The main issues of this case note are why foldable bicycles are in demand, to what needs of the consumers they cater to, and, finally, what viable products there are currently on the market. The main choices of foldable bicycles offered in the case study are Ming Cycles Strida and Pashley Moulton TSR. A cursory online search has identified several alternatives: Tern Vektron D8, B’Twin Tilt 120, and Hummingbird, according to Arthurs-Brennan (2019) and Stout (2019). The five bicycles would be an adequate representation of their main USPs, pros, and cons.
The primary purpose of a folding bicycle is to be a compact and convenient mode of transportation in a large city, primarily to work or place of education. The foldable bikes are intended to be used in conjunction with public transit and take relatively little space when folded (“Folding Bicycles Market By Material,” 2018). They are also convenient for smaller urban apartments, elevators, and office spaces (“Folding Bicycle Market Size, Share & Trends,” 2019).
The primary target demographic of foldable bicycles are students, university-educated employees, or young entrepreneurs in developed countries (Jonkeren, Kager, Harms, te Brömmelstroet, 2019). Less affluent countries, however, are not showing as much interest in specialized bicycles, as citizens there are expected to switch to cars rather than better bikes (Pitt, Koufopoulos, 2012). With this in mind, the essential characteristics of foldable bicycles would be size, weight, ride quality, convenience features, and price.
Strida is a line of foldable bicycles produces by Taiwanese Ming Cycles. It weighs 10 kilograms and folds into a convenient rollable walking stick. Instead of a conventional chain, it has a belt that operates without grease, ensuring the cleanliness of the user’s clothes. It costs approximately $585, and the only obvious downside is that the ride quality is poor, according to Amazon reviews. It is a solid choice that prioritizes convenience.
The cheapest Pashley Moulton TSR costs more than $2000. This model is marketed as a hand-crafted, highly customizable, and well-engineered luxury machine. While it is possible to fold it, the mechanism separates the bicycle in two parts. It is more suited for a car, rather than public transportation, and is thus a less viable choice for the stated purposes.
Tern Vektron D8 is an expensive machine at $2200, and it weighs more than 20 kilograms. However, it has a high-tech electric motor that offers excellent ride quality and speed, as well as high-quality brakes, gears, and lights. The most significant upside of this bicycle is that it can help navigate uneven terrain with less effort. It is a high-tech bicycle that has a bigger range than others and can act as a standalone mode of transportation.
B’Twin Tilt 120 is a budget folder at only $250 in the global retailer Decathlon. It has decent ride quality and enough sturdiness to navigate off-road terrain. Its biggest downside is its 15-kilogram weight. It is a great entry-level foldable bicycle that is affordable for students, and it can be purchased in many countries, as Decathlon is an international chain, and the B’Twin is its in-house product.
Hummingbird is a costly purchase starting at a staggering $4500. It is the lightest foldable bicycle at only 6.5 kilograms. It is made from carbon fiber and can be equipped with a belt drive. It looks futuristic, and the build quality is high, but the ride quality suffers from uncomfortable lightweight seats. It is a high-end experimental machine for enthusiasts, designed by a single person.
For a student, there is no better alternative than B’Twin Tilt 120. Its downsides are an acceptable tradeoff for an affordable price. The main expected upside of such a bicycle would be increased efficiency of commute, and it is the primary decision-making factor (“Folding Bicycles Market By Material,” 2018). The best course of action for selecting a folder would be to get the entry-level budget model, and see how a compact bicycle integrates with one’s commute, and then choose a better bike according to the first-hand experience.
References
Arthurs-Brennan, M. (2019). 10 Best folding bikes for 2019. Web.
Jonkeren, O., Kager, R., Harms, L., te Brömmelstroet, M. (2019). The bicycle-train travellers in the Netherlands: personal profiles and travel choices. Transportation, 46(212), 1–22.
The primary components of a bicycle are the wheels and the frame. The frame holds the wheels which are propelled by pedals. Also, the bicycle is steered using handlebars that are joined to the frame. Bicycles can be grouped into many categories. Classification of bicycles is based on their function, mode of propulsion, the number of cyclists, and even construction.
Different classes of bicycles have been associated with different purposes. A bicycle will be used for a particular purpose if it meets the least number of characteristics required for that purpose. This paper highlights the classification of bicycles based on their functions.
The first class encompasses mountain bicycles. Mountain bicycles are constructed to withstand a rough environment. They can handle obstacles that could be found on loose sand, grass, washouts, gravel, and even rocks. Mountain bicycles have many features that enable them to function properly. Some of them include; durable wheels, large gear ratios, knobby tires, tough brakes and suspensions on their frames and forks. This class of bicycles is commonly used in mountain biking, downhill mountain biking, and other tough bicycle races.
The next classification encompasses hybrid bicycles. As the name suggests, these bicycles embrace one or more components of other bicycles.
For instance, hybrid bicycles could integrate components of road bicycles or mountain bicycles. This characteristic makes hybrid bicycles be used for many purposes. Besides, they can be used in a wide range of terrains. Hybrid bicycles have been associated with comfort and user-friendly aspects. Therefore, they have become popular among all categories of people, including children and casual riders.
The third classification encompasses racing or road bicycles. This class is associated with the least comfort. Instead of comfort being given priority, racing bicycles integrate aspects that enhance the speed. Besides, their handlebars are strategically positioned to enhance the aerodynamic posture of the cyclist. Racing bicycles are light and stiff, making it possible for the cyclist’s power to be transferred to their wheels. Equally, their gears have perfect ratios that enhance maximum pedaling.
The fourth classification encompasses touring bicycles. Stability, comfort, and capability of carrying heavy loads are the key factors when touring bicycles are being constructed. Touring bicycles have numerous mounting points for luggage. Also, they have bottle cages where bottles can be stored. Additionally, their titanium frames enhance comfort.
The fifth classification of bicycles is the utility bicycles that are designed for transport. Utility bicycles are the most common type of bicycles in developing countries. Also, they are the most common class of bicycles in the world. The introduction of this class of bicycles enhanced the use of bicycles for sports, recreation, and transport.
