Design of a Guidable Cornering Light System for Faired Motorcycle

Today's engendering has a rage about faired bikes because they endeavour ergonomic glances as well as speeds. Although it has now graced a fact that most motorcycle accidents occur in darkness due to poor illumination and are more dangerous when the bike is cornering. As per the present contour of headlamps of fairing bikes, the headlamps become stable, giving rider vision at an upright position. These headlights do not provide enough illumination on bent roads and put riders in a vulnerable position. To overcome this dilemma, an alternative lighting system was needed. The goal of the project is to discover a cost-effective explication, increasing the safety and comfort of the rider. This called for cornering lights for faired bikes to persuade the road at the corner. The cornering lights serve riders by illuminating the shadowed area of the curve providing better vision. The Cornering lights can not only be useful in twilight but also bad weather, the rider can have a clear vision and control on the motorbike. The rider may react to the state of danger at an appropriate time. Keywords: Motorcycle Cornering Lights, Smart Headlights, Guidable headlight, Adaptive headlight, cornering headlight, safety technology, deflecting headlight.

Review on the performance characteristics and quality standards of motorcycle protective clothing

Motorcycle protective clothing is designed to protect motorcyclists from injuries during accidents. It helps to protect the motorcyclist and pillion passengers during the collision and acts as a barrier between the rider’s skin and tarmac surface. Soft tissue trauma is common in motorcycle accidents and protective clothing can protect the soft tissue of the riders up to a certain extent during accidents. Though there are many reasons for road accidents and injuries, the reasons such as uncomfortable clothing, thermally inefficient protective clothing during hot climatic conditions, and ineffective performance of the personal protective equipment (PPE) are also to be considered seriously. Motorcycle clothing is specially designed in such a way that it could give better protection against impact and abrasion during the collision. An increase in the usage of the motorcycle has also in turn increased the crash statistics. This paper deals with the significance of motorcycle clothing, materials, test standards, and their performance characteristics. As per the review results, most of the motorcycle protective clothing has failed to meet out the quality standard protocols. Impact resistance, abrasion resistance, thermal comfort, and ergonomics are the major areas where more focus is required. Design of appropriate fabrics assuring requisites of motorcycle clothing is very challenging and extensive research is still intended in these areas.

Cell Phone Related Violations and Motorcycle Accidents: A Bayesian Approach

The effects of cell phone use on motorcycle riders’ behaviour are studied in smart city, Bhubaneswar, capital of state odisha, India. Most of motorcycle riders confess using cell phone devices while driving. Moreover, relationship between near miss and accidents has been found with the use of cell phone, reflecting a risk factor for motorcycle riders.“ This study examines the relationship between such type of behaviours, comprising calling and manipulating the screen, and the frequency of near miss and actual accidents among motorcycle riders. We conducted a web based survey measuring cell phone-specific violations, human errors, near miss and accident to motorcycle riders (N=289; age range; 18-60). We hypothesized that the relationship between cell phone use and near miss would be explained by an increase in the number of human errors committed, thus increasing the likelihood of being involved in near miss. Moreover, we hypothesized that near miss will predict actual accidents. Outcomes of path analysis showed that cell phone-specific violations predicted accidents throughout their consecutive effects on human errors and near miss only in the subsample of men. These findings offer an explanation of how cell phone use contributes to increase the likelihood of getting involved in near miss and actual accidents. The current study builds a path model explaining how cell phone-specific violations lead to more near miss among motorcycle riders.

Incidence and underreporting of osseous wrist and hand injuries on whole-body computed tomographies at a level 1 trauma center

Background To investigate the incidence of osseous wrist and hand injuries on whole-body computed tomographies (WBCT) at an urban maximum-care trauma center, to report the number of missed cases in primary radiology reports, and to develop an algorithm for improved detection of these injuries. Methods Retrospective analysis reviewing all WBCT for a period of 8 months for osseous wrist and hand injuries. (1) Reconstruction of hands/wrists in three planes (thickness 1–2 mm) and analysis by a blinded musculoskeletal radiologist. (2) Scanning of primary radiology reports and comparison to the re-evaluation. (3) Calculation of the diagnostic accuracy of WBCT during primary reporting. (4) Search for factors potentially influencing the incidence (trauma mechanism, associated injuries, Glasgow Coma Scale, artifacts). (5) Development of an algorithm to improve the detection rate. Results Five hundred six WBCT were included between 01/2020 and 08/2020. 59 (11.7%) WBCT showed 92 osseous wrist or hand injuries. Distal intra-articular radius fractures occurred most frequently (n = 24, 26.1%); 22 patients (37.3%) showed multiple injuries. The sensitivity of WBCT in the detection of wrist and hand fractures during primary evaluation was low with 4 positive cases identified correctly (6.8%; 95% CI 1.9 to 16.5), while the specificity was 100% (95% CI 99.2 to 100.0). Forty-three cases (72.9%) were detected on additional imaging after clinical reassessment. Twelve injuries remained undetected (20.3%). Motorcycle accidents were more common in positive cases (22.0% vs. 10.1%, p = 0.006). 98% of positive cases showed additional fractures of the upper and/or lower extremities, whereas 37% of the patients without osseous wrist and hand injuries suffered such fractures (p < 0.001). The remaining investigated factors did not seem to influence the occurrence. Conclusion Osseous wrist and hand injuries are present in 11.7% on WBCT after polytrauma. 93.2% of injuries were missed primarily, resulting in a very low sensitivity of WBCT during primary reporting. Motorcycle accidents might predispose for these injuries, and they often cause additional fractures of the extremities. Clinical re-evaluation of patients and secondary re-evaluation of WBCT with preparation of dedicated multiplanar reformations are essential in polytrauma cases to detect osseous injuries of wrist and hand reliably. Trial registration The study was registered prospectively on November 17th, 2020, at the German register for clinical trials (DRKS-ID: DRKS00023589).

