Motorcycle Lane Research Articles

Assessment of Lane-Sharing Manoeuvrability and Risk Exposure Effect on Motorcycling in Nigeria

Motorcycle is becoming a very important mode of transport in most developing countries like Nigeria as a result of their easy accessibility to most local communities. However; due to their riding habits, motorcyclists now constitute larger percentage of fatal accidents on roads. This study is aimed at assessing the behaviour of motorcyclists on share lane with other motorised vehicles with the objective of determining the risks due to their exposure to crashes. Ilorin in Kwara State was selected as the study area, as most communities in this town are not accessible to good public transport system, thereby leaving commuters to depend solely on use of motorcycles for their daily trips. Field survey and questionnaire were used to collect necessary data. Three hundred consecutive motorcyclists were interviewed at ten selected locations (parking spots). The responses were analysed using SPSS v7.5 at the statistical significance p<0.05. The result found that due to motorcyclists’ body exposure during crash, lower leg are mostly affected with 38% value, followed by upper leg with 24% and head with 16% with remaining 22% as damaged only. This may warrant the need for provision of government of motorcycle lanes either with segregated travel lane or exclusively separated lane by the Federal government of Nigeria to form part of her safe road policy.

Influence of motorcycles lane to the traffic volume and travel speed in Denpasar, Indonesia

The large number of motorcycles population was causing a decrease in road performance. In order to overcome these problems, motorcycles lane was build to make homogeneity movement of the motorcycle on the road. The purpose of this study is to analysis the influence of motorcycles lane to the traffic volume, travel speed and density. In this study, data was collected at three times segmentation times i.e. morning, noon and afternoon in four locations, there were Puputan road, Cok Agung Tresna road, Sudirman road heading south, and Sudirman road heading north in Denpasar. The data were collected are traffic volume and travel speed on motorcycles lane and non motorcycles lane. According to the paired t test of travel speed and traffic volume and density there was significant differences between motorcycle lane and without motorcycle lane.

Evaluation of the Traffic Performance Measure for Exclusive Motorcycle Lane at Merging Section

Exclusive Motorcycle Lane (EML) is defined as a roadway meant exclusively for motorcycles or can be stated as motorcyclists who are compelled by law to use it and other vehicles are prohibited by law from using it. It is physically separated from the mainstreams carriageway and is grade separated from the main carriageway at intersections, interchanges or points of conflicts. Merging is one of the parts of way that motorcycle deceleration the speed from main stream lane to enter the Exclusive Motorcycle Lane (EML) with safe. The urban expressways in Malaysia have serious problems regarding the safety, efficiency and comfort ability at merging sections of an EML because of the insufficient geometric due to limited land and the right of way design configuration condition. The increase of traffic volume and demand lead towards the degradation of motorcyclist performance while on their wheels. This research is performed in order to achieve the objectives, i.e. to obtain and analyze local empirical data, such as flow rate, headway and speed on exclusive motorcycle lane at merging section that reflects on the local traffic condition on Federal Highway Route 2, and to obtainregression modeling that relates to Flow Rate with regards to the Headway 1-3, Time Mean Speed and Length of Merging Ramp section, Lm on the merging section of EML and merging ramp section. Tworegression models have successfully been performed with R-Sq 94.8 % for EML section and 31.1 % for merging ramp section. Its also highlighted the attributes of EML.

Evaluating the effect of lane width and roadside configurations on speed, lateral position and likelihood of comfortable overtaking in exclusive motorcycle lane

Construction of exclusive motorcycle lanes is one of the measures to reduce motorcycle fatalities. Previous studies highlighted the risk of crashes with roadside objects and the tendency of motorcyclists to ride with excessive speed on exclusive motorcycle lanes. However, the risk of same-direction crashes on exclusive motorcycle lanes was not explored in much detail, especially on the impact of lane geometry and roadside configurations. This study used naturalistic riding data to determine the effects of lane width and roadside configurations on overtaking speed, lateral position and likelihood of comfortable overtaking on tangential sections of an exclusive motorcycle lane. Twenty-nine recruited motorcyclists rode the instrumented motorcycles along a 20km stretch of an exclusive motorcycle lane along a major urban road. Results revealed that both the roadside configurations and lane width significantly affect the participants’ lateral position, while the roadside configurations only affects the overtaking speed. Participants’ overtaking speeds and the front motorcycles’ lateral position contribute significantly to the likelihood of comfortable overtaking in exclusive motorcycle lanes. The findings highlight the importance of micro-level behavior indicators in improving the design and overall safety of the exclusive motorcycle facility.

