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At least 19 recordsLinked to original sources
PubMed1994

Association between bicycle helmet legislation, bicycle safety education, and use of bicycle helmets in children.

OBJECTIVE: To determine the association between bicycle helmet legislation and bicycle safety education and the use of bicycle helmets by children under age 16 years. DESIGN: Anonymous questionnaire and direct observations of bicycle helmet use. SETTING: Four predominantly white, upper-middle class suburbs of Cleveland, Ohio. PARTICIPANTS: All students in grades 1 through 7 attending public school on the day of the survey and children riding bicycles in a direct observational study. INTERVENTIONS: Beachwood had bicycle helmet legislation and safety education. Orange had only bicycle helmet legislation. Pepper Pike and Moreland Hills did not have bicycle helmet legislation or safety education. RESULTS: In Beachwood, 416 (67.6%) of 615 children who owned a bicycle reported always wearing their helmets, and 72 (85%) of 85 children directly observed were wearing bicycle helmets. In Orange, 103 (37.2%) of 277 children who owned bicycles reported always wearing helmets, whereas 41 (17.9%) of 229 children in Moreland Hills and 78 (21.5%) of 362 children in Pepper Pike reported always wearing helmets. Helmet use was significantly (P < .001) higher in Beachwood, with legislation and education, than in the other communities; helmet use was significantly (P < .001) higher in Orange, with legislation alone, than in Moreland Hills and Pepper Pike, with no programs. CONCLUSIONS: There was a dramatic association between reports of increased helmet use and bicycle helmet legislation plus education; the association was stronger than that found with legislation only.

Adolescent↗
PubMed1997

Effect of a bicycle safety program and free bicycle helmet distribution on the use of bicycle helmets by elementary school children.

OBJECTIVE: Each year in the United States, 300,000 children are treated in emergency departments for bicycle injuries; one third have head injuries. The purpose of this study was to determine the effectiveness of educational interventions and free helmet distribution in increasing the use of helmets by elementary school children. METHODS: Self-report questionnaires on the use of bicycle helmets were used for students at two elementary schools (n = 1610). Testing was done both before and after the administration of a bicycle safety program and the distribution of free helmets. Pretest and posttest answers were then compared for changes in helmet use. RESULTS: Helmet usage increased significantly after the bicycle safety program, from 38% to 46% overall (p < 0.005). Children who were given free helmets were significantly more likely to wear their helmets (61.4%) than children who already owned helmets (43.4%) (p > 0.016). Children who attended the school in which free helmets were distributed showed a significant increase in helmet use (p < 0.01), whereas those at the school that had a safety program alone did not show a significant increase (p > 0.17). DISCUSSION: The results of this study suggest that bicycle safety programs and free helmet distribution may increase the consistent use of helmets in elementary school children.

Bicycling↗
PubMed2000

Tykes and bikes: injuries associated with bicycle-towed child trailers and bicycle-mounted child seats.

