Search

Background: By the year 2019, road traffic accidents (RTAs) became the leading cause of death among children and young individuals between the ages of 5 and 29 years. Aim & Objective: To explore the pattern and severity of road traffic injuries (RTIs) over the national highways and connecting bypass roads in the district Aligarh of Uttar Pradesh. Methods and Material: The study included all the individuals who met RTA over the selected stretches of roads and availed treatment at the identified hospitals over these roads. Results: The study finally had 1126 patients. The mean age was 31.89+13.81 years. 937 (83.2%) were males and 189 (16.8%) were females. The most common mode of transport used was two-wheelers (74.40%) followed by pedestrians (11.20%). More than half of the patients were driving the vehicles. 682 (60.60%) and 301 (26.70%) RTAs were recorded on NH91 and NH93 respectively. More than 95% of RTAs recorded had moderate to severe injuries. The severity of RTIs varied significantly with the type of transport and road user, the time and place of the crash, the collision type, and the body part primarily injured. Conclusions: Young males driving motorized twowheelers are most vulnerable to moderate to severe RTIs. [ABSTRACT FROM AUTHOR]

The transportation sector is the backbone of the economic growth of any country. However, the heavy dependence of this sector on petroleum fuel is a matter of concern for sustainable development. To address this issue countries are working toward green energy‐based transportation, and among all viable solutions electric vehicles (EVs) are emerging as front runners. Range anxiety is one of the most prominent concerns in EV adoption. The range of a vehicle depends on the energy consumption so it becomes crucial to estimate it very precisely. There are many standard drive cycles such as the New European Driving Cycle (NEDC) and Worldwide harmonized Light‐duty Vehicle Test Cycles (WLTC) which are used for the estimation of energy consumption. However, these standard cycles fail to capture the driving behavior of real traffic. Due to this reason, these standard cycles underestimate the energy consumption compared with actual consumption. For more realistic energy requirement estimations, researchers are focusing on the development of real‐world drive cycles specific to a particular geography. In this paper, a real‐world drive cycle of electric two‐wheeler has been developed for the city of Lucknow, India, and compared with the driving characteristics and energy consumption estimates of WLTC. The energy requirement per km for the Lucknow drive cycle and WLTC are found as 14.89 Wh/km and 11.95 Wh/km, respectively, which indicates per km energy required estimation for LDC is 24.60% higher than WLTC. [ABSTRACT FROM AUTHOR]

The behavior of customers toward MRF Tyre, particularly in Tirupur city, is the subject of this survey. The purpose of the study was to examine customer satisfaction with MRF tyre, to determine which media outlets encourage consumers to purchase MRF tyre and to ascertain the degree of satisfaction with various MRF tyre components. One source of primary data is a questionnaire. In Tirupur city, a survey was conducted, and 120 people responded. Secondary data for the study was gathered from relevant journals and websites. For this study, non-probability sampling strategies were employed. The statistical tools employed were one-way ANOVA and simple percentage analyses. Developed a hypothesis and tested it using the reliability and normality tests. Results of the analysis showed that most respondents were influenced by friends and that they were generally happy with the different aspects of MRF Tyre. In conclusion, the majority of Tirupur city residents who use MRF tyre for their vehicles felt that the tyre were both comfortable and reasonably priced.

The identification and analysis of aggressive driving behaviour are crucial for enhancing road safety and preventing potential hazards on the roads. By closely examining patterns of aggressive behaviour, such as speeding and sudden lane changes, authorities can implement targeted interventions to mitigate risks and implement effective strategies for promoting safer driving habits and reduce the occurrence of aggressive driving incidents. Towards this, the present study comprehensively analyzes aggressive driving behaviour by leveraging the concepts of probabilistic theory and fuzzy set algorithms, which offer a powerful framework for modelling and analyzing uncertain and imprecise data. For the purpose of analysis, the present study collected naturalistic driving data on three fundamental parameters - speed, acceleration, and jerk, from two-wheeler drivers on a 75 km long study stretch in the vicinity of Patna city, India. By establishing relationships between acceleration, jerk, and speed values, the present study developed regression, classification and fuzzy probabilistic approaches for identifying the aggressive driving behaviour. Based on the findings obtained from regression methods, it was noted that both random forest regression and decision tree regression methods demonstrated superior accuracy compared to linear regression. Specifically, linear regression yielded an $R^{2}$ value of 0.08, indicative of subpar performance. Upon implementation of classification methods, it was observed that both decision tree and random forest classification were performing extremely well on identifying the aggressive behaviour with an accuracy of 99.17%, with an F1-score of 0.88. In order to address the dimensionality challenge, Principal Component Analysis (PCA) is employed to reduce the complexity of the problem, followed by the application of Hidden Markov Models (HMM) on the derived variables. The HMM-PCA approach, although limited by insufficient data, showed the ability to identify non-aggressive patterns accurately and aggressive behaviour with nearly accurate accuracy. From these results, it can be observed that the proposed approach was able to efficiently identify the aggressive driving behaviour. With the help of these insights, specific strategies may be created to lessen the negative consequences of aggressive driving on traffic flow control and road safety, ultimately leading to the construction of a more effective and safe transportation system.