The final classification encompasses cruiser bicycles. Some of the features of cruiser bicycles are the balloon tires and upright postures seats. Furthermore, these bicycles are straightforward. In most case, they are made of steel. Owing to their stability, they are commonly used by casual cyclists and riders.
They could also be classified under the hybrid category because of their components. This class of bicycles was the most common in the United States between the 1930s and 1950s. Cruiser bicycles’ popularity enhanced their re-introduction in the 1990s.
In summary, there are different categories or classes of bicycles based on their functions. Classificthe ation of bicycles expounds on the simple definition of bicycles. Thus, the classification of bicycles can be considered an extended definition of bicycles.
In the present era of numerous flaws in the existing means of transport planners and policymakers have tried to come up with ideas and propositions that will help bring back order in the transport sectors of their particular countries or jurisdiction. Transport is considered a leading sector in many if not all economies in the world; it helps open up remote areas for viable business activities by making them accessible to interested investors (Margaret 37). This is by developing transport infrastructure for example constructing new roads and expanding the existing ones.
Governments and lawmakers have also formulated rules and policies that help govern safety and order in transport. Road transport is on focus because of the fact that it serves the majority of people compared to other means like air which is more expensive and uneconomical if one needs to travel short distances like to and from work. Ironically road transport causes the most accidents compared to other means. According to the world health organization, road accidents rank second among the leading causes of death in young adults with up to 1.2 million deaths and an estimated fifty million injuries.
The main causes of the accidents are careless driving, substance abuse where drivers are under the influence of intoxicants while driving, and bad conditions of roads, especially in developing countries. Statistics also show that pedestrians and passengers as opposed to drivers are the most affected by the accidents. Whereas a number of countries have taken into account well-formulated mechanisms to tackle the concept of safety and deal with the problems many have been ineffective due to lack of funds to affect them or their applicability.
Government policymakers have proposed alternative ways of curbing the problems in the sector and among them is bicycle transport. For efficiency in bicycle transport, however, there have to be changes and modifications in the existing infrastructure like the roads and parking areas. Adoption of bicycle transport on the roads in their present state may cause even more accidents. This is because many roads were developed with motor vehicles as the focus so little energy was directed towards the incorporation of other users like cyclists (Anthony & Jeremy 183).
The little space that is there for pedestrians has been consumed by vehicles as more and more people buy cars and other use buses as their traveling means. This has in turn discouraged the use of bicycles led to high dependency on vehicles. Vehicles of course are faster means of transport compared to bicycles but their overuse has led to not only the aforementioned problems but also to the destruction of roads.
A debate has been intense on whether or not more lanes should be constructed as a provision for improved and more efficient bicycle transport. For example, as it is known, Beijing is a country of bicycles and a great number of people use namely this kind of transportation to get to their job because getting in a traffic jam while riding a bicycle is almost impossible. Namely, that’s why in China “recently constructed roads have bike lanes that are as wide as the vehicular ones” and namely that’s why more and more people choose bicycles as the main transport (Piper Gaubatz, 79). The construction of more bicycle lanes will encourage more people to use bicycles as an alternative to other means of transport like vehicles and trains.
Bicycles are a more economical means of transport where one is traveling for short distances. This is because one does not need to pay to ride a bike unlike other means like buses and trains. A cyclist does not have to go to an institution to learn how to ride a bike neither does he or she require a license to do the same as is the case in driving a vehicle or riding a motorcycle. Bicycles also become a faster means where a person wants to get to a destination that is not served by public means of transport and he or she would have to walk.
A bicycle may be of great use when one wants to get to the opposite side of town. Therefore encouraging more bicycle users by adding more bicycle lanes on the roads will help workers, students, and other members of the society who can’t afford vehicles to reduce transport costs.
Bicycles come as a rescue to society from the rising road accidents that are primarily caused by motor vehicles. Motor vehicles are affected by many factors like bad roads and overspeeding that may eventually lead to tragic road accidents. For instance, it is so improbable that a person will opt to use a bicycle when he is intoxicated. This will reduce accidents caused by drunken driving. Bicycle transport however cannot reduce accidents on the roads if more and wider lanes are not constructed. Roads with fewer or no bicycle lanes will lead to more overcrowding and in the event that a bicycle gets in the way of a speeding car the outcome may be a fatal accident. Therefore an increase in the number of bicycle lanes on the roads is essential to reduce accidents.
An increase in the number of bicycle lanes on the roads and streets will also ensure the safety of children who use bicycles to go to school. Moreover, the use of bicycles is the current trend that is being adopted by workers to beat the traffic jams that slow the public means of transport. The use of bicycles helps workers to get to the respective areas in time and therefore increases productivity and increase job security in the long run when one is rarely late for work. Increasing the number of bicycle lanes will ensure that workers who use these means do not suffer and that they are catered for.
Encouraging the use of bicycle transport for short distances instead of vehicles would help bring down the amount of carbon dioxide and other greenhouse gases emitted to the environment by vehicles and motorcycles. Greenhouse gases erode the ozone layer that protects the human race from harmful and cancerous ultra-violet rays of the sun these gases also cause lung cancer if inhaled in large amounts.
Increase in the usage of bicycles and therefore reduction in the dependence on vehicles. This will help reduce the overloading of roads with a capacity that they are not constructed to handle (Kent 46). This will ensure that roads are as long-lasting as they are supposed to be and therefore reduce the cost that goes to regular repairs of the roads. Good roads will also lead to a reduction in road accidents.
The development of more bicycle lanes and other cycling facilities for example segregated cycleways and bike trails can help to increase recreational cycling. This helps the cyclists use their free time constructively and it also helps them exercise and be more healthy (Margaret 37). Cycling can also be a tourist attraction. For example, in Northern European countries cycling represents a significant portion of overall tourism activity. Bicycles also require a lesser maintenance fee as compared to motor vehicles and motorcycles.