OBJECTIVES: To describe the incidence, type, and severity of injuries related to the use of bicycle-towed trailers for transporting children and to compare them with injuries associated with the use of child seats mounted on adult bicycles. DESIGN: A retrospective analysis of data from the National Electronic Injury Surveillance System of the US Consumer Product Safety Commission for 1990 to 1998. RESULTS: There were 49 injuries to children during the 9-year study period (estimated 2338 injuries; 95% confidence interval [CI], 1121-3555): 6 were associated with the use of bicycle-towed trailers (an estimated 322 injuries; 95% CI, 158-486) and 43 were related to the use of bicycle-mounted child seats (an estimated 2015 injuries; 95% CI, 988-3042). The mean age of injured children was 2.4 years and 51% were male. A collision with a motor vehicle accounted for 2 (33%) of the injuries associated with bicycle-towed trailers; 3 (50%) of the injuries were the result of falls. A motor vehicle was involved in 4 injuries (9%) related to the use of bicycle-mounted child seats (Fisher exact test, P<.13 vs bicycle-towed trailers); 31 (72%) were the result of falls (Fisher exact test, P<.26 vs bicycle-towed trailers). Contact with a bicycle wheel or spokes was the mechanism of 1 injury associated with the use of a bicycle-towed trailer (17%) and the mechanism for 8 (19%) of the injuries associated with the use of a bicycle-mounted child seat (Fisher exact test, P<.69). The head or face was the most common site of injury, accounting for 5 (83%) injuries among those riding in bicycle-towed trailers and 21 (49%) injuries among children in bicycle-mounted child seats (Fisher exact test, P<.12). All 6 children injured in bicycle-towed trailers had contusions/ abrasions or lacerations; 22 (51%) children injured using bicycle-mounted child seats had contusions/abrasions or lacerations and 9 (21%) had fractures. Two children (33%) injured in bicycle-towed trailers and 2 (5%) injured in bicycle-mounted child seats were admitted to the hospital (Fisher exact test, P<.06). CONCLUSIONS: When compared with bicycle-mounted child seats, there were fewer reported injuries to children associated with the use of bicycle-towed trailers. Motor vehicle involvement and need for hospital admission were similar among injured children in both groups, and the head or face was the most common site of injury. These data imply that ongoing surveillance efforts to identify injuries associated with use of bicycle-towed child trailers are warranted and that bicycle helmets should be worn by children riding in bicycle-towed child trailers and in bicycle-mounted child seats.

Accidents, Traffic↗
PubMed1990

How bicycle-related injuries change bicycling practices in children.

Bicycle crashes are a major cause of injuries in childhood. The goal of this study was to determine the effects of bicycle-related injuries on the subsequent bicycle-riding behavior and safety practices of the child and other family members. Successful telephone contact was made with the parents of 82 of 230 children (age at time of injury, 4 to 15 years; median, 9 years; 57 boys and 25 girls) admitted to the hospital with bicycle-related injuries from 1983 to 1986. Parents were interviewed by telephone 4 months to 6 years after injury (median, 1 year 9 months). Head injuries predominated (64.6%). Almost all children continued to ride a bicycle after hospitalization (80 [97.6%] ). Few wore a bicycle helmet either before (6 [7.3%] ) or at the time of injury (3 [3.7%] ). More began wearing helmets after hospital discharge (20 [24.4%] ), but three fourths of the children still rode their bicycles without protective head wear. Helmet wearing also increased among bicycle-riding siblings after the index hospitalization (3 [7.0%] of 43 vs 7 [16.3%] ) but the difference was not significant. Parents commonly imposed restrictions on bicycle riding before hospitalization (78.0%) and after hospital discharge (82.9%). Twenty-six families (31.7%) reported more stringent rules after injury. Only 17 children (20.7%) participated in formal bicycle safety programs before the injury; only 5 (6.1%) more went through such a program after hospital discharge. Alone, an injury seems to have limited effect on the adoption of safe bicycling practices among children. The hospitalization of injured children provides opportunities for safety education to foster safe bicycling and to prevent injuries of all causes.

Accident Prevention↗
PubMed1998

Comfort on bicycles and the validity of a commercial bicycle fitting system.

Research has been undertaken into the question of comfort on a standard 'utility' bicycle. Most ergonomics studies on bicycles so far have focused on biomechanical and physiological factors influencing the efficiency of road racing. The actual use of a utility bicycle has been neglected in this research. One of the reasons, especially in studying sitting comfort on bicycles, is that conclusions must be based on subjective measurements. In the study described in this paper, the main focus is on the measurement of cyclists' preferences in a dynamic way, compared to physical data. A pilot study and laboratory experiment were carried out to investigate, among other aspects of cycling comfort, the validity of existing rules of thumb for bicycle fitting. The data, collected with the aid of two specially designed ergonomics measuring stations and an 'interactive remote-control bicycle simulator', indicate that these rules of thumb are questionable. By way of improving the fit between cyclist and machine (and assisting bicycle shopkeepers to select the right bicycle for their customers), a commercial bicycle fitting system has been proposed and developed for production.