Prevalence of Protective Measures and Accident Among Motorcycle Riders with Road Safety Compliance in a Nigerian Semi-Urban Community

Introduction: The operation of commercial motorcycles has eased transport difficulties, but an increased rate of road traffic collisions, injuries, and deaths deserve attention. This study aimed to evaluate compliance with road safety preventive measures and accident prevalence among motorcycle riders in Ado-Odo Ota, Ogun State, Nigeria. Methods: This study was a descriptive cross-sectional survey that employed a structured questionnaire for collecting information related to compliance to protective measures and accident prevalence. A stratified random sampling technique was used to identify respondents from 20 motorcycle parks. Also, a multistage probability sampling method was used to select 374 respondents from all motorcycle parks listed. Data analysis was done using IBM-SPSS version 25.0 Results: Of the 374 respondents, 69.0% owned motorcycles and 31.0% hired/rented theirs. Less than half (45.7%) of all riders were aware of the implications (health, financial, and psychological) of a motorcycle accident (MCA). Only 39.5% of owners and 59.5% rented/hire knew the implications (p<0.001). Helmet use was significantly higher among owners (76.4%) than hired/rented (55.2%), p<0.001. More owners (70.9%) had protective jackets than rented/hired (57.8%) (p<0.05). Availability of bright/reflective clothing was poor (45.7%) though significantly higher among owners (50.0%) than rented/hired (36.2%) (p<0.05). Overall accident prevalence was 45.2%, significantly higher among rented/hired riders (56.0%) than owners (40.3%) (p<0.005). Respondents aged 18-24 years were more involved in MCA (52.9%) than the other age groups (p<0.05). Respondents with no formal education had more accidents (73.1%) than the educated (p<0.001). Conclusion: The knowledge of the consequences of motorcycle accidents was limited among motorcycle riders in Ado-Odo, and the prevalence of accidents was significantly higher among riders who rented/hired motorcycles than owners. Therefore, there is a need for accident documentation and cost implication of motorcycle accidents in the local government areas; this will help policymakers design intervention programs. Also, there is a need for regular training of the riders on road safety measures and the associated benefits.

The perilous riding behavior and accident of motorcycles in university students

Background: An inevitable traffic accident frequently resulted from the dereliction of individualized community from disobeying regulation which causes an impact on the safety of another person. The impact raised is not merely in terms of material but also non-material.Objective: This research was aimed to know the correlation between risky riding behavior and the accident of motorcycles experienced by university students of Halu Oleo University of Kendari, Indonesia.Methods: This research utilized the cross-sectional design. Data were collected on June 2021 using a validated questionnaire online among 251 respondents. Results: 84.5% of respondents had ever experienced motorcycle accidents. There was a correlation between listening to music while riding (p = 0.973), riding with the speed more than 50 km/hour (p = 0.220), sudden braking (p = 0.267), overtaking without turning rear light (p = 0.518), with the motorcycle accidents.Conclusion: The dangerous riding behavior can potentially decrease the rider’s ability and increase the possibility of a car accident. The university could improve safe riding through empowering and encouraging education about riding towards students.

Victims profile in function of motorcycle engine potency and assisted by the Fire Department of Uberlândia, Brazil

Introduction: Traffic accidents are a global issue, especially in emerging countries, resulting in a high number of deaths and significant social and economic expenditures with victims. Motorcycle accidents stand out mainly by its greater vulnerability, and studies relating bike engine potency and accidents are still rare. Objective: To trace the profile of victims involved in motorcycle accidents as a function of motorcycle power that were assisted by the Fire Department in Uberlândia, Brazil. Methodology: A transversal, retrospective, analytic and quantitative study, based on a public database. Twelve thousand nine hundred occurrence reports were retrospectively analyzed between 2015 and 2018 in the Integrated System of Social Defense from the Military Fire Department of Minas Gerais state database. Variables that allowed accident characterization were collected (such as motorcycle conductor or passenger and from the accident itself) and were compared in function of the motorcycle power or engine potency (less than 250 CC as low and more than 250 CC as high). Results: There was a lack of information in reports about the accident and even greater lack about the injured person, ranging from 0% to 52%. The predominance of accidents was with motorcycles below 250 CC. The values of severity and clinical data scores were not different between engine potency categories, except for the heart frequency of the injured, with a median of 82 and 80 beats for high and low engine potency, respectively. A greater frequency of accidents involving men, single, with higher education conducting motorcycles over 250 CC, involved in falls, with occurrence between 18:01 and 24:00 hours was noted. However, accidents occurred mostly with small-sized vehicles and motorcycles and did not differ between days of the week. Accidents showed a spatial pattern where most accidents occurred downtown and, consequently, in more commercial regions, with no major differences in engine potency. Conclusion: Even though accident severity did not differ between engine potency categories, the profile of participants showed some differences. This information, along with more complete and broader data in the reports, can offer subsides for more assertive public policy implementation to mitigate traffic accidents.