Motorcycle Safety

Methods of reconstructing motorcycle collisions have traditionally been limited to speed from skid
marks, speeds from scrapes or gouges, speed from rider ejection, speed from linear momentum, or
sometimes speed from witness observations. Oftentimes, the data necessary for analysis is either misunderstood
or misinterpreted. This paper tests the applicability of using rotational mechanics and specific
models for motorcycle front fork deformation and vehicle deformation when determining motorcycle
impact velocity. Additionally, the results of these methods are statistically tested for significance and
reliability against independent motorcycle impact test data. NAFE Journal June 2012

This paper aims to design a robust, cheap, effective, retrofit-able and easy to manufacture ABS system for motorcycles in developing countries, such as India. Safety systems for two-wheelers are especially important in such countries, which have some of the world's largest densities of two-wheelers. Multiple papers on similar topics are reviewed, and the best applicable ABS system is devised. Focus is set on small capacity, commuting motorcycles, which form the bulk of the motorcycle population mentioned. Hence, the intention is to deliver an ABS system which is reliable, but can be put together in the most affordable manner. Technically, in this paper the control of the pressure inside the rear brake hydraulic circuit of a motorcycle is considered. An electro-mechanical actuator, controlled by a dedicated ECU, is capable of moving the piston inside the brake master cylinder and is used to achieve the control purpose. This paper proposes a linear model for the hydraulic braking system.

The staggering increase in number of motorcycles especially in Asia is leading towards significant increase in number of crashes and therefore costing enormously in terms of losses occurred by consequent deaths and  injuries. In Bangladesh motorcycle crashes are a growing problem resulting from massive increase of motorcycles. There are over 1.1 million registered motorcycles in Bangladesh, representing nearly 57% of total registered motor vehicles. Motorcycles are increasing at an astonishing rate, around 500% during 1998-2013 with fleet growing at a much faster rate than other vehicles. Motorcycle crashes are claiming over 200 deaths annually and are predominantly a rural problem (nearly 70%), mostly attributable to effects of speeding. Predominant crash types are head-on, hit-pedestrian and rear-end, which together account for around 83%. Nearly three quarters of motorcyclist fatalities are attributed to non-wearing of safety helmets. Many factors contribute to motorcycle crashes with the dominance of hazards associated with road infrastructure. Recent iRAP (International Road Assessment Programme) assessment of 1400 km of highways in Bangladesh indicated the severity of road safety hazards for motorcyclists as the assessment revealed that 71% of assessed highways are 2-star or less (out of possible 5-star) indicating a relatively high level of risk of deaths and injuries. Addressing the safety of motorcycles and the riders is therefore an enormous challenge to transport engineering professionals. There is an urgent need to strengthen efforts for implementing a rage of cost effective countermeasures within the principles of safe system approach. This paper discusses the current motorcycle situation, motorcycle crash characteristics, challenges and opportunities of improving motorcycle safety in Bangladesh. The paper argues that the engineering safety on roads is clearly a priority issue particularly for achieving the goals and targets of the Decade of Action and motorcycle crashes and injuries cannot be prevented until safety treatments are built on the road infrastructure.

In this article, I approach motorcycling as a learning process. The main concept used is that of the social career, as advanced by Erving Goffman and David Matza. I highlight the specific
bodily practices and risks that occur in the successive stages of a motorcyclist’s social career. Throughout their career as motorcyclists, riders learn how to manage successive risks. The riding body may be approached as a case of voluntary risk-taking, a structural factor identified in many contemporary societies. Motorcycling is thus similar to hang gliding, skydiving, scuba diving or rock climbing. The study is based on data gathered from the main online motorcycling forum in Romania, participant observation carried out among motorcyclists in Romania in 2008 and 2009, and conversations and interviews with motorcyclists. I suggest that the risk implied by using motorcycles depends on the stage that a person is at in his or her social career.