Adult↗
PubMed2001

From bipedalism to bicyclism: evolution in energetics and biomechanics of historic bicycles.

We measured the metabolic cost (C) and mechanical work of riding historic bicycles at different speeds: these bicycles included the Hobby Horse (1820s), the Boneshaker (1860s), the High Wheeler (1870s), the Rover (1880s), the Safety (1890s) and a modern bicycle (1980s) as a mean of comparison. The rolling resistance and air resistance of each vehicle were assessed. The mechanical internal work (W(INT)) was measured from three-dimensional motion analysis of the Hobby Horse and modern bicycle moving on a treadmill at different speeds. The equation obtained from the modern bicycle data was applied to the other vehicles. We found the following results. (i) Apart from the Rover, which was introduced for safety reasons, every newly invented bicycle improved metabolic economy. (ii) The rolling resistance decreased with subsequent designs while the frontal area and, hence, aerodynamic drag was fairly constant (except for the High Wheeler). (iii) The saddle-assisted body weight relief (which was inaugurated by the Hobby Horse) was responsible for most of the reduction in metabolic cost compared with walking or running. Further reductions in C were due to decreases in stride/pedalling frequency and, hence, W(INT) at the same speeds. (iv) The introduction of gear ratios allowed the use of pedalling frequencies that optimize the power/contraction velocity properties of the propulsive muscles. As a consequence, net mechanical efficiency (the ratio between the total mechanical work and C) was almost constant (0.273 +/- 0.015s.d.) for all bicycle designs, despite the increase in cruising speed. In the period from 1820 to 1890, improved design of bicycles increased the metabolically equivalent speed by threefold compared with walking at an average pace of ca. + 0.5 ms(-1) per decade [corrected]. The speed gain was the result of concurrent technological advancements in wheeled, human-powered vehicles and of 'smart' adaptation of the same actuator (the muscle) to different operational conditions.

Adult↗
PubMed1998

School based bicycle safety education and bicycle injuries in children: a case-control study.

OBJECTIVES: To evaluate possible benefits of a school based bicycle safety education program ("Bike Ed") on the risk of bicycle injury in children. METHODS: A population based case-control study was undertaken in a region of Melbourne, Australia. Cases were children presenting at hospital emergency departments with injuries received while riding bicycles. Controls were recruited by calling randomly selected telephone numbers. Data were collected by personal interview. RESULTS: Analysis, based on 148 cases and 130 controls aged 9 to 14 years, showed no evidence of a protective effect and suggested a possible harmful effect of exposure to the bicycle safety course (odds ratio (OR) 1.64, 95% confidence interval (CI) 0.98 to 2.75). This association was not substantially altered by adjustment for sex, age, socioeconomic status, and exposure, measured as time or distance travelled. Subgroup analysis indicated that the association was strongest in boys (OR 2.0, 95% CI 1.1 to 3.8), younger children, children from families with lower parental education levels, and children lacking other family members who bicycle. CONCLUSIONS: It is concluded that this educational intervention does not reduce the risk of bicycle injury in children and may possibly produce harmful effects in some children, perhaps due to inadvertent encouragement of risk taking or of bicycling with inadequate supervision.

Case-Control Studies↗
PubMed1995

Children and bicycles: what is really happening? Studies of fatal and non-fatal bicycle injury.