Climate change and air pollution are two significant challenges facing our society and represent a major driver for new developments in the transport sector. As a consequence, automotive manufacturers have focused on the electrification of vehicle propulsion systems and offer a wide range of hybrid and full-electric vehicles in different classes. However, in the world’s most densely populated metropolitan areas, small and lightweight vehicles are key for the mobility of millions. Traditionally these vehicles have provided cost-effective transportation which is difficult to preserve with vehicle electrification. Many of these light vehicles, such as scooters and all-terrain vehicles, use internal combustion engines in combination with a continuously variable rubber belt transmission which provides a simple, comfortable and cost-effective transmission technology but with poor efficiency and high maintenance costs. In this contribution, a novel full hybrid powertrain concept is proposed that offers a similar driving experience to conventional continuously variable transmissions while providing significantly improved performance and fuel economy combined with low system complexity. In its basic configuration, the hybrid powertrain can operate without active actuators and even with mechanical throttle control of the internal combustion engine. This minimalist approach reduces system costs and helps to create a competitive solution for price-sensitive markets. The hybrid system is based on a planetary gear set that combines the internal combustion engine and an electric motor. It is complemented by a centrifugal clutch and one-way clutch, resulting in different operating modes for low and high speeds as well as for electric driving. This paper describes the mechanical design and control approach of the proposed hybrid powertrain layout. In order to evaluate the basic functionalities, a prototype vehicle was built and tested. This contribution shows the integration of the hybrid powertrain concept in a prototype vehicle and proves the fulfilment of all required full hybrid functionalities.

Climate change and air pollution are two significant challenges facing our society and represent a major driver for new developments in the transport sector. As a consequence, automotive manufacturers have focused on the electrification of vehicle propulsion systems and offer a wide range of hybrid and full-electric vehicles in different classes. However, in the world's most densely populated metropolitan areas, small and lightweight vehicles are key for the mobility of millions. Traditionally these vehicles have provided cost-effective transportation which is difficult to preserve with vehicle electrification. Many of these light vehicles, such as scooters and all-terrain vehicles, use internal combustion engines in combination with a continuously variable rubber belt transmission which provides a simple, comfortable and cost-effective transmission technology but with poor efficiency and high maintenance costs. In this contribution, a novel full hybrid powertrain concept is proposed that offers a similar driving experience to conventional continuously variable transmissions while providing significantly improved performance and fuel economy combined with low system complexity. In its basic configuration, the hybrid powertrain can operate without active actuators and even with mechanical throttle control of the internal combustion engine. This minimalist approach reduces system costs and helps to create a competitive solution for price-sensitive markets. The hybrid system is based on a planetary gear set that combines the internal combustion engine and an electric motor. It is complemented by a centrifugal clutch and one-way clutch, resulting in different operating modes for low and high speeds as well as for electric driving. This paper describes the mechanical design and control approach of the proposed hybrid powertrain layout. In order to evaluate the basic functionalities, a prototype vehicle was built and tested. This contribution shows the integration of the hybrid powertrain concept in a prototype vehicle and proves the fulfilment of all required full hybrid functionalities. [ABSTRACT FROM AUTHOR]

This literature review is the first to explore the predictors of the ownership, mode choice, and use of private motorcycles for utilitarian travel. Existing literature reviews on motorcycles only focused on the adverse impacts of motorcycle transport. A total of 45 articles in English published up to 2022 from quantitative and qualitative studies were reviewed to identify socioeconomic and built environment predictors of motorcycle travel which can be affected by planning or policy interventions. Motorcycle ownership level of a country is explained by average income, population density, and urbanisation level; that of a province or city by average income; and that of a household by the numbers of adults and workers, car ownership level, income as well as the population density and road density at the residential location. The choice of individuals to use a motorcycle rather than other modes is predicted by income and age as well as the advantages of time and cost savings of motorcycles over other modes. The amount of motorcycle use of households or individuals is associated with the number of household members, car ownership level, the age of the principal user, and income. Supply of public transport should focus on areas prone to widespread motorcycle ownership to both slow down the growth in motorcycle ownership and pre-empt that in car ownership as both types of motorised vehicles bring environmental and public health harms. More research is needed for further understanding of the relationships between motorcycle travel, the built environment, and public transport supply. [ABSTRACT FROM AUTHOR]