Kecelakaan lalu lintas adalah suatu peristiwa di jalan yang tidak terduga dan tidak disengaja yang melibatkan kendaraan dengan atau tanpa pengguna jalan lain yang mengakibatkan korban manusia dan atau harta benda (UU. RI. No. 22 Tahun 2009). Studi Epidemiologi Cedera akibat Kecelakaan Lalu lintas di RSUD Dokter Soesilo Kabupaten Tegal menunjukan bahwa korban cedera akibat kecelakaan sebagian besar berumur 16-45 tahun, jenis kelamin laki-laki, jenis kendaraan sepeda motor (Wahyu dalam Notosiswoyo, 2014).
Tingginya angka fatalitas pengendara sepeda motor disebabkan oleh beberapa faktor antara lain pengendara sepeda motor sering kali melakukan manuver yang membahayakan (www.kompas.com diakses pada tanggal 12 Februari 2014 dalam Finiarty, 2014). Hal ini dibuktikan dengan dijumpai para pengemudi sepeda motor menghentikan kendaraannya melewati batas palang pintu. Bahkan, beberapa kali terlihat pengendara yang nekat menerobos meski palang pintu kereta api sudah tertutup (Resmadi, 2014).
Penyebab perilaku agresifitas pengemudi sepeda motor di perlintasan sebidang kereta api antara lain (1) faktor internal dan faktor eksternal dari setiap individu yang berdampak pada tingkat kesadaran hukum, (2) tayangan televisi yang belum digunakan sebagai sarana komunikasi yang baik, dan (3) keinginan seseorang agar cepat sampai tempat tujuan.
Cara mengatasi perilaku agresifitas pengemudi sepeda motor di perlintasan sebidang kereta api antara lain (1) peningkatan kesadaran hukum (2) menyisipkan tayangan-tayangan yang bertemakan keselamatan berlalu lintas, dan (3) manajemen yang baik serta pemilihan rute yang benar

In many developing countries motorcycles are used not only for personal travel (commuting, leisure, etc.) but also to deliver documents and small commodities (e.g., food) or to provide taxi services. Incomes of these commercial motorcyclists are generally based on the number of services they are able to provide within a given amount of time. Some have suggested that this incentive might induce commercial motorcyclists to engage in risky behaviors – that is they might be more likely to drive fast and break traffic laws in order to maximize income. To empirically test for differences between commercial and non-commercial motorcyclists, I estimated a logistic regression model using data from a survey conducted by the Development Bank of Latin America (CAF) between 2012 and 2013 in Bogota and Barranquilla, Colombia. My results support the hypothesis that motorcycles used for commercial activities and whose income is generally based on the number of services they are able to provide are at a higher risk of being involved in a crash. The probability of being involved in a crash is higher when using motorcycles for taxi services than when using motorcycles for non-commercial purposes or for commercial activities other than courier or taxi services (after controlling for exposure, demographic characterizes, vehicle features, and other possible explanatory variables, though this finding may be affected by a possible reporting bias by those providing (illegal) taxi services). By contrast, motorcyclists who provide courier services have neither a higher nor lower probability of being involved in a crash compared to those riding motorcycles for non-commercial purposes or for commercial activities other than courier or taxi services. Other variables associated with crash occurrence include age, owning the motorcycle, and riding in Bogota. While I see evidence that the financial incentives of being paid per job motivate risky driving behaviors among commercial motorcyclists, better data and further research are needed to fully understand the causes of differential crash risks among types of motorcyclists.

This review was initiated to understand the potential additional risks to the traffic system after the market introduction of electric motorcycle, which is known for its low sound
emission characteristic. Limitation in evidences and
established literatures on auditory detection of electric and conventional motorcycles has compelled this study to make extensive reference to hybrid and electric vehicles manuscripts for insight, particularly in the area of propulsion and rolling sounds. It is speculated that there exist a propensity that eMC may pose additional risks to traffic. It is strongly
recommended, for more conclusive evidence and
justification of the issue, that further research and
experimental works be explored.
Keywords – auditory detection, crash risks electric
motorcycle.

