Catalogue Search | MBRL
Are you sure you want to remove the book from the shelf?
{{itemTitle}}
279
result(s) for
"Cyclists Interviews."
Sort by:
Lived Experiences of Male Recreational Cyclists with Patellofemoral Pain in Al Madinah, Saudi Arabia
Background: Patellofemoral pain (PFP) is a prevalent overuse injury among recreational cyclists worldwide. Despite its ubiquity, little is known about the lived experiences of people with PFP, especially in Saudi Arabia, where healthcare and cultural factors may have a specific impact on how the condition is managed. The aim of this study was to explore the lived experiences of recreational cyclists with patellofemoral pain in Al Madinah, Saudi Arabia. Method: A qualitative, descriptive design using reflexive thematic analysis was employed. Eleven male recreational cyclists aged 28–44 years diagnosed with PFP were purposely recruited from Al Madinah Physical Therapy Centre. Female participants were excluded due to cultural constraints regarding sports participation. The participants consented to participate in the study and to be audio recorded. Data were collected through semi-structured interviews using an interview guide. The interview data were transcribed verbatim and thematically analysed using Atlas.ti, version 24. Results: The thematic analysis revealed six themes highlighting the multidimensional impact of PFP. The participants described localised mechanical impairment with rapid onset during activity and persistent symptoms lasting up to two weeks. Pain was exacerbated by eccentric loading and cycling-specific stressors, such as uphill riding, leading to significant anxiety and avoidance behaviours. To maintain activity, these cyclists employed adaptive strategies, including bike modifications and self-management. Notably, PFP imposed substantial cultural and social burdens, hindering spiritual practices, specifically Salah (prayer) postures, professional duties, and family caregiving. While the participants demonstrated resourcefulness through a hybrid of physiotherapy and independent research, pharmacological relief was viewed as a transient solution. Conclusions: Patellofemoral pain imposes significant multidimensional burdens on recreational cyclists in Al Madinah, which are exacerbated by cultural practices. Physiotherapy offers targeted interventions for pain relief, functional restoration, and participation enhancement, necessitating the need for culturally sensitive management programmes.
Journal Article
Crash characteristics of on-road single-bicycle crashes: an under-recognised problem
Compared with crashes with motor vehicles, single-bicycle crashes are an under-recognised contributor to cycling injury and the aetiology is poorly understood. Using an in-depth crash investigation technique, this study describes the crash characteristics and patient outcomes of a sample of cyclists admitted to hospital following on-road bicycle crashes. Enrolled cyclists completed a structured interview, and injury details and patient outcomes were extracted from trauma registries. Single-bicycle crashes (n=62) accounted for 48% of on-road crashes and commonly involved experienced cyclists. Common single-bicycle crash types included loss-of-control events, interactions with tram tracks, striking potholes or objects or resulting from mechanical issues with the bicycle. To address single-bicycle crashes, targeted countermeasures are required for each of these specific crash types.
Journal Article
Demographic and clinical profile of an inception cohort of road trauma survivors
Background
Road trauma is a major public health concern, often resulting in reduced health-related quality of life and prolonged absenteeism from work even after so-called ‘minor’ injuries that do not result in hospitalization. This manuscript compares pre-injury health, sociodemographic characteristics and injury details between age, sex, and road user categories in a cohort of 1,480 road trauma survivors.
Methods
This was a prospective observational inception cohort study of road trauma survivors recruited between July 2018 and March 2020 from three trauma centres in British Columbia, Canada. Participants were aged ≥ 16 years and arrived in a participating emergency department within 24 h of involvement in a motor vehicle collision. Data were collected from structured interviews and review of medical records.