Copyright of Automobile Technology is the property of Automobile Technology Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The performance of calcium carbide residue in reducing two-wheel exhaust emissions has been studied. To perform this experiment, the carbide residue was first converted into adsorbent and then mounted in the exhaust gas line. Two-wheeler used are vehicles commonly used among Indonesian motorcyclists. The test was carried out by varying the adsorbent dimensions and engine transmission. Engine emission tests and adsorbent performance investigations were performed both before and after the exhaust emissions made contact with the adsorbent. The results showed that upon direct contact with the carbide adsorbent, the emission of two-wheeled engines decreased. Carbon-based emissions were reduced significantly in the early stages of the experiment. Moreover, emissions reduction benefits are seen in all adsorbent and transmission engine configurations. The greater the adsorbent's surface area, the better the emission reduction. A significant emissions reduction is also achieved when the first engine transmission condition is applied compared to the neutral transmission. However, the adsorption efficacy declined over time in all research variations. The presence of channels and pores in the adsorbent, and the high temperature attained by the adsorbent, keep improving the adsorbent's adsorption capabilities. However, as saturation increases, the adsorbent's adsorption, and oxidation capability decline. [ABSTRACT FROM AUTHOR]

The performance of calcium carbide residue in reducing two-wheel exhaust emissions has been studied. To perform this experiment, the carbide residue was first converted into adsorbent and then mounted in the exhaust gas line. Two-wheeler used are vehicles commonly used among Indonesian motorcyclists. The test was carried out by varying the adsorbent dimensions and engine transmission. Engine emission tests and adsorbent performance investigations were performed both before and after the exhaust emissions made contact with the adsorbent. The results showed that upon direct contact with the carbide adsorbent, the emission of two-wheeled engines decreased. Carbon-based emissions were reduced significantly in the early stages of the experiment. Moreover, emissions reduction benefits are seen in all adsorbent and transmission engine configurations. The greater the adsorbent's surface area, the better the emission reduction. A significant emissions reduction is also achieved when the first engine transmission condition is applied compared to the neutral transmission. However, the adsorption efficacy declined over time in all research variations. The presence of channels and pores in the adsorbent, and the high temperature attained by the adsorbent, keep improving the adsorbent's adsorption capabilities. However, as saturation increases, the adsorbent's adsorption, and oxidation capability decline.

To objectively evaluate the influence of the subsidence area of a manhole cover on the riding behavior of two-wheeler riders in urban bicycle lanes, a probability model of riding behavior of two-wheeler riders was established. The main factors influencing the probability of riding behaviors under the condition of the subsidence area of a manhole cover are investigated. Based on the field data of 10 survey sections in Guilin, the regression models between the selected probability of independent riding behavior, combined riding behavior and the main influencing factors are respectively established by using the multiple regression analysis method. The results show that the selected probabilities of deceleration riding behavior and original-speed riding behavior have a linear regression relationship with the subsidence depth of the manhole cover and the lane integrity. The subsidence depth of manhole covers is positively correlated with the probability of deceleration riding behavior and negatively correlated with the probability of original-speed riding behavior; lane integrity is positively correlated with both the probability of deceleration riding behavior and the probability of original-speed riding behavior. The data goodness-of-fit value for the relevant influence factors in the two models is 0.941 and 0.900, respectively. The probability of acceleration riding behavior has a linear regression relationship with the lane integrity and section flow. Lane integrity is negatively correlated with the probability of acceleration riding behavior and positively correlated with section flow. The data goodness-of-fit value for the relevant influence factors is 0.821. The probabilities of straight riding behavior and detour riding behavior have a linear regression relationship with the subsidence depth of manhole covers and the minor width of the flat part. The subsidence depth of a manhole cover is negatively correlated with the probability of straight riding behavior and positively correlated with the probability of detour riding behavior. The minor width of flat part is negatively correlated with the probability of straight riding behavior and positively correlated with the probability of detour riding behavior. The data goodness-of-fit value for the relevant influence factors in the two models is 0.601 and 0.603, respectively. The results provide the theoretical basis for the evaluation of the severity and optimization design of the subsidence of manhole covers in urban bicycle lanes. [ABSTRACT FROM AUTHOR]

The demand for various modes of transportation has significantly increased around the world due to rapid urbanization, the increase in population, and changes in lifestyle. This inevitably is associated with a significant increase in the number of end-of-life vehicles (ELVs). In particular, the number of obsolete motorcycles is rapidly increasing in developing countries. In Vietnam, environmental pollution and the dissipation of resources are the consequences of not having a system to properly treat and recycle obsolete motorcycles. Towards finding a solution to these problems, the focus of this study was to develop the compositional data by disassembling a motorcycle and then estimating the number of obsolete motorcycles and the amount of material contained in them. A population balance model, logistic function, and Weibull distribution were used to estimate this data for the period 2010–2030 in Vietnam. The results indicate that the number of obsolete motorcycles in 2030 will be 2.6 times more than in 2010. Finally, to consider the appropriate management strategy of obsolete motorcycles in Vietnam, the feasibility of intermediate treatment facilities is determined through a techno-economic assessment. [ABSTRACT FROM AUTHOR]