Unlike motorists, a cyclist does not need to fuel his bicycle. As a result of the rising price of fuel in the global market, governments especially in developing countries are encouraging the use of alternative means to reduce the importation of fuel. The construction of more bicycle lanes would help achieve this.
On the other hand, bicycle lanes would be expensive to construct, and in the event that they are not coupled with good legislation and appropriate road signs bicycling would be even riskier than motor transport. The construction of bicycle lanes in residential areas would lead to minor accidents especially if the area has a big population.
Bicycling might also attract amateur cyclists who could lead to an accident. This is because in many countries there aren’t proper requirements for a qualified cyclist. Traffic policemen are less focused on the cyclist and this has led to violation of traffic rules especially wrong-way cycling.
What’s more, the easiness of driving it and the absence of necessity of getting the driving license is one of the main causes of the accidents happing on the roads every day because of the bicycle riders. “In fact, each year in the United States, about half a million kids are seriously injured in bicycle-related accidents…” (Bike Safety) and that’s because the elementary safety rules were not observed.
Bicycles offer less protection in cases of accidents especially where the victim had not worn a facial helmet which is optional. This is because a bicycle is not installed with safety gadgets like airbags in the case with a vehicle. Safe bicycle driving can be effective in the vent that there is the creation of new lanes that only cater for bicycles. This will in effect ensure that there are only lanes that are meant.
The use of bicycle lanes especially for a community is firm bass for the maintains of future health generation in that other than using the motor vehicles and other gas emitting means of travel the bicycles will offer an alternative in conservation of the environment.
And finally, people who used to drive cars will hardly agree to use bicycles instead simply for the reason of their own convenience.
Work cited
Anthony, M and Jeremy, F. Creation of more bicycle lanes and its impact in the reduction or traffic congestion Macmillan publishers 43, pp.182-188.
Margaret J .Work bikes and usage in office capabilities. Changes experienced in developing world. (3) 33-38.
Thomas Kent.Environmental pollution and the reduction of motor vehicle on the roads: an environmental perspective (2003).Longman publication (2) 22-26.
Piper Gaubatz. “Changing Beijing”. The Geographical Review 85 (1995):79.
Today the issue of composite materials have become the norm in the manufacturing industries. People prefer the combinations because of the less engineering problems involved as well as the efficiency on the outcome. The issue of reinforcement of two or more merged but differing materials catalyzes the formation of better products.
The production of the composite bicycle frame that combines a metal spine in the midst of a fibre reinforced plastics have been in the market for quite a while but the materials keep changing to allow better performance and cater for improvements. The combination involves metal lugs and plastics that reinforcements with fibre. The modern frames mainly comprise of steel and fibre but the most recent combination involves carbon fibre tubes. (Jeukendrup, 17)
The bicycles made of composite high strength and lightweight metal tubes such as titanium or tubes and carbon fibres have indicated better performance at lower rates. The main aim of the performance bicycles manufactures is to come up with a lightweight but relatively strongly framed bicycle for a good quality ride.
Today’s technology demands for a bicycle frame that is able to withstand the shocks of the rough roads. The combination of materials ought to give out lightweight as well as strength. The most preferred metals may arguably be titanium, aluminium, steel and some plastics reinforced with carbon fibre. Metals such as titanium provides the required low weight and improved steel structure, which supports transmission power even under the harsh and complex motions during the performance.
Comparison between the leg movement and wheel rotation during activity causes the sideways overload especially at the lower part of the frame. According to US Patent Storm (2006), “the carbon fibre provides light weight and strength with requisite stiffness and shock absorption for steering and power transmission under the load imposed in the top region of the bicycle”.
The main difference between the composite metals is their isotopic nature. They have a directional dependent behaviour such that they behave similarly in all the directions. The main differences between these materials and non-composite ones, is the product formed during production process.
The versatility of fibrous composites materials is higher as opposed to metals. Modification utilized meets performance requirements as well as complexity of the activities. The carbon fibre enforced alloy has four to five times more strength over steel or aluminium. The flexibility and shock absorbent ability enables them to endure fatigue more than other metals.
Enhancement of the metal
The carbon-reinforced epoxies provide support for very high strengths or heavy loads and at the some time has low weights and huge freedom for shape. Carbon is a flexible material that allows simple production of complex parts and ease in modification. It has elevated scale for integration where stiffeners and other core units need implementation to suit specific needs.
They have excellent fatigue survival ability compared to single metals. Investigations indicate that such allowances resist chemicals such as acids. The alloys are long lasting due to their ability to resist environmental harsh conditions such as water resistance to avoid corrosion. Their thermal seclusion ability, ability to retard fire and ability to perform under high temperatures enables it to be preferred over other general metals. (Mitchell, 2006)
Current design and usage problems
The bicycles have unique parts produced differently on a daily basis, which requires one to contact the manufacturing industry even for the simplest spare parts such as treads. The user might not have a choice other than place an order. There is need for manufacturing standards that allow every new product to comply to facilitate interchanging of parts.
Today’s bicycles parts manufacturing involves different manufactures. The assembling to single units applies later on. The manufacturing standards ensure perfect fits and functionality. The bicycle components often fracture and this calls for standardizing the testing units and procedures.
Conclusion
People ought to know that current bicycles undergo standardization for various weights and thus we should not bleach the usage. There are quite a number of benefits associated with the standards such as diversity of the equipments, establishment of performance criterion and enhancement of safety.
Works Cited
Jeukendrup, Asker. E. High-performance cycling. Human Kinetics, 2002 113
Mitchell, David. A. ‘Bicycle Safety and Bicycle Standards’. ASTM InternationalWest Conshohocken, PA 2006. Web.
US Patent Storm. Metal and reinforced plastic composite bicycle frame. 2006. Web.
The aim of this experiment is to investigate the effects of mass on the breaking distance of a bicycle.