The role of commercial motorcycles in alleviating poverty in rural areas: a case study of Laikipia East Sub-County, Kenya

The study examined the contribution of commercial motorcycles in alleviating poverty in rural areas with specific reference to Laikipia East Sub-County, Kenya. The specific objective of the study was: to examine the contribution of commercial motorcycles in poverty alleviation in Laikipia East The hypothesis tested was there is no significant difference between previous employment and commercial motorcycles contribution to poverty alleviation in Laikipia East Sub-County. Questionnaire survey was administered to 66 respondents. Thorough literature search and review as well as field observations were used. Data was analysed using both descriptive and inferential statistics. Descriptive analysis included frequency counts, tables, bar graphs, pie-charts and percentages. The Spearman's rank correlation coefficient was used to test the hypothesis. The study found out that commercial motorcycle contributes 10% towards poverty alleviation in Laikipia East Sub-County, and that key activities which had come up as result of commercial motorcycle ridership generated gainful employment. The study recommended that the county government should: rehabilitate the roads and construct motorcycle lanes; train and emphasise on best practices on motorcycle operations; and, establish well updated and accurate data base on commercial motorcycle activities to enhance their contribution to poverty alleviation and sustainability.

Analysis of correlations between psychological factors and self-reported behavior of motorcyclists in Malaysia, depending on self-reported usage of different types of motorcycle facility

Segregated road lanes for motorcyclists are one of the practices implemented by the Malaysian authority to decrease the number of road crashes involving motorcycles. In this study, the motorcycle lanes are divided into three types, exclusive, inclusive, and paved shoulder. This study examined the correlations between motorcyclists’ psychological factors and their risky riding behaviors (speeding and neglecting to wear helmet), depending on self-reported usage of different types of motorcycle facilities. The psychological factors discussed in this study were: attitude, desire, perceived behavior control, moral obligation, perceived danger, fear of being caught, and perception of others’ behaviors toward the risky behaviors. Quantitative analyses, including Structural Equation Modeling, were used as the analytical tools. The results demonstrated the statistically significant relationship of exclusive road lanes’ usage on speeding behavior. However, no statistically significant correlation was found for segregated lanes’ usage on helmet wearing behavior. Psychological factors were found affecting the motorcyclists’ likelihood of performing the risky behaviors. However, these factors influence speeding and helmet wearing behavior differently. The study offers recommendations and theoretical contributions to explain the complex relationships among the uses of segregated lanes, riders’ psychological factors, and their risky behaviors.

Effective Motorcycle Lane Configuration Thailand: A Case Study of Southern Thailand

Motorcycle lane has proved to be an effective engineering measure in reducing motorcycle crashes and fatalities. Its effectiveness stems from the fact that it helps mitigate the hazards of riding a motorcycle in a traffic stream, which have become a serious cause of death and injury in many countries.This research seeks to develop standardized configurations and widths for motorcycle lanes in Thailand. The optimum format for such a lane may be determined from the simulation of data relating to road accidents, traffic volumes and vehicle speeds.In practice, a range of initial lane widths were inputted into a traffic simulator program – in this case, the VISSIM 5.4 – whose output was analyzed to yield the relationship between MC volume, lane width and level of service (LOS). A pilot test was then performed on a stretch of actual road which had been installed with an MC lane of varying widths. Changes in vehicle speed were observed and employed to determine the relationship between lane width and the actual reduction in vehicle speed and the theoretical reduction in road accidents. Findings of the study point to an efficient lane width in the range of 2.0 to 3.0m – for the shared lane configuration.For any width outside the said range, the benefit of the MC Lane would be eroded either by the intrusion of larger vehicles, or by the constraining effect of too narrow a lane. The authors also recommends the preferred width for an Exclusive MC Lane which may range from 3.0 to 4.0m. The lane width of 3.0m is found to be the most effective in reducing the speed of all traversing vehicles, even when compared with the 2.5m or 3.5m widths. With the 3.0m option, the resulting reduction in speed can be as high as 17%; and reduction of accidents, up to 25%. In view of the aforementioned, the authors recommend configuring for the Shared Motorcycle Lane of 3.0m with 2 sublanes of 1.5m width, and for the Exclusive Motorcycle Lane 3.0 – 4.0m with 2 sublanes of 1.5 to 2.0m width.