Cross-sectional observation surveys of helmet use among 6- to 12-year-old child pillion riders were made at 17 different speed-restricted school safety zones. Results: A total of 712 riders and 915 pupils were captured in the videos representing 10% of the whole selected schools populations go/back to/from school by motorcycle. Helmet wearing rate among motorcycle riders is 66.8% while for pillion is 14.7%. The riders were 11.7 times as likely to wear helmet compared to pillion riders. Helmet use rates among male (75.46%) and female riders (52.45%) had statistically significant difference where male riders were 2.7 times more prone to wear helmet (χ2= 35.98, p<0.001). Helmet use rates of 16.3% and 13.2% were observed for male and female pillion riders, respectively, but the difference observed was not statistically significant (p=0.191). It was observed that 65.83% of female riders and 59% of male riders carrying more than one pillion passenger. It was found that 497 (70.8%) had one pillion rider, 183 (26.1%) had two pillion riders, and 20 (2.8%) carried more than three pillion riders on a motorcycle. In addition, 7% of the riders allowed their kids to be seated in front of them while riding. This behavior is hazardous as the front pillion has tendency to distract the rider or worst, to be pinned between motorcycle handle and the rider during the event of a crash. In addition, the front pillion passengers are always being the last to be equipped by safety helmets as more than 90% of them ride the motorcycle without wearing safety helmets. Conclusions: Helmet use by motorcyclists on the route to school is generally low. There is a need for public awareness campaigns on the safety benefits of helmets to increase its prevalence. Public awareness on helmet wearing must be accompanied by sustained enforcement of the road traffic police to ensure compliance and change in attitude.

The research paper titled “Exploring the reasons of not using helmet among motorcyclists” is conducted by four students as a part of the completion of mentioned course. This research illustrates the idea of taking safety measures while riding on motorcycle. In addition, wearing helmet and rising its awareness to the motorcyclists are the main aspect of this research too. Moreover, surveys and some analysis have made this research somehow successful.
The surveys conducted with motorcyclists on six different issues including motor cycle license, motor cycle accident, suffering of accident, maintain traffic law, using helmet and increasing the using of helmet among motorcyclists.

Motorcycle crash-related fatalities and injuries have a relatively increasing tendency compared to other vehicles. The new development of safety devices and technologies for prediction of their behaviour are therefore also increasingly important. Motorcycles have the least amount of protective devices amongst vehicles. A small disturbance in the motion of motorcycles can expose the riders to severe impacts leading to injuries especially in the appendicular part of the body, but the severest injury is usually to the head. Head injuries are the most common cause of death amongst motorcyclists (approximately 45 %). Thus, naturally, the main protective equipment preventing motorcyclists from fatal injuries is the helmet. In this study, detailed finite element models of helmet and human head are used to simulate and analyse the impacts on a protected and unprotected head in a scenario typical for motorcycle-related collisions.

A revised report now including a Filtering framework for consideration by road safety authorities. The framework has been prepared to help ensure unnecessary restrictions and conditions will not be placed on Filtering and negate the road safety benefits Filtering can provide.

This study examines the risk characteristics of fatal motorcycle crashes in Cambodia over a 5-year period (2007–2011). Secondary data analyses were conducted using the Cambodia Road Crash and Victim Information System, the only comprehensive and integrated road crash surveillance system in the country. Researchers from the Centers for Disease Control and Prevention and Handicap International found that (1) males are dying in motorcycle crashes roughly seven times more frequently than females; (2) motorcyclist fatalities increased by about 30% from 2007 to 2011; (3) the motorcyclist death rates per 100,000 population increased from 7.4 to 8.7 deaths from 2007 to 2011; and (4) speed-related crashes and not wearing motorcycle helmet were commonly reported for motorcyclist fatalities at approximately 50% and over 80% through the study years, respectively. Additionally, this study highlights that Cambodia has the highest motorcycle death rate in South-East Asia, far surpassing Thailand, Malaysia, and Myanmar. By recognising the patterns of fatal motorcycle crashes in Cambodia, local road-safety champions and stakeholders can design targeted interventions and preventative measures to improve road safety among motorcyclists.