Results
The cohort of 1,480 road trauma survivors included 280 pedestrians, 174 cyclists, 118 motorcyclists, 683 motor vehicle drivers, and 225 passengers. Median age was 40 (IQR = [27, 57]) years; 680 (46%) were female. Males and younger patients were significantly more likely to report better pre-injury physical health. Motorcyclists and cyclists tended to report better physical health and less severe somatic symptoms, whereas pedestrians and motor vehicle drivers reported better mental health. Injury severity and hospital admission rates were higher in pedestrians and motorcyclists and lower in motorists. Upper and lower extremity injuries were most common in pedestrians, cyclists and motorcyclists, whereas neck injuries were most common in motor vehicle drivers and passengers.
Conclusions
In a large cohort of road trauma survivors, overall injury severity was low. Motorcyclists and pedestrians, but not cyclists, had more severe injuries than motorists. Extremity injuries were more common in vulnerable road users. Future research will investigate one-year recovery outcomes and identify risk factors for poor recovery.
Journal Article
A Framework to Facilitate Advanced Mixed Methods Studies for Investigating Interventions in Road Space for Cycling
Cycling mobility contributes to better livability in cites, helps societies to reduce greenhouse gas emissions and their dependency on fossil fuels, and shows positive health effects. However, unattractive conditions, primarily inadequate infrastructure, hinder the further growth of cycling mobility. As interactions of cyclists with the (built) environment are complex, assessing potential impacts of an intervention aimed at improving physical conditions is not trivial. Despite a growing body of literature on various facets of cycling mobility, assessments are widely limited to a single method and thereby either focus on one detailed aspect or on one perspective. While multi-method and mixed methods studies are emerging, they are not embedded into a structured, integrated framework for assessing systemic effects of interventions yet. Therefore, we propose a conceptual integration of several relevant methods such as questionnaires, interviews, GIS analyses and human sensing. In this paper, we present a generic, extensible framework that offers guidance for developing and implementing case-specific mixed methods designs for multifaceted assessments of interventions. The framework supports domain experts and researchers across different stages of conducting a study. Results from this research further indicate the added value of mixed methods studies compared to single-method approaches.
Journal Article
Bicycling crashes on streetcar (tram) or train tracks: mixed methods to identify prevention measures
Background
Streetcar or train tracks in urban areas are difficult for bicyclists to negotiate and are a cause of crashes and injuries. This study used mixed methods to identify measures to prevent such crashes, by examining track-related crashes that resulted in injuries to cyclists, and obtaining information from the local transit agency and bike shops.
Methods
We compared personal, trip, and route infrastructure characteristics of 87 crashes directly involving streetcar or train tracks to 189 crashes in other circumstances in Toronto, Canada. We complemented this with engineering information about the rail systems, interviews of personnel at seven bike shops about advice they provide to customers, and width measurements of tires on commonly sold bikes.
Results
In our study, 32 % of injured cyclists had crashes that directly involved tracks. The vast majority resulted from the bike tire being caught in the rail flangeway (gap in the road surface alongside rails), often when cyclists made unplanned maneuvers to avoid a collision. Track crashes were more common on major city streets with parked cars and no bike infrastructure, with left turns at intersections, with hybrid, racing and city bikes, among less experienced and less frequent bicyclists, and among women. Commonly sold bikes typically had tire widths narrower than the smallest track flangeways. There were no track crashes in route sections where streetcars and trains had dedicated rights of way.
Conclusions
Given our results, prevention efforts might be directed at individual knowledge, bicycle tires, or route design, but their potential for success is likely to differ. Although it may be possible to reach a broader audience with continued advice about how to avoid track crashes, the persistence and frequency of these crashes and their unpredictable circumstances indicates that other solutions are needed. Using tires wider than streetcar or train flangeways could prevent some crashes, though there are other considerations that lead many cyclists to have narrower tires. To prevent the majority of track-involved injuries, route design measures including dedicated rail rights of way, cycle tracks (physically separated bike lanes), and protected intersections would be the best strategy.
Journal Article
Describing and comparing the characteristics of injured bicyclists and other injured road users: a prospective cohort study
Background
We aimed to establish the frequency and characteristics (e.g. socioeconomic, pre-injury, and crash-related parameters) of injured bicyclists and other injured road users.