Hypothesis
I believe as the mass of the bicycle increases so does the breaking distance. If we triple the mass of the load on the bicycle then the final breaking distance increases three times the initial distance. I am expecting this to happen since from Newton’s second law of motion the rate of impulse change is directly proportional to the external force acting on the body (Bueche 34). This external force which is the breaking force is commensurate to the product of mass and acceleration which eventually halts the body to a rest after a given distance d, and as such, work is done on the body. The work done is meant to counter the kinetic energy of the bicycle. The kinetic energy is factor of the mass and the velocity of the bicycle creating a direct proportionality between the mass of the bicycle and the breaking distance. Basing on the Newton’s 2nd law of motion I think that if a graph is plotted of breaking distance against the mass then a straight line graph is expected portraying a direct proportion between the two variables (Bueche 34).
Mass, m (Kg)
Independent variable– mass, m (Kg)
Dependent variable- distance, d (m)
Controlled variables- acceleration of the body, a (m/s2)
air resistance, A (N)
slope of the surface, S (πC)
the coefficient of kinetic friction of the table, C (µf)
gravitational acceleration, g (m/s2)
length of the spring, l (m)
spring constant, k (N/m)
Materials list
A sensitive spring that can accommodate a 500gm mass without undergoing deformation, meter rule, a free moving lab trolley, weightless thread (2 meters in length), masses (10×100gm slotted masses plus a 500gm mass), frictionless single pulley, a flat and smooth table (1 m in height), pan, tripod stand, two small wooden blocks, a small stool, four leveling wedges.
Diagram
The breaking distance travelled by the trolley is measured by getting the difference between the final and the initial positions of the trolley using the meter rule. The initial mark is given by the actual length of the spring which has one of its edges (the one clumped on the tripod stand) coinciding with the zero centimeter mark of the meter rule. The final mark (obtained from the edge of the trolley on the side that is attached to the spring) is directly read on the meter rule after the trolley comes to rest. This procedure is repeated three times and then an average breaking distance is obtained.
Acceleration of the body, a (m/s2)
The acceleration of the body should be kept constant. This is obtained by maintaining the same mass on the pan hence the tension on the spring remains constant.
Air resistance, A (N)
This is controlled by carrying out the experiment in a closed laboratory room with the fans turned off. The experiment will be carried out on the same bench, position and on the same day to limit deviations due air resistance.
Slope of the surface, S (πC)
The slope of the surface is kept constant at 0 πC with the ground. This is done using a leveling wedge. This is tested by letting a trolley stand on the surface of the table to ensure it doesn’t move.
Coefficient of kinetic friction of the table, C (µf)
This is controlled by performing the experiment using the same table throughout at the same position, and using the same trolley all along.
Gravitational acceleration, g (m/s2)
Gravitational acceleration is controlled by performing the experiment in the same location until all the measurements are taken.
Length of the spring, L (m)
The length of the spring should be kept constant. This is controlled by using the same spring all along while checking to ascertain that it hasn’t undergone deformation by measuring its length every time before using.
The spring constant, k (N/m)
The spring constant should be maintained and this is achieved by using a similar spring all along.
Method for the collection of data
Set the apparatus as shown in the diagram above with one end of the spring clamped and coinciding with the zero mark of the meter rule (don’t attach the mass and the pan).
Attach the spring to the trolley and slightly pull the trolley to make it slightly taut, slowly release it to rest and record the actual length from the meter rule at the end of the trolley adjoining the spring (At this point the string with a loop at one end is attached to the trolley minus the hanging mass in a pan).
Add a 100 gm slotted mass on the trolley and then hang the 500 gm mass in a pan on the other end of the looped string.
Leave the trolley to come to rest and then record the final position of the trolley from the meter rule at the point where the spring adjoins the trolley.
Calculate the distance by finding the difference between the initial and the final mark.
Repeat the steps three times and then find the average breaking distance by dividing the summation of the breaking distances obtained by three after which you record the reading.
Repeat steps 1-6 for masses 200gms, 300gms in that order up to 1kg while recording your findings.
Table of mass on the trolley and the breaking distance
Mass, m (Kg)
Δm (Kg)
Breaking distance, d (m) ±0.01
d1
d2
d3
average
0.100
0.001
0.200
0.002
0.300
0.003
0.400
0.004
0.500
0.005
0.600
0.006
0.700
0.007
0.800
0.008
0.900
0.009
1.000
0.010
Data processing and presentation
The collected data is represented in a graph by plotting the values recorded from the table with the depended variable on the x-axis while the independent variable on the y-axis. This gives us a relationship between the two variables. Also included in the graph are the uncertainty bars in order to accommodate experimental errors.
Analysis of the graph
The data is analyzed using the equation; y= mx +c
Where by c represents the y-intercept i.e. the weight of the trolley
m-is the gradient of the slope
Investigation reveals that the breaking distance d, is related the mass m, of the body by the formula below: m = kd + c
Whereby k represents the gradient equivalent to 2F/V2
F is the tension on the string
V is the velocity of the trolley (Finck 28)
Evaluating procedures and results
The weights of the slotted masses were not weighed to ascertain their actual weight. They were assumed to be what their respective labels stated.
The parallax error was taken into account by placing the eye direct and perpendicularly above to the edge of the trolley.
Improving the investigation
To increase the precision of results in future then;
The slotted weights should be checked using an electronic digital weighing scale to ascertain their original weight.
The issue of parallax error could be minimized by mounting a pointer at the junction between the spring and the trolley.
Works cited
Bueche, Fredrick. Principles of physics, 3rd edition.New York: McGraw Hill, 1997. Print.
Finck, Joseph, Forces and linear motion. Physics for ATHLETES and other serious students, 1st edition, 2009. Web.
The backward bicycle experiment demonstrates that a lot of skills are adopted on the unconscious level in the mind and usually a person is not aware how a certain learned activity is performed. The way skills become adopted and learned is through practice. For instance, in order to start riding a bicycle that always goes the opposite direction than where you turn it, you need to unlearn the way you rode regular bicycles before. The experiment demonstrates that people with learning disabilities still may master certain things even though he or she may need to do it “backwards.” Through practice any habit or any past knowledge can be altered entirely.