Injury epidemiology in Iran: a systematic review.

:Background:Injuries are the second greatest cause of mortality in Iran. Information about the epidemiological pattern of injuries is effective in decision-making. In this regard, the aim of the current study is to elaborate on the epidemiology of injuries in Iran through a systematic review. Methods:Required data were collected searching the following key words and their Persian equivalents; trauma, injury, accident, epidemiology, prevalence, pattern, etiology, risk factors and Iran. The following databases were searched: Google Scholar, PubMed, Scopus, MagIran, Iranian scientific information database (SID) and Iran Medex. Some of the relevant journals and web sites were searched manually. The lists of references from the selected articles were also investigated. We have also searched the gray literature and consulted some experts. Results:Out of 2747 retrieved articles, 25 articles were finally included in the review. A total of 3234481 cases have been investigated. Mean (SD) age among these cases was 30 (17.4) years. The males comprised 75.7% of all the patients. Only 31.1% of patients were transferred to hospital by ambulance. The most common mechanism of injuries was road traffic accidents (50.1%) followed by falls (22.3%). In road traffic accidents, motorcyclists have accounted for the majority of victims (45%). Roads were the most common accident scene for the injuries (57.5%). The most common injuries were to the head and neck. (47.3%). The mean (SD) Injury Severity Score (ISS) was 8.1(8.6%). The overall case-fatality proportion was 3.8% and 75% of all the mortalities related to road traffic accidents. Conclusions:The main priorities in reducing the burden of injuries include: the young, male target group, improving pre-hospital and ambulance services, preventing road traffic accidents, improving road safety and the safety of motorcyclists (compulsory helmet use, safer vehicles, dedicated motorcycle lanes).

Factors That Contribute Towards Motorcycle Lane Lack of Usage in Butterworth Kulim Expressway (BKE)

This research paper will discuss on the factors that contribute towards motorcycle lane lack of usage in Butterworth Kulim Expressway (BKE). The (BKE) is one of the Asia Highway Route Expressway in Malaysia. With the length is 16.78 kilometer and connects the Butterworth, Penang in the west and Kulim, Kedah in the east. Constructed in 1994 and started the operation in 1996, maximum speed to ride at the motorcycle lane is 70 km/h. The main function of motorcycle lane provided in (BKE) is to reduce accidents rate among motorcyclist in Malaysia this is due to the fatalities in Malaysia has the highest road fatality risk (per 100,000 population) among the ASEAN countries and more than 50% of the road accident fatalities involve motorcyclists. The number of motorcyclist in Butterworth Kulim Expressway is increasing time to time due to the development of the region. In this study, the exclusive motorcycle lane provided at the Butterworth Kulim Expressway (BKE) seems do not fully utilize from their daily travel activities. Even there is enforcement by the authority selected by the government of Malaysia to monitor the traffic rules on the Butterworth Kulim Expressway (BKE) but still there are some motorcyclists do not travel using the motorcycle lane provided. This will lead to the researcher to determine factors that contribute towards motorcycle lane lack of usage and it will be discussed and analysed using the SPSS Software through correlation coefficient method.

A Study of Motorcycle Lane Design in Some Asian Countries

Some Asian countries are facing up problems in road safety because of the increasing of motorcycle. Aside from its beneficial function for accessibility, motorcycle has particular issues within road safety framework. As the road safety issues in latest year are concerning serious problems in terms of motorcycle safety. This paper focuses on issues of motorcycle lane design to be more sustainable. The paper reviews the relationship between motorcycles and road safety and of motorcycle lane design for road safety mobility through experimental practices in Taiwan and Malaysia.

0254 Commuting Accident in Malaysia: Are we doing enough?

ObjectivesCommuting accidents are