Methods
748 participants aged ≥17 years who had sustained a minor or non-catastrophic injury in a land-transport crash, were interviewed after presenting to a metro hospital emergency department in New South Wales, Australia. A telephone-administered questionnaire obtained information on socio-economic, pre-injury health, and crash-related characteristics. These factors were then compared between injured bicyclists and other road users (car driver/passengers, motorcyclists/pillion and pedestrians/skateboarders). Cycling injury severity was characterized by three metrics (sustaining multiple injuries; hospital admission for ≥12 h; and sustaining a head/neck and/or facial injury).
Results
In this cohort of people with injuries, 238 (32 %) were bicyclists. Frequency of cycling injuries were significantly different between age-groups among men (
p
= 0.0002), and were more common in men aged 45–59. Bicyclists were more likely to be aged 45–59, married, have university/tertiary qualifications and have a professional occupation compared to other road users (all
p
<0.0001). Bicyclists compared to participants involved in other types of land transport crashes were more likely to self-report excellent general health (
p
= 0.01), and were less likely to report a great/overwhelming perceived danger of death or 15.0 % versus 23–41 %;
p
<0.0001). Frequency of upper extremity and lower extremity injuries in bicyclists were 81.9 % and 60.5 %, respectively. Explanatory variables significantly associated with injury severity metrics were age, education level, paid work status and perceived danger of death/disability in the crash.
Conclusions
Minor cycling injuries were a relatively common cause of mild-moderate injury presentations to metro emergency departments. A wide spectrum of socio-demographic-, pre-injury-, and crash-related characteristics were related to cycling injuries.
Journal Article
The Profile of Bicycle Users, Their Perceived Difficulty to Cycle, and the Most Frequent Trip Origins and Destinations in Aracaju, Brazil
The objective of this study was to describe the profile of bicycle users, their perceived difficulty to cycle, and the most frequent trip origins and destinations in Aracaju, Northeast Brazil. Our cross-sectional study sampled 1001 participants and we collected information through structured interviews. Aged ≥15 years, participants were residents of all Aracaju’s neighborhoods and used a bicycle for commuting to work or for leisure. We observed that bicycle users in Aracaju are predominantly employed male subjects, aged between 18 and 40 years, and were the heads of their households. Most of the them reported “work” as the main reason for their bicycle trips and, “health” and “practicality” aspects as their main motivations for using bicycles. In general, the neighborhoods in the north and center of the city were identified as the most difficult for cycling, and the easiest trips occurred in places with cycle paths. As a conclusion of this study, we reaffirm the need for intersectoral actions that create favorable environments for active commuting and more sustainable cities.
Journal Article
Bicyclist commuters’ choice of on-street versus off-street route segments
When using limited funds on bicycle facilities, it would be helpful to know the extent to which a new facility will be used. If a bicycle lane is added to a street, how many bicyclists will no longer use the adjacent sidewalk? If a separate bicycle path is constructed, how many bicyclists will move from the street or sidewalk? This study seeks to identify factors that explain a bicyclist’s choice between available facility choices—off-street (sidewalk and bicycle path) or on-street (bicycle lane and roadway). This paper investigates these issues through a survey of bicyclists headed to Purdue University in West Lafayette, IN, USA. The first data collected to address these questions were “site-based”. Bicyclists were interviewed on campus at the end of their trips and asked which part of the cross-sections along their routes they had used—on-street or off-street. The characteristics of a particular cross-section of street right-of-way were then compared against the characteristics of each bicyclist and his/her observed choice of street, sidewalk, lane, or path. Later, “route-based” serial data were also added. The study developed a mixed logit model to analyze the bicyclists’ facility preferences and capture the unobserved heterogeneity across the population. Effective sidewalk width, traffic signals, segment length, road functional class, street pavement condition, and one-way street configuration were found to be statistically significant. A bicycle path is found to be more attractive than a bicycle lane. Predictions from the model can indicate where investments in particular bicycle facilities would have the most desirable response from bicyclists.
Journal Article