Classical Conditioning
The development of negative feelings to studying due to reception of bad marks in a certain subject can serve as an example illustrating the principle of classical conditioning. In this case, a bad mark accompanied by condemnation on behalf of a teacher stimulates a negative emotion (an unconditioned response). Suppose that the subject in which the student fails is math: the math textbook may become a conditioning stimulus. In other words, the child may show a similar negative response to studying the subject simply by looking at the math textbook. It can happen because the student will recall negative emotions linked to bad marks and anticipate negative learning experiences.
Operant Conditioning
In the episode of the Big Bang Theory, Sheldon used the method of operant conditioning to make Penny change her behaviors in accordance with his preferences. To do so, he offered her a chocolate candy each time she did something in the right way and sprayed water on her whenever she did something wrong. This method works because a person who learns new behaviors starts to associate them with positive emotions in case they are reinforced by pleasant stimuli. In contrast, one will avoid repeating certain behaviors if they are prevented through punishment. In this case, an undesirable behavior will be psychologically linked to negative feelings, which an individual will naturally aim to escape.
Bandura Bobo Doll Experiment
Bandura’s experiment demonstrated that children learn by observing adults. The children who participated in the study and saw adult participants beating the doll aggressively, imitated them afterward and were violent to the doll as well. I do think that the mechanism of imitation plays a crucial role in adopting aggressive behaviors. Moreover, I think that when a person observes violence a lot (especially when growing up), he or she can eventually see aggression as something entirely normal. In this situation, it may become an automatic response and one can be aggressive almost without understanding that he or she does something wrong.
Clinical practice guidelines are developed to guide practitioners on the best approach to adopt when solving complications arising in their line of work. Medical practice guidelines were initially commissioned in the late twentieth century. Before then, treatment of complications relied purely on the practitioner’s best knowledge. It soon became a major problem as research intensified into various medical fields. Each region of specialization adopted different methods. Consequently, the need for standardized guidelines became apparent.
Clinical practice guidelines are developed using evidence-based approaches (Melnyk & Fineout-Overholt, 2011, p. 167). Only the most promising recommendations become part of the guideline. It is the work of a multi-disciplinary subcommittee in a given region to determine the best evidence-based approach to any medical complication. In this report, the author will develop a nursing practice guideline touching on safety with regards to the use and handling of bicycles. Among others, the paper will highlight the scope of the guideline, the target audience, development committee, and bicycle-related injuries in general.
Safety Issues Related to Bicycles: A Nursing Practice Guideline
Scope of the Guideline
Since the invention of bicycles, people around the globe have embraced cycling for both sport and recreational purposes. Like any other activity, cycling comes with its own dangers and risks to the user. The number of deaths related to bicycles has increased over the years. Most casualties are children (American Academy of Pediatrics, 2001, p. 1). The rising number of casualties has prompted the initiation of major campaigns around the world. The aim of these campaigns is to educate people on the safety measures they should adopt while riding bicycles.
A number of studies in this field reveal that most bicycle riders are youngsters below the age of 21 (Airaksinen, Luthje & Nurmi-Luthje, n.d. p. 2). Individuals within this age bracket tend to ignore protective measures during cycling. There are various factors behind these accidents. For example, they may occur as a result of intrinsic factors that include situations where riders exceed their abilities and level of expertise. Accidents are also attributed to extrinsic elements, such as collision with an object (American Academy of Pediatrics, 2001, p. 1).
The purpose of this guideline is to provide nursing practitioners and other stakeholders with information on bicycle-related injuries. The guideline also provides recommendations on how to effectively minimize risks of injuries during bicycling.
Target Audience
The people targeted by this guideline include:
Medical practitioners.
Parents with cycling kids.
Cyclists in general.
Development Committee
The individuals who made this guideline a success include:
Noora Airaksinen, a civil engineer and author of a journal article on injuries related to cycling.
Peter Luthje. He holds a PhD in Medicine. He is also an author of a journal article touching on injuries related to bicycles.
Ilona Nurmi-Luthje. He has published a journal article highlighting the plight of bicycle riders and injuries related to this activity. He holds a PhD in Public Health.
American Academy of Pediatrics. The organization is dedicated to the health and wellbeing of children in the country.
An Analysis of Bicycle-Related Injuries
Wearing protective gear is not a guarantee that one will not incur injuries in the case of an accident involving a cyclist. A number of studies have been conducted on specific bicycle-related injuries. It is important to highlight the findings and recommendations made in these studies. The issues addressed in most of these studies include, among others, head injuries, cervical spine injuries, and injury to limbs.
Head and Face Injuries
Head injuries are the most common in the world of cycling. In countries like the UK, these injuries are the leading cause of deaths and disabilities among people below 40 years (National Institute for Health and Care Excellence, 2014, p. 4). In severe cases, victims may experience mild traumatic brain injuries and persistent symptoms. It is important to note that brain damage is not always visible. As such, nursing practitioners and other caregivers should look for specific signs and symptoms. Some of the symptoms associated with brain injury include loss of coordination and speech, visual disturbances, relapse into unconsciousness, and seizures (Boy Scouts of America, 2009, p. 13).
Helmets and other safety gears can be used to reduce injuries associated with bicycle-related accidents. The major objective of helmets is to protect the head of the rider. As a result, the face remains unprotected and exposed in case of an accident. The situation may result in facial bone fractures, soft tissue injuries, and damage to dentoalveolar (Carmont, 2008, p. 108).
Cervical Spine injuries
Cervical spine refers to the neck region of the spinal cord. It is observed that accidents that are severe enough to cause brain damage also lead to cervical spine injuries. A person suspected of having incurred this form of injury should not be moved. The reason is that mobility may worsen the damage. Some of the signs and symptoms that may indicate the possibility of injury to the spine include difficulties in breathing, swelling and bruising, as well as tenderness. The patient may also feel numb in their arms and legs (Boy Scouts of America, 2009, p. 14).