OBJECTIVES: The objectives of the study were to ascertain the causes of accidents, injuries, and deaths in children who ride bicycles. Fatality and injury rates were also studied in order to compare with other studies. METHODS: Two studies of children were undertaken in children aged less than 15 years. In the first (retrospective fatality study), children who died as a result of a bicycle incident during the period 1981-92 were reviewed. In the second (prospective injury study) data were obtained prospectively between April 1991 and June 1992 about children who were injured while riding a bicycle and treated at a public hospital in Brisbane. RESULTS: Study 1: fatality rates for boys were twice those for girls. The rate was highest for boys of 14 years in the metropolitan area at 6.23/100,000. All deaths involved vehicles, and the majority involved head injury or multiple injuries including head injury. Study 2: similar numbers of children were injured at onroad and off-road locations. Faculty riding was described by the rider or caregiver as the cause in 62.5% of cases. The most common time of injury was between 3 and 6 pm on both school and non-school days. Only 5.5% of all incidents involved a moving vehicle. CONCLUSIONS: Bicycle riding by children is a common cause of injury, particularly for boys. Equal numbers of injuries occurred on the road as at other locations. Faulty riding caused most accidents. Injury prevention for bicycle riders should involve not only compulsory wearing of helmets, but should also include education and training about safe riding habits, separation of motorised vehicles from bicycles, modified helmet design to incorporate facial protection, and improved handlebar design.

Accident Prevention↗
PubMed2004

Bicycle-related injuries to children and parental attitudes regarding bicycle safety.

This study was designed to evaluate bicycle-related injuries among children requiring emergency treatment, assess the use of safety measures before and after injuries, and determine parental attitudes regarding bicycle safety. Six hundred fifty-eight children were treated for bicycle-related injuries during the study period. Follow-up contact with patients' families was made by telephone or mail within 2 months. Use of safety equipment other than brakes and reflectors occurred in less than 7% of cases. Less than 25% of children used hand signals. Sixty-eight percent of children reportedly owned a bicycle helmet before the injury, but only 26.1% "always" and 29.7% "never" wore a helmet. Given the high parental understanding of the importance of bicycle helmet use, more education and warnings alone are unlikely to increase helmet usage. Parents support a mandatory helmet use law, and therefore, local and state bicycle helmet ordinances and laws should be combined with education.

Adolescent↗
PubMed1994

[Bicycle accidents in children in The Netherlands in 1990/1991; time for bicycle helmets].

OBJECTIVE: To assess the possibility of preventing consequences of bicycle accidents. DESIGN: Retrospective study. SETTING: The Netherlands. MATERIAL AND METHOD: The data on mortality and hospital admissions of children aged 0-14 years were analysed. The data on traffic accident fatalities were obtained from the Traffic Accidents Registration (for 1991) and those on admissions from the Dutch Centre for Health Care Information (for 1990). RESULTS: In 1991, 82 children (1-14 years) died from the consequences of a traffic accident. Most died after a bicycle accident. The number of hospital admissions because of traffic accidents in the age group 0-14 years in 1990 amounted to 2839, of which 46% were due to a bicycle accident. Most of the children aged 0-14 years admitted because of bicycle accidents had head and skull injuries. In 69% of the bicycle accidents no motor vehicle was involved. CONCLUSION: Because of the high frequency of head injuries, wearing a bicycle helmet should be promoted strongly, legal obligation giving the fastest and best results. Several prevention strategies are discussed.

Accidents, Traffic↗
PubMed1999

Florida's bicycle helmet law and a bicycle safety educational program: did they help?

INTRODUCTION: This research studied the effectiveness of Florida's mandatory helmet law for children and a community bicycle safety campaign promoting helmet use. Children's use of helmets before and after the law's enactment and the type and extent of head injuries sustained in bicycle crashes were evaluated. METHODS: The trauma and medical records from Broward General Medical Center's Pediatric Referral Trauma Center provided demographic data, injury severity scores, and information on the type and extent of head injuries sustained. Data were compared using independent sample t tests and Pearson chi(2) statistics with.05 as the significance level. RESULTS: Each group consisted of 72 children, predominantly 7- to 12-year-old boys. Known helmet use rose from 5.6% to 20.8%, with children aged 10 to 12 years having the greatest increase in helmet use (27%). Helmet use rose in urban and suburban areas. Changes in the type and extent of head injuries were mixed. Injury severity scores were higher for nonhelmeted children in the after-law group. DISCUSSION: Although helmet use increased, especially among the 7- to 12-year-olds targeted during the bicycle safety campaigns, bicycle helmet use remains too low, and nonhelmeted children continue to have a higher risk for serious injuries. Community bicycle safety programs that promote helmet use remain an important adjunct to mandatory helmet use laws.