There has been a drastic increase in the use of motorcycles as a means of transport in Kenya over the last decade. The number
of injuries, death rates associated with motorcycle accidents have also increased in Kenya. The study therefore sought to
determine the influence of NTSA road safety training on motorcycle accidents in Kimilili Sub – County, Bungoma County,
Kenya. The study adopted descriptive survey research design. The study’s target population was 2550 respondents which
composed of NTSA officials, traffic officers and motorcycle operators. The sample size was 345 respondents. Stratified
random sampling, simple random sampling and purposive sampling were used to determine the population to be used for the
study. The study employed questionnaires and interview schedules to collect the needed data for the research. Data was
analyzed using SPSS 24.0. The analyzed data was presented inform of percentages, frequencies, means and standard
deviations. The study found that road safety training influences motorcycle accidents. The study concluded that road safety
training has an influence on motorcycle accidents in Kimilili Sub County. The study recommended that the legal framework
for training and certification of motorcycle riders in Kenya should be strengthened.

The crankcase breathing of classic motorcycle engines is a subtle and
neglected subject. Early motorcycle designers spent more time on what was happening over the piston, than under it. Little has changed on today's marques. These feature the same problems as those with vintage and classic engines. Rex Bunn, developer of the Bunn Breather technology, shows us how gains can be made to engine power, oil-tightness and service life by making simple improvements to crankcase breathing.

A relevant research issue in naturalistic studies is related to analysis and evaluation of the huge data recorded during the experiment. A procedure to identify critical events of PTW is presented and tested using parameters measured or derived by GPS. Raw measures of speed, position and time are copied directly from the data string stored by the GPS in National Marine Electronics Association (NMEA) protocol. From these other measures useful in explaining the rider behaviour were derived. Smoothing cubic spline and Butterworth filters were used to improve the estimation of measures effected by GPS inaccuracy. The Mahalanobis distance was adopted to identify multivariable outliers for each combination of raw and derived measures. The events classified by Mahalanobis distance as outliers from the 'normal' rider behaviour were compared with the critical traffic conflicts self-reported by the rider during the experimental test in order to evaluate recall and precision of the method. He has over 20 years experience of research into highway design, highway safety and pavement management with more than 150 publications in scientific literature. He is a member of national and international scientific committees (e.g., PIARC, TRB) and reviewers of international journals. Alessandro Di Graziano holds a PhD in Engineering of Road Infrastructures and works since 1997 at the Department of Civil and Environmental Engineering (DICA) of University of Catania, where he has been a Lecturer in Airport and Railway Infrastructure. His scientific activity was mainly carried out on road management with special emphasis on safety and

Motorcyclists swerving in and out of lanes and in between lines of vehicles contribute to traffic conflicts thus creating unnecessary risk of collision. Keeping their travels in dedicated lanes ('keep left' order) as much as possible, may perhaps increase their safety on the road and consequently help reduce road deaths and injuries in Malaysia. Masato Kenya (pseudonym) is a freelance cartoon artist who is based in Kuala Lumpur, Malaysia. His Facebook page is www.facebook.com/masatokenya.

