field: Emergency Department Visits for Nonfatal Pedal Cyclist Injuries Before and During the COVID-19 Pandemic, United States, 2019-2020.