Attitude to Health↗
PubMed2005

[Determinants and patterns of bicycle use and traffic accidents among bicycling workers in Pelotas, Rio Grande do Sul, Brazil].

A population-based cross-sectional study was conducted in Pelotas, southern Brazil, focusing on the determinants and patterns of bicycle use as a mode of commuting by workers. Accidents during commuting and use of safety equipment were also studied. The sample included 1,705 workers (> 15 years of age) living in the urban area of Pelotas and using various modes of transportation during commuting. Crude and adjusted analyses were performed using Poisson regression, taking the design effect into account. Prevalence of bicycle use was 17.2% (95%CI: 15.4%-19.0%). Male workers and those with low schooling and low income presented higher prevalence. Less than 1.0% of the bicycles featured the safety equipment required by the Brazilian Traffic Code, and 15.0% did not even have brakes. Nearly 6.0% of workers who commuted by bicycle had suffered accidents resulting in injuries during the previous 12 months. The authors conclude that bicycling workers are a priority for interventions aimed at reducing traffic accidents.

Accidents, Occupational↗
PubMed2000

[Bicycle accidents with and without bicycle helmets].

Traffic accidents with bicycles are very frequent, since bicycling has become increasingly popular as a means of transportation and a sports instrument. Therefore, there are many bicycling victims in casualty hospitals. The head being exposed and unprotected, head and brain injuries are the most frequent ones. Just as in professional and sports activities, protection of the head and neck also when bicycling has been urgently recommended and ist effect repeatedly confirmed by recent statistical results. Wearing helmets by motorcyclists has clearly reduced the severity and frequency of head injuries since it became compulsory. A legislative initiative for wearing bicycle helmets as well ist therefore necessary.

Accidents, Traffic↗
PubMed1996

The effect of bicycling helmets in preventing significant bicycle-related injuries in children.

OBJECTIVE: To identify bicycle-related injuries in children and the effect of helmet use on injury patterns and prevention. DESIGN: A prospective cohort of injured children with case-control design looking at serious head injuries and helmet use. SETTING: A tertiary care childrens' hospital emergency room. PATIENTS: All patients presenting between April 1, 1991 and September 30, 1993, between the ages of 3 and 16 years, with bicycle-related injuries were included. INTERVENTION: The Childrens' Hospital Injury Research and Prevention Program (CHIRPP) Database was used. Standardized information collected on each child included age and sex of the child; nature, location, and time of accident/injury; whether any safety devices were being used at the time of the accident; and the attending physician's determination of the injury(s) and treatment rendered. MAIN OUTCOME MEASURES: Injuries were categorized as major or minor, based upon a consensus of the authors, in a retrospective fashion. RESULTS: Separate bicycle accidents (n = 699) were recorded resulting in 856 injuries. Only 13.7% of the children were wearing helmets at the time of their accidents. Seventy-six serious head injuries were recorded. The risk of serious head injury was significantly greater when a helmet was not worn (chi 2 0.01 < p < 0.05) This represents an odds ratio of 3.12 [confidence interval (CI) = 95% 1.13-8.75]. There was no significant difference in terms of serious injuries overall comparing helmeted and nonhelmeted children (odds ratio = 1.11, 95% CI = 0.72-1.72). CONCLUSIONS: Helmets afford a protective effect with respect to serious head injuries.

Adolescent↗
PubMed1993

Bicycle accidents often cause disability--an analysis of medical and social consequences of nonfatal bicycle accidents.