Motorcycle is an important part of urban transportation. Especially, motorcycles are used
to avoid traffic congestion in metropolis. Environmental condition and intended purpose
affect percentage of vehicle fleet. In Turkey, 14 percent of vehicles fleet is motorcycle.
Motorcycle often becomes topic because of accidents that involved in it. This is because
motorcyclists have higher probability in terms of accident risk and being died/injured
during accident compared to other vehicles.
Motorcycle rider behavior and physical feature of motorcycle are different from other
vehicle rides. For this reason, motorcycle safety factors are not same. The aim of this study
is determination of motorcycle safety parameter and their severity via model estimation
results.
The history of motorcycle is not going too far dates. The definition of motorcycle is simply
that motorcycle is single-track, two-wheel vehicle designed to be straddled by its rider and
having handlebars for control, but variation exist such as three-wheel design. The
fundamental differences between motorcycles and passenger cars in both vehicle
dynamics and the intimate interaction between these dynamics, the throttle settings and
rider weight positioning and control strategies and the control of these machines,
unsurprisingly lead both to their different behavioral patterns on roads and to personal
attributions to the behaviors as observed by each group of the other. All this may lead
them to have more freedom in a traffic stream and also perform some characteristic
behaviour patterns in mixed traffic flow. For example, motorcycles generally present more
complex behaviour than passenger cars do, exhibit more erratic and chaotic trajectories
when making progress, and do not always follow the lane disciplines strictly. However,
the conventional traffic flow theories and traffic simulation models seem to put their main
focus on passenger cars and, accordingly, place less consideration on the uniqueness of
motorcycles. This may cause such theories and models to have difficulties when
describing mixed traffic and assessing the influence of motorcycles upon the traffic flow,
particularly in busy urban networks or in a congested stream.
Motorcycles and motorcycling have a number of characteristics that are at least potential
contributors to the high accident liability of motorcyclists. Motorcycles tend to have much
higher power-to-weight ratios than cars, and increasing numbers of motorcycles are
capable of very high speeds and accelerations. Being a ‘single track’ vehicle, a motorcycle
can easily become unstable and capsize if braking, accelerating or a slippery road surface
cause a wheel to lose adhesion.In thinking about the different factors involved in motorcycle crashes, it is useful to
consider motorcycling as a system involving three elements: (a) a machine element (i.e.,
the motorcycle), (b) an environmental element (e.g., traffic conditions, road type and
conditions, weather conditions) and (c) a human element (rider).
Motorcycle rider behavior that they are different in terms of associated two types with
vehicle number. They are motorcycle-single vehicle rider behavior and motorcycle-multi
vehicles rider behavior. Motorcycle features create motorcycle-single vehicle rider
behavior and motorcycle-single vehicle rider behaviors create motorcycle-multi vehicles
rider behavior. Motorcycle rider behavior is related to vehicles that motorcycle near, rear
and front. There are 15 motivations for the motorcyclist. These are grouped by rider feature.
There are three types of motorcycle safety equipment. They are used to protect the head,
torso and rest of the body. The most crucial part of this equipment is for the head. Most of
the countries, including Turkey has forbidden riding a motorcycle without using a helmet.
According to 2015 accident statistics, 880 people died and 39.368 people got injured due.....

In this study, data was gathered for 12 variables. These variables are; number of lanes, number of humps, number of the intersection, number of the bus line, number of minibus line, number of the traffic light, number of crosswalks, peak hour, pathline, headway and parking on road. Considering the correlation matrix, the number of the bus line, the number of minibus line and number of crosswalk were removed. In this study, the logit model approach using for analyzing discrete variables is utilized. The choosing variable is brake number per kilometer for the established model. After that three-level are decided via threshold values in order to convert continuous variables to discrete variables. It is accepted that while increasing break number, motorcycle safety decrease, and level number increase.

Motorcycle is a popular mode of transportation in many developing countries, including Pakistan. Since the last decade, the registered number of motorcycles in Pakistan has increased by six times, constituting 74% of the total registered vehicles. However, limited research efforts have been made to investigate motorcycle-related safety issues in Pakistan. Thus, the relationship between potential risk factors and injury outcomes of motorcycle crashes is still unclear in the country. This study, therefore, established a random parameter logit model to examine the factors associated with the motorcycle injury severity. The analysis is based on two years (2014–2015) of data collected through the road traffic injuries surveillance system from Karachi city, Pakistan. The results indicate that the summer season, weekends, nighttime, elderly riders, heavy vehicle, and single-vehicle collisions are positively associated with fatalities, while the presence of pillion passengers and motorcycle...