Limb injuries
Injury to the arms and legs constitute around 20% of all injuries caused by cycling (Airaksinen et al., n.d, p. 2). They are the most affected regions during an accident. The injuries are classified as those affecting the upper and lower limbs. The upper limbs are some of the most vulnerable areas in a bicycle accident. The observation can be attributed to the fact these limbs are used for support in such situations. They are also used to protect vital parts of the body, such as the head (Carmont, 2008, p. 109). Modern bicycles are fitted with quick release pedals. The function of these additions is to hold the foot firmly on the pedal. In case of an accident, riders of bicycles fitted with these elements have little time to free their legs to maintain stability. Ultimately, this increases the risk of injuries to the lower limbs even in the most unlikely accidents (Carmont, 2008, p. 110).
Abdominal Injuries
Majority of individuals involved in cycling accidents develop liver haemotomata (Carmont, 2008, p. 109). The condition occurs when the rider receives blunt blows on the right side of their abdomen. The blows are inflicted by the bar ends on the bicycles (Carmont, 2008, p. 109).
Recommendations: Measures to Avoid Bicycle-Related Injuries
It is not possible to fully eliminate the risk of accidents. However, riders can put in place a number of measures to minimize the chances of accidents. In addition, such moves can reduce the severity of injuries in case of an accident. Some of those measures include:
Wearing Helmets
Helmets are the single and most effective way of preventing head injuries among cyclists (Children Safety Network, 2011, p. 3). Research reveals that these safety gears reduce the risk of facial and brain injuries by more than 80%. However, most riders above the age of 14 tend to disregard this practice (Airaksinen et al., n.d, p. 3). A helmet consists of shock absorbing foam covered by a single layer of plastic. The foam should be breakable to ensure maximum shock absorption. In case of an accident, the impact directed towards the head is absorbed and distributed evenly across the helmet (American Academy of Pediatrics, 2001, p. 1). In most cases, surplus shock, which is not absorbed by the head gear, is weak. As such, the brain’s protective mechanisms are able to neutralize it.
All helmets should be fitted with a chin strap. Cyclists should make sure that they are wearing the right size of helmet. In addition, the safety gear should be approved with regards to quality assurance. One of the organizations that test the safety of helmets is the Snell Memorial Foundation. The foundation recommends that the gear should be replaced at least after every five years or as recommended by the manufacturer (American Academy of Pediatrics, 2001, p. 2).
Visibility Aids
Majority of bicycle-related accidents are as a result of collisions with other traffic. The occurrences can be attributed to poor visibility and failure to use hand signals on the part of the cyclist (Carmont, 2008, p. 110). The aids are fluorescent reflectors and lights that improve the visibility of cyclists on the road (Children Safety Network, 2011, p. 3). Hand signaling is important when changing lanes or turning. It informs other road users of the movements that the cyclist intends to make. The use of reflectors and signals reduce accidents by up to 20% (American Academy of Pediatrics, 2001, p. 3).
Use of Training Aids
The additions are important to kids who are learning how to ride a bicycle. Parents are encouraged to fit training wheels into the bicycles used by their children for training purposes. The wheels should only be removed after the rider gains stability. An adult may also act as a training guide by holding the bicycle as the child trains. It is advisable for an adult to accompany a child to all training sessions.
Enforcement of Bicycle-Related Laws
Governments should support the formulation and enforcement of bicycle-related laws. Such legislations include those stipulating the arrest of cyclists who disregard safety measures, such as wearing a helmet and riding on the right lane (Children Safety Network, 2011, p. 4).
Designated Cycling Grounds
Authorities should introduce paths and lanes dedicated to cyclists in major towns. The aim is to decongest traffic on the motorways (Carmont, 2008, p. 110). The move will ultimately reduce cases of collisions between cyclists and motorists. Consequently, the number of accidents will be reduced.
Conclusion
Implementation of the guidelines involves the adoption of the safety procedures recommended. Such measures include wearing helmets and using hand signals. Bicycle-related accidents are closely related with the attitudes held by riders and the public towards cycling and safety practices. However, accidents are always likely to occur in spite of adoption of best practices. As such, medical practitioners should be prepared to handle any complications arising from bicycle-related accidents. Clinicians and nursing practitioners should operate on the basis of the guidelines put in place. However, it is equally important to have guidelines for a specific specialty.
References
Airaksinen, N., Luthje, P., & Nurmi-Luthje, I. (n.d). Cyclist injuries treated in emergency department (ED): Consequences and costs in South-eastern Finland in an area of 100 000 Inhabitants. Web.
American Academy of Pediatrics. (2001). Bicycle helmets. Pediatrics, 108(4), 1030-1033.
Boy Scouts of America. (2009). Wilderness first aid curriculum and doctrine guidelines. Web.
Carmont, M. (2008). Mountain biking injuries: A review. British Medical Bulleting, 85, 101-112
Children’s Safety Network. (2011). Promoting bicycle safety for children: Strategies and tools for community programs. Web.
Melnyk, B., & Fineout-Overholt, E. (2010). Evidence-based practice in nursing & healthcare: A guide to best practice (2nd ed.). Philadelphia, PA: Wolters Kluwer/Lippincott, Williams & Wilkins.
National Institute for Health and Care Excellence. (2014). Head Injury: Triage, assessment, investigation and early management of head injury in children, young people and adults. Web.
The design of sampling depends on the design of the research I am going to conduct. As I see it, there are two research designs that can be deployed in the context of bike safety. To analyze the risk factors and whether helmets can be regarded as an adequate measure of bike safety, a case-control study would be appropriate. To assess and explore the issue theoretically, a systematic review would suffice.