VUCA i.e. Volatility, uncertainty, complexity, and ambiguity, is the best word that describes the current situation arising out of the COVID-19 pandemic. But it is interesting to note that despite the gloom, things are looking optimistic. The marketers of Two-wheeler are argue, that things will normalize soon. They believe that the negative repercussions of the pandemic are estimated to be short lived and may last for a few months. They believe that in the long run, the Corona effect will lead to a major boost in the sales figures of Two-wheeler. The research undertaken is unique as it deals with a phenomenon never experienced before. The earlier research studies were related to consumer buying behaviour for Two-wheeler. These research studies were limited to the profile of the consumers, their expectations, satisfaction level and the features of the Two-wheeler. This research undertaken provides a holistic picture of the Two-wheeler industry in era of COVID-19 crises. The research is of great significance as the automobile sector of the country is considered to be one of the most vibrant and happening industry in the country. The study and its findings will lead to congruence of marketing strategies of Two-wheeler companies and customer expectations. It will also help in seeking the much required support from policy makers in the government by bringing to their notice the plight of the automobile sector with the advent of COVID-19 situation. The paper aims to influx positivity in the minds of the marketers and make them feel optimistic about the new normal. It proposes that despite the big blow, the economy of the country has taken, especially the industrial sector, things are not that bad for the Two-wheeler industry. The study will give a new dimension to the way the manufacturers of the automobile industry view the market. The research will highlight reasons for the demand that is likely to unfold in future. The researcher also intend to give satisfactory reasons why some companies had increased sales in 2020 as compared to the corresponding months of 2019 in the previous year. The study based on exhaustive research of available secondary data aims to examine the marketing strategies of six major Two-wheeler companies during the unlock phase. The six companies that are considered for the study are Hero Moto Corp, Honda, TVS, Bajaj Auto, Yamaha and the Royal Enfield. These six companies were considered due to their significant market share and the brand value they command in the Indian market. The combined market share of these six companies accounts for more than 95 percent share of the Two-Wheeler market. The period of the study is from January 2018 to November 2020. The sales figures of the six leading Two wheeler manufacturing companies for the year 18/19 and 2020 were considered for the study. A comparison of the sales figures of 2019 and 2020 for each month was done so as arrive at a conclusion. Appropriate percent increase and decrease in sales are highlighted. Appropriate tables and graphs that depict sales figures for the current year (2020) and previous two years (2018 /2019) are considered so that the hypothesis that is framed can be tested and the objectives of the study are achieved. The study makes a comparison of sales figures between the months post the unlock phase for the current year i.e. 2020. An attempt has also been made to compare the market share of companies and the positive / negative impact on sales of the COVID-19 pandemic on the six companies considered for the study. An analysis for the increase or decrease in the market share has been done to as to suggest suitable remedies. A proper SWOT analysis of the existing situation will help in giving new insights on how to sail through the existing situation and make the most of the opportunity. The important reasons why sales of Two-wheeler are likely to increase are, people will avoid the public transport system and may opt for the Two-wheeler mode of transportation as it is very economical and convenient, many employees have faced salary deductions and hence for the time being, they will avoid buying a car and instead buy a two wheeler. Many women who till date did not think of buying a Two wheeler for self-use, will now consider buying one, this will include house wives, who need to venture out of their homes to fulfill many domestic obligations. Many Two-wheeler manufacturing companies are making loan options more simplified to make things easy for the buyers during times of financial crisis. Home delivery of goods has increased, so companies in the business of delivering goods to customers like Swiggy, Zomato Domino's and courier companies may indulge in placing orders for bulk purchases for their employees. Post the pandemic it is estimated that Two-wheeler service taxi may be the new lucrative business, resulting in more demand for Two-wheeler. The rural markets of the country may also see a boost in sales of Two-wheeler as the country has witnessed a more than satisfactory rainfall resulting in good harvest by the farmers. The special COVID relief funds may increase the surplus of cash. The loan waivers announced by the government will increase the level of motivation among the rural folks. Companies are well aware that aspirations of rural consumers are on the rise due to rising incomes, educational levels and the increasing penetration of television and internet. [ABSTRACT FROM AUTHOR]

Background: In India, from the past two decades, along with urbanization, industrialization, population explosion and migration of people, there has also been rapid growth in the field of road transportation. Cons of this can be seen in the form of increased deaths due to RTA. Method: We conducted a cross sectional study in department of forensic medicine, Gandhi Medical College, Hyderabad including all cases of accidental deaths due to two-wheeler, aged above 6 years between October 2014 to May 2016. Results: Majority cases were in the age group of 21-30 years, 27 (25.7%) and males 89(84.8%). Majority victims encountered accident due to skid 40(38.1%) and head on collision being common 50(47.6%). Linear fracture of vault was found in almost half cases, 53(50.5%). Subdural and subarachnoid haemorrhage were the most common one we encountered. Conclusions: Males in productive age group encountered fatal RTA and also linear fracture, SDH and SAH were common pattern of injury seen in them. Stringent laws and awareness have to be created to reduce the fatalities. [ABSTRACT FROM AUTHOR]

The present work follows in the tracks of previous studies investigating the stability of motorcycles. Two principal oscillation modes of motorcycles are the well-known wobble and weave modes. The research in this field started about fifty years ago and showed how different motorcycle parameters influence the stability of the mentioned modes. However, there is sometimes a minor lack in the physical analysis of why a certain parameter influences the stability. The derived knowledge can be complemented by some mechanical momentum correlations. This work aims to ascertain, in depth, the physical phenomena that stand behind the influence of fork bending compliance on the wobble mode and behind the velocity dependence of the weave damping behaviour. After a summary of the relevant work in this field, this paper presents different rigid body simulation models with increasing complexity and discusses the related eigenvalue analysis and time behaviour. With these models, the mentioned modes are explained and the physical phenomena only partly covered by the literature are shown. Finally, the influence of the rider model on weave and wobble is presented. [ABSTRACT FROM AUTHOR]

Currently, two-wheelers are the most popular mode of transportation, driven by the majority the people. Research by the World Health Organization (WHO) identifies that most two-wheeler deaths are caused due to not wearing a helmet. However, the advancement in sensors and wireless communication technology empowers one to monitor physical things such as helmets through wireless technology. Motivated by these aspects, this article proposes a wireless personal network and an Internet of Things assisted system for automating the ignition of two-wheelers with authorization and authentication through the helmet. The authentication and authorization are realized with the assistance of a helmet node and a two-wheeler node based on 2.4 GHz RF communication. The helmet node is embedded with three flex sensors utilized to experiment with different age groups and under different temperature conditions. The statistical data collected during the experiment are utilized to identify the appropriate threshold value through a t-test hypothesis for igniting the two-wheelers. The threshold value obtained after the t-test is logged in the helmet node for initiating the communication with the two-wheeler node. The pairing of the helmet node along with the RFID key is achieved through 2.4 GHZ RF communication. During real-time implementation, the helmet node updates the status to the server and LABVIEW data logger, after wearing the helmet. Along with the customization of hardware, a LABVIEW data logger is designed to visualize the data on the server side.

with the increase in vehicle production and world population and increased demand for two-wheeler in developing countries, it has become imperative to provide new features in vehicles considering the need of the technologies and humankind. This new system of two-wheelers navigation about the usage of smartphone with two-wheeler and helping it for all the basic needs of navigation and detecting all the objects like apparels, Food Items, Mobile Shop, etc. There is a lot of demand of two wheelers by the varied crowd like students, salesmen, senior citizens, and other medium class people and all of them have a common problem of finding routes/ways and traffic details they are going to face on their coming way. Since they do not have sufficient knowledge of ways and routes, this can cause wastage of time. On another hand if they don't have details of upcoming traffic then they could face tough weather conditions like heat waves, rain, and chilling winters while standing on traffic signals. This new system not only will help riders on navigation but can also help them to monitor their day-to-day ride in order to control fuel budget and two-wheeler's performance and this is working for video-based data input as well. It is ideal for senior citizens as they can overcome situation of getting lost while riding on two-wheelers, moreover, this system can be a milestone for small commercial vehicles like mini trucks, taxi with old equipment and can even be helpful for large commercial vehicles like trucks by locating mobile near to near steering wheel. Although modern vehicles of this class are coming with advanced technologies but a dedicated navigation technology of this type is not present as vehicle cost will be more due to this. The idea is to find the smartest solution with the help of a smartphone with minor hardware and software changes so that we can have an advanced onboard navigation system in existing vehicles of this class. [ABSTRACT FROM AUTHOR]

The present work follows in the tracks of previous studies investigating the stability of motorcycles. Two principal oscillation modes of motorcycles are the well-known wobble and weave modes. The research in this field started about fifty years ago and showed how different motorcycle parameters influence the stability of the mentioned modes. However, there is sometimes a minor lack in the physical analysis of why a certain parameter influences the stability. The derived knowledge can be complemented by some mechanical momentum correlations. This work aims to ascertain, in depth, the physical phenomena that stand behind the influence of fork bending compliance on the wobble mode and behind the velocity dependence of the weave damping behaviour. After a summary of the relevant work in this field, this paper presents different rigid body simulation models with increasing complexity and discusses the related eigenvalue analysis and time behaviour. With these models, the mentioned modes are explained and the physical phenomena only partly covered by the literature are shown. Finally, the influence of the rider model on weave and wobble is presented.

In order to maintain a sustainable development and pollution free environment, hybrid vehicles are being made, which have the advantages of both I.C. engines and electric motors. Till date, hybrid technology implemented in a two wheeler has not hit the market yet due to cost issues and nonavailability of resources. We have made an attempt to implement hybrid technology in two wheelers. We have modified a conventional motorcycle using double sprocket, flywheel, brushless DC electric motor and an alternator. We have installed all the components, tested and found it to be successful as it satisfies our objectives by showing enhanced performance. [ABSTRACT FROM AUTHOR]

Background:  Motorcycle is a popular and growing form of intracity transportation in many Nigerian cities owing mainly to poorly developed transport systems. It contributes significantly to road traffic injuries (RTIs), which are a leading cause of death and disabilities in low- and middle-income countries. There is a lack of information on the quality of care received and the treatment outcome in patients with motorcycle RTIs in Ibadan and many cities in Nigeria. This study evaluated the characteristics of motorcycle-related RTIs, the quality of care received, and the outcome of the patients managed in a trauma reference center in Ibadan, Nigeria., Methods:  This is a prospective cohort study. All patients involved in motorcycle road traffic crashes who presented to the emergency department of the University College Hospital, Ibadan, between August 2020 and May 2021, were included in the study. Data on patients' demographics, history of the crash, injuries sustained, definitive care, and the outcome of in-hospital care were obtained from patients (and/or their carers) and the medical records., Results:  A total of 156 patients were seen, out of which 74.4% were males. About 76.2% were less than 45 years with a mean age of 35.7 ± 16.3 years, and the peak age group was 18-44 years. About 37 (23.7%) patients were involved in motorcycle/motorcycle collisions, whereas 67 (42.9%) were involved in motorcycle/car collisions. Riders accounted for 59.6% (93), and although 62% (97) of the patients presented within six hours of the crash, only 10.9% (17) presented within one hour. About 48% received some form of prehospital care rendered by officials of the Federal Road Safety Corps, police officers, or passers-by, and none was attended by a dedicated emergency ambulance team. The head and the limbs were the most affected anatomical areas, while orthopedic and neurosurgical procedures were the most required emergency surgical interventions. About 66.7% were discharged home with only 21.2% of them fit to return to pre-trauma function at discharge, and the mortality rate was 17.3%. Patients who presented at 7-24 hours (AOR = 2.99; 95% CI = 1.04-8.62; p-value = 0.043) and >24 hours after the accident (AOR = 5.65; 95% CI = 1.64-19.53; p-value = 0.006) were 2.99 and 5.65 times, respectively, more likely to die from motorcycle-related accident compared to those who presented within the first six hours., Conclusion:  This study identified the growing burden of disabilities and mortalities related to motorcycle RTIs. It highlights the lack of prehospital trauma care, which is a reflection of the deficiency of a national, regional, or jurisdictional trauma system and the critical need to develop a functional trauma system., Competing Interests: The authors have declared that no competing interests exist., (Copyright © 2023, Ezeme et al.)

• State of the art knowledge associated with motorcycle riding posture. • Effectiveness of various tools/techniques for motorcyclist's posture evaluation. • Future research scope in motorcyclist's posture prediction and evaluation. • Current bottlenecks for proactive evaluation of rider's posture in CAD system. The incidence of fatalities with two-wheeler is more as compared to any other automotive in most of the south-east Asian countries. Out of the numerous causes of postural fatigue, uncomfortable riding posture is one of the major factors for motorcycle rider's muscular fatigue which might lead to accidents or near accidents. Following a systematic literature review, the current paper has elucidated state of the art knowledge associated with motorcycle riding posture under the three sub-heading entitled as (a) Rider's adopted posture and various influencing factors (b) Posture prediction of the motorcyclist and (c) Posture evaluation. Readers of the present review would get fair insight regarding the effectiveness of various tools and techniques used for posture evaluation and various research gaps pertaining to the user-centered design of motorcycles to improve riding posture. Future research scope in the domain of motorcyclist's posture prediction and evaluation includes the development of country/region specific databases for rider's anthropometry, range of motion and comfort joint angle etc. for the proactive design of motorcycles targeting the intended user population. The current review would serve as a meaningful and valuable resource for the researchers engaged in automotive sectors with a special interest in motorcycle design. [ABSTRACT FROM AUTHOR]

This paper presents a thermal interface for cylindrical cells using busbar-integrated cooling channels. This interface is available due to the use of a stand-alone refrigerant circuit for the thermal management of the battery. A stand-alone refrigerant circuit offers performance and efficiency increases compared to state-of-the-art battery thermal management systems. This can be achieved by increasing the evaporation temperature to the requirements of the Li-ion cells and the use of alternative refrigerants. The solution proposed in this paper is defined for electric two-wheelers, as the thermal management of these vehicles is currently insufficient for fast charging where high heat losses occur. Three channel patterns for the integrated busbar cooling were examined regarding their thermal performance to cool the li-ion cells of a 16p14s battery pack during fast charging. A method of coupling correlation-based heat transfer and pressure drop with thermal finite element method (FEM) simulations was developed. The symmetric channel pattern offers a good compromise between battery temperatures and homogeneity, as well as the best volumetric and gravimetric energy densities on system level. Average cell temperatures of 22 °C with a maximum temperature spread of 8 K were achieved.

Air quality is deteriorated due to heavy traffic in the urban centers of Cameroon in Central Africa. The Douala city has witnessed unprecedented growth of vehicles, particularly motorbikes (two-wheelers), which are the primary cause of roadside pollutants. However, the menace of pollution, due to the use of old cars over 12 years, continues. The main objective of this study has been to evaluate the impacts of two-wheelers and old cars on the pollutants originated at the Ndokoti intersection in Douala using a combine field and air quality modeling and assess the effect on urban population. The study uses a semi-empirical model to compute vehicular emission rate, the Gaussian plume model for pollutants dispersion, and the Robust Uniform World Model for assessing impacts of pollutant levels on urban population. The results show that during traffic jam, the concentrations of CO and NO increase with the age of cars and found to be higher with the increase in number of two-wheelers. Using models, scenarios such as a car plying together with 2, 4, 6, and 8 two-wheelers have been developed to determine the influence of the two-wheelers on the pollutant concentration. The estimated pollutant concentrations match well with the measured concentrations. The average roadside CO concentration increases from 60 (scenario 1) to 180 mg m (scenario 5), indicating the prominent impact of two-wheelers on air quality. The comparison of the roadside concentrations in Douala and the guidelines of the WHO show that a large exceedance of up to about 300%, depending on the scenario. [ABSTRACT FROM AUTHOR]

Electric motorcycles are increasingly replacing combustion engine motorcycles, especially in Asia where personal motorcycles represent a significant proportion of the traffic share. Yet, the life cycle environmental performances of electric and combustion driven motorcycles have not yet been established with field data from this region. To enable the clarification of environmental impact from this modal shift, this study conducts a comparative Life Cycle Assessment on the most popular electric and combustion engine motorcycle models in Taiwan in SimaPro using selected impact categories from the ReCiPe impact methodology. This research reveals a burden shifting between impact categories and life-cycle stages. Electric motorcycle achieves lower impacts than combustion engine motorcycle in global warming and fossil resource scarcity, while combustion engine motorcycle outperforms electric motorcycle in freshwater eutrophication and mineral resource scarcity. Electric motorcycles obtained partially better results from the operation stage at a generally higher production impact compared to combustion driven motorcycles. To mitigate the higher impacts in electric motorcycles, increasing the recycling content in raw materials and establishing suitable reuse, repair and recycling system are suggested. A sensitivity analysis revealed significant fluctuations in conventional motorcycles and robust results for the electric motorcycle. [Display omitted] • Comparative LCA on modern electric and combustion engine motorcycles. • Novel life cycle inventory for mid-range motorcycles from disassembly. • Burden shifts between impact categories and life-cycle stages. • Electronics such as circuit board cause major impact contributions. • End-of-life stage of electric motorcycle has increased importance. [ABSTRACT FROM AUTHOR]

The current understanding of the built environment effects on motorcycle ownership is limited. No built environment characteristics have been identified as predictors of motorcycle mode choice likelihood. This research fills these gaps in knowledge by examining the relationship between motorcycle travel and the built environment using the largest metropolis of Taiwan, home to the world's highest motorcycle ownership rate, as the study context. Multinomial logistic and tobit regression models were estimated to examine the relationship between the built environment on household vehicle ownership, mode choice in a trip, and household motorcycle vehicle kilometers traveled (VKT), controlling for socioeconomic predictors of motorcycle travel. It used the most recent trip and household datasets from both the 2000 and 2009 large-scale household travel surveys in the Taipei Metropolitan Area for analysis. Findings suggest that higher population density, being farther from the central business district and from metro stations are correlated with higher household motorcycle ownership levels, higher likelihood of motorcycle mode choice, and higher household motorcycle VKT; lower job density is correlated with higher household motorcycle ownership levels and higher household motorcycle VKT; higher income is correlated with lower motorcycle ownership levels, lower motorcycle mode choice likelihood, and higher household motorcycle VKT. The academic novelty of this research is that it rejects most of its literature-based hypotheses about motorcycle travel and the built environment. Transportation and land use policy should expand mass transit, develop suburban employment centers near metro stations, and reshape the spatial distribution of population so that areas near metro stations become more densely populated than others. • Current understanding of built environment effects on motorcycle travel is limited. • Multinomial logistic and tobit regression models were fitted on 2000 and 2009 data. • Motorcycle travel is correlated with high population density and low job density. • Motorcycle travel is also correlated with being far from downtown and metro stations. • Most hypotheses about motorcycle travel and the built environment were rejected. [ABSTRACT FROM AUTHOR]

Purpose: To investigate the association of posterior indirect traumatic optic neuropathy and superior temporal orbital rim injury in two-wheeler riders and documentation of the clinical profile of such cases. Design: Retrospective observational study. Materials and Methods: Records of all patients reporting with cranio-orbital injury and vision loss following road traffic accidents between October 1994 and April 2006 were reviewed and from them cases with vision loss solely from indirect optic nerve injury were taken up for study. The prognostic significance of different presenting features, role of intravenous methyl prednisolone (IVMP) and relative risk of superior orbital rim injury to posterior indirect traumatic optic neuropathy (at 95% confidence interval) was calculated. Results: Out of 129 consecutive cases of cranio-orbital injury, 35 had posterior indirect traumatic optic neuropathy with minor ipsilateral superior temporal orbital rim trauma and none used any protective headwear. Presenting clinical features like relative afferent pupillary defect ( P = 0.365), optic disc status ( P = 0.518) and visual evoked potential (VEP) ( P = 0.366) were disproportionate to visual loss. Only VEP had prognostic significance. The IVMP did not provide any added therapeutic benefit. The remaining 94 cases sustained direct blinding ocular trauma and 28 of them had associated intracranial pathology. The relative risk of superior temporal orbital rim injury to posterior indirect optic nerve trauma was 2.25. Conclusion: Superior temporal orbital rim injury, even when minor, carries a potential risk for development of blindness from indirect posterior indirect traumatic optic neuropathy in two-wheeler drivers. Presenting signs do not correlate with visual status. Only VEP has prognostic significance and the condition is untreatable.

Background Motorized two-wheelers (MTWs) such as scooters and motorcycles place drivers and passengers at significant risk of injury and death in the event of a road traffic accident. In India, where road traffic is poorly regulated and consists of vehicles ranging from semitrucks to animal carts, the MTW pillion rider (backseat passenger) is particularly vulnerable. Annually, approximately 140,000 Indians are injured or killed in MTW road traffic accidents. In 2011, the city of New Delhi renewed a mandatory helmet use exemption for its 8 million women. We sought to identify the patterns of injury among MTW pillion riders in the city of New Delhi, including differences between helmeted and unhelmeted male and female pillion riders. Methods All records of incoming trauma patients to the Jai Prakash Narayan Apex Trauma Center, New Delhi, were reviewed for the 23-mo period from April 1, 2009 until March 1, 2011. More than 3000 charts were reviewed selecting for patients who were MTW pillion riders involved in road traffic accidents. Data including Glasgow Coma Scale score, number of surgical procedures performed, length of stay, and demographic information were collected from charts that met the criteria. Fisher's exact test was used for categorical variables and Kruskal–Wallis test for continuous variables. Results A total of 466 charts of MTW pillions in road traffic accidents were identified with 108 helmeted males, 161 unhelmeted males, three helmeted females, and 194 unhelmeted females. Females, both unhelmeted and helmeted, were more likely to have head and neck injury than unhelmeted males or helmeted males (66.0% and 66.7% versus 53.4% and 27.8%, P < 0.001). Unhelmeted females were most likely to suffer inhospital mortality (17.6%, P = 0.008) and require intensive care unit admission (40.0%, P = 0.004). Unhelmeted pillions, both male and female, had significantly lower Glasgow Coma Scale scores than helmeted pillions (12.6 and 12.8 versus 13.8 and 15, P = 0.04). Conclusions Female pillions are more likely to have head and neck injury than male pillions, and unhelmeted pillions are more likely to have injuries resulting in their death. This firmly establishes the protective benefit of helmet use for pillions. Encouraging helmet use among all pillions may prevent a significant number of injuries and deaths, and mandatory helmet laws may decrease morbidity and mortality of MTW road traffic accidents for the women of New Delhi and all of India. [ABSTRACT FROM AUTHOR]