Social and medical consequences of 278 children and 264 adults injured in bicycle accidents and seen in two hospitals in Helsinki in 1985-86 were analyzed. Information was collected from patient records, by means of a special questionnaire and by telephone interview. A child outpatient required 1.7 and a child inpatient 3.0 physician visits on an average, while adults required 2.2 and 4.9 visits, respectively. The average duration of hospital stay was 8 days for hospitalized adults and 6 days for children. Rehabilitative care outside the hospital was received by 6% of the adult outpatients and 25% of the inpatients, but none of the injured children. The mean duration of work disability was 82 days among inpatients, 11 days among outpatients, 127 days among the inpatients injured in motor vehicle collisions and 65 days among inpatients injured in other bicycle accidents. Of inpatients 32% and of outpatients 5% reported persistent (> 6 months) disability. Persistent disability was recorded in 11% of children, in 47% of adults and in 67% of elderly inpatients. Most serious consequences were due to intracranial injuries in motor vehicle-bicycle collisions. Of the hospitalized bicyclists 4% suffered from severe cognitive and behavioural changes or sense impairment and of adult inpatients 3% suffered from permanent work disability. The average costs of health and social services were about FIM 1000 per adult outpatient and FIM 13000 per adult inpatient. In prevention high priority should be given to motor vehicle collisions, head injuries and injuries among the elderly bicyclists.

Accidents, Traffic↗
PubMed2005

Bicycle safety helmet legislation and bicycle-related non-fatal injuries in California.

The objective of this study was to determine whether the bicycle safety helmet legislation in California, enacted in 1994, was associated with statistically significant reductions in head injuries among bicyclists aged 17 years and under who were subjected to the law. The study used 44,069 patient discharge cases from all public hospitals in California, from 1991 through 2000, and a case-control design to make direct comparisons between those subjected to the law (Youth) and those who were not (Adult) across the pre- and post-legislation periods. An aggregate data analysis approach and a pooled disaggregate data fitting technique using multinomial logit models were applied. The legislation was found to be associated with a reduction of 18.2% (99% confidence interval: 11.5-24.3%) in the proportion of traumatic brain injuries (Head-TBI) among Youth bicyclists. The proportions of other head, face, and neck injuries were not significantly changed across the pre- and post-legislation periods in this age group but there was a corresponding increase of 9% (5-13%) in the proportion of all other injuries. On the other hand, there was no statistically significant change in the proportions of injury outcomes for Adult bicyclists. The youngest riders, aged 0-9 years, had the greatest decrease in the proportion of Head-TBI. The reduction was the same for motor vehicle and non-motor-vehicle-related incidents. The bicycle safety helmet legislation was associated with a decrease in the likelihood of Head-TBI for non-urban residents but not for urbanites, for males but not for females, and for Whites, Asians, and Hispanics, but not Blacks and others.

Bicycling↗
PubMed2000

High-yield formation of giant bis(bicyclic) and crypt-tris(bicyclic) molecules under normal reaction conditions

We report the unexpected result of the reaction of 1, 3-bis[(9-anthrylmethoxy)methyl]benzene (1a) or 1,3, 5-tris[(9-anthrylmethoxy)methyl]benzene (1b) with tris(2-maleimidoethyl)amine (2) in homogeneous solution leading to giant bis(bicyclic) and crypt-tris(bicyclic) molecules. The anticipated, intractable solids are obtained in a condensed state reaction using an oscillating mill.

Journal Article↗
PubMed1989

Bicyclic peptides: solution conformation and Ca2+ binding of the heterodetic bicyclic decapeptide cyclo(Glu1-Leu2-Pro3-Gly4-Ser5-Ile6-Pro7-Ala8)- cyclo(1 gamma----5 beta)Phe9-Gly10.

The conformational behavior of a heterodetic bicyclic decapeptide (BCPLT) in the absence and in the presence of calcium ions has been studied by means of mono and two-dimensional nmr techniques. Free BCPLT possesses a quite compact structure stabilized by intramolecular bonds and turns. In the structure a cluster of carbonyls is located in a cavity that is supposed to be the cation binding site.

Amino Acid Sequence↗