Generally, systematic reviews have the most theoretical value since they summarize the existing evidence and assess them critically. The approaches deployed when conducting a systematic review facilitate the reduction of possible publication bias and give strong evidence to this or that research issue (Melnyk & Fineout-Overholt, 2015). Some of the challenges that can be faced when conducting a systematic review are data retrieval, evaluating the quality of data, and choosing the most optimal method of analyzing it (DiCenso, Guyatt, & Ciliska, 2014). Despite these challenges, such a method appears relevant for our study. Indeed, there is a significant number of qualitative and quantitative studies on the issue of bike safety which calls for systemization and synthesis of the information to deeper explore the issue. Consequently, a systematic sample is needed to enlist the existing works on the subject of bike safety. On the other hand, a case-control study would contribute to the overall field of research and provide practical evidence for future analyses. In this case, stratified sampling would be needed. The population of adolescents and pre-adolescents registered with a bicycle-related injury would be divided by several strata. The strata would be based on the severity of the injuries, with helmet usage or non-usage taken as variables. In addition, the controls’ gender, age, and extra safety measures such as enhanced bicycle frames, smart lighting, louder horns, etc., can be regarded as variables as well.
Other sampling designs that can be used in a case-control study are random sampling and matching. At that, random sampling would include selecting a certain number of cases from a larger population by assigning them numbers and using a lottery method to include them into study. Its main advantage is that it is the simplest existing sampling method. On the other hand, the one serious flaw in random sampling is that it overlooks the characteristics of each individual case. To effectively assess the direct consequences of the controls being exposed to some factors – risk factors, in this case – matching seems more appropriate. It helps the controls to be conformed according to the variables, thus homogenizing the sample. If the data is unmatched, it is likely that the research will end up with a plethora of minor strata with not enough evidence for each stratum. Albeit the many advantages that matching has, there are several drawbacks to this method. For instance, matching can prove to be costly and take more time than random sampling. Also, matching increases the amount of exclusion criteria which can diminish the sample size (DiCenso et al., 2014).
Overall, on the current stage of the research as serious as that, it seems justifiable to rely on what is feasible at the moment. It appears that a systematic review of existing findings is more valuable than any observational studies, with its findings based entirely on systemized existing evidence, the possibility of applying critical synthesis and assessment skills, and significant value as a platform for future research.
References
DiCenso, A., Guyatt, G., & Ciliska, D. (2014). Evidence-Based Nursing: A Guide to Clinical Practice. St. Louis, MO: Elsevier Health Sciences.
Melnyk, B. M., & Fineout-Overholt, E. (2015). Evidence-based practice in nursing and healthcare: A guide to best practice (3rd ed.). Philadelphia, PA: Lippincott Williams & Wilkins.
Bicycling is a popular activity that individuals and especially children overindulge. Unfortunately, there is public concern regarding this activity due to a high number of injuries that are associated with high levels of hospitalization. 35% to 40% of pediatric head injuries are attributed to bicycling. Also, poor bicycling procedures have led to increased traumatic brain injury and death. Bicycle safety and helmet is an imperative topic to nursing practice because it helps in the development of effective strategies to promote helmet use. Past research has indicated that all bicycle users do not uniformly use the helmets. Hence, in order to prevent preventable injuries that tend to overwhelm the healthcare system, nurses can use the evidence on the effectiveness of helmet use to plan for campaigns aiming to alleviate the situation (Macpherson & Spinks, 2008). A review by Thompson (cited in Macpherson & Spinks, 2008) indicates that 88% of head injuries and 65% of facial injuries can be reduced by the use of helmets among cyclists regardless of age. Identifying effective strategies in bike safety and reduction of bicycling-associated injuries will enable nurses to integrate these strategies in their practice; thereby, offer evidence-based interventions. SRRs are the best sources of evidence like the one reviewed herein because the studies included rigorous methodologies (Garg, Hackam, & Tonelli, 2008).
Studies for inclusion in this review were obtained from reputable databases, such as the Cochrane Central Register of Controlled Trials, MEDLINE, The Cochrane Injuries Group, EMBASE, CINAHL, and TRANSPORT. Also, government websites and references used in the selected publications were included in this review. The studies used in this review were experimental studies that aim to establish an absolute cause and effect relationship. Hence, these studies were of high rigor. In addition, their methodological approach affirms this strong rigor because studies included in this SRR had to be:
Cluster randomized controlled trials.
Interrupted time series analysis with concurrent comparison groups.
Controlled before-after study.
In accordance with the recommendations by Abalos, Carroli, Mackey, and Bergel (2001), this review articulately stated its study participants, types of interventions and expected outcomes, as well as the methods used to identify the studies.
The inclusion criterion of the studies to be involved in the SRR depicts evidence of high level because there is inclusion of at least one well-designed Randomized Controlled Trial as mentioned by The Board of Regents of the University of Wisconsin System (2016). However, the levels of evidence of the different types of studies based on the inclusion criterion are varied. The cluster randomized controlled trials fall in level II. In reference to a study by Grijalva et al. (2007), a time series analysis is a type of quasi-experimental study whose rigor of evidence is at level III. Controlled pre-post/before-after study is also a quasi-experimental study with level III kind of evidence. Unfortunately, the actual review did not identify any RCT, thus only quasi-experimental designs were used in the SRR and the evidence was of level III.
The studies included in the SRR have been described in a systematic manner. Initially, a brief description of the different studies in reference to the problem, hypothesis, methodology, adequacy of the sample size on the basis of power, and determination of both internal and external validity was indicated and later results were presented based on the intervention effects. The manner in which the results were presented in the SRR was clear, but indications of statistical significance were not included in all study results, yet no justification was indicated for this omission. Imperative results of any research are those which indicate high levels of statistical difference or associations; hence, it is not wrong to assume that no significant results emerged in such instances. The authors have been cautious of the validity of their SRR, and they have explained the possible areas where bias might have emerged, including lack of blinding as a potential source of bias (Karanicolas, Farrokhyar, & Bhandari, 2010). However, the aspect of reliability was not covered.
The SRR indicated a positive correlation between helmet use and bicycling safety. Unfortunately, the study did not determine the influence of the bicycle helmet legislation on societal and health domains. On the basis of the inclusion criteria, only 6 studies were included in the SRR. One study indicated a reduction in mortality rate of children younger than 16 years by 52% in the intervention group, which is equivalent to 55% reduction in mortality per 100,000 persons. Three studies evaluated the effect of bicycle helmet legislation on head injury and it was found out that despite reduction in head injury after the introduction of bicycle helmet legislation, this reduction was not statistically significant for both children (p=0.19) and adults (p=0.40). In another study, injuries among individuals aged 17 and younger significantly reduced (p=0.001) but the same was not observed in the adult population (p=0.505). Odds ratios were used to determine the odds of occurrence of traumatic brain injury (TBI), other head and facial injuries and injuries below the neck. The results indicated reduction in TBI (OR 0.82; 99% CI 0.76 TO 0.89) while reduction was not seen in head and facial injuries (OR 1.08; 99% CI 0.90 to 1.23) and injuries below the neck (OR 1.09; 99% CI 1.05 to 1.13). ORs in the adult group for TBI, head and facial injuries and injuries below the neck were OR 1.01; 99% CI 0.93 to 1.10, OR 1.05; 99% CI 0.9 to 1.22 and OR 0.99; 99% CI 0.97 to 1.02, respectively.
In Canada, bicycle helmet legislation indicated a 45% decline in the occurrence of head injuries in the intervention provinces in comparison to 27% reduction in the control provinces. The variation between the control and intervention was significant (p<0.001) and head injuries were shown to have significant decreases in comparison to other types of injuries in both intervention and control provinces. Two studies on helmet use indicated that helmet use enforcement programs have more effect on children than teens and adults. Similar results were realized in two other studies that examined the association between helmet use enforcement programs and actual helmet use.
The SRR revealed that bicycle helmet legislation had a significant effect on head injuries. Therefore, nurses can use this information in their practice when educating and promoting bicycle safety through helmet use. The fact that helmet use enforcement programs are effective on children helps in planning for education, campaign and promotion activities among children. The SRR reveals a challenge for the nursing practice because the bicycle and helmet legislation as well as the helmet enforcement programs have no effect on injury outcomes among adults as well as on helmet use in this population. Therefore, future research should take up a qualitative approach to find out from the adult population what would stimulate their increased usage of helmets and associated reduction in bicycle related injuries.
Reference
Abalos, E., Carroli, G., Mackey, M. E., & Bergel, E. (2001). Critical appraisal of systematic reviews: The WHO Reproductive Health Library, No 4. Geneva: The World Health Organization.
Garg, A. X., Hackam, D., & Tonelli, M. (2008). Systematic review and meta-analysis: When one study is just not enough. Clinical Journal of the American Society of Nephrology, 3(1), 253-260.
Grijalva, C. G., Nuorti, J. P., Arbogast, P. G., Martin, S. W., Edwards, K. M., & Griffin, M. R. (2007). Decline in pneumonia admissions after routine childhood immunization with pneumococcal conjugate vaccine in the USA: a time-series analysis. The Lancet, 369(9568), 1179-1186.
Karanicolas, P. J., Farrokhyar, F., & Bhandari, M. (2010). Blinding: Who, what, when, why, how? Canadian Journal of Surgery, 53(5), 345–348.
Macpherson, A., & Spinks, A. (2008). Bicycle helmet legislation for the uptake of helmet use and prevention of head injuries. Cochrane Database of Systematic Reviews. Web.
The Board of Regents of the University of Wisconsin System. (2016). Nursing resources: Levels of evidence (I-VII). Web.
The referenced article employs two types of research designation, which emphasize the development of the full-covered question examination. Specifically, the authors use a descriptive design, in the first part, with the aim of examining the statistical data on the use of helmets by schoolchildren. This step concerns the provision for the topic background and makes an initial claim, according to which wearing helmets changes with the age of schoolchildren. Further, the authors employed experimentation to certify the claim with the practical evidence, which extends from the sixth level of evidence. Thus, the survey interrogation was sustained, due to which 80 % of kids stop wearing helmets when they are 12. The independent variables, in the article, include parenting styles, academic environments, etc. The dependent variable embraces wearing a helmet while the mediating variables refer to social attitudes and psychological influence on child development. The analysis of the variables helped the authors to design the questions for interrogation surveys. The article considers a range of risks and recommendations, which embrace school and parental influence, safety precautions, and psychological factors (Berg & Westerling, 2001).
The primary aim of the study is to deduce the frequency of helmet use, in the group of schoolchildren, as well as differentiate the factors, which affect helmet wearing. The sample size, which was selected by the authors, embraced 1485 participants. Specifically, the study aimed at the interrogation of the schoolchildren, who are aged 12-15 years. The participants’ gender did not influence the study design. The study could have been sustained with the use of qualitative design by employing a literature review on helmet use or exclusively a descriptive design in isolation.
The research question, which is addressed in the developed work, embraces the issue of parental influence on children’s behavior. The issue stems from the claim, according to which the decision-making, in the group of kids, is affected by the selection of parental styles (Murphy, 2014). The sample size would be chosen, according to the assumption that children’s decision-making is shaped at the age of 13-16. It is important to select the participants of the research from diverse schools so that to disclose a multi-sided fundament of child development. Ensuring the inclusion of both external and internal validity of the study interrogation, it is critical to include the questions on personal psychological development and temperament type of a child as well as the reference of such external factors as social surrounding and parents’ impacts (Huitt, Hummel, & Kaeck, 2001).
The developed research question may be elaborated in qualitative research as well. The selected design for the study is a literature review, which extends from the fact that the examination of professional data on the issue may provide a deep insight into the theories of child development as well as the research of parental styles. It is critical ensuring that the conclusions, which are made, in the study, are trustworthy. Research trustworthiness is distinctive from study reliability and validity since it signifies that the context, in which the data is employed, is verifiable and may be applied in multiple conditions (Lincoln and Guba’s evaluative criteria, 2014). In contrast to it, validity and reliability show the correctness of the user information (Exploring reliability in academic assessment, 2013). In this study, ensuring study trustworthiness may be sustained through applying the results to different domains of child development such as academic environment, peer communication, etc.
References
Berg, P., & Westerling, R. (2001). Bicycle helmet use among schoolchildren – the influence of parental involvement and children’s attitudes. Injury Prevention, 7(3), 218-222.
Exploring reliability in academic assessment. (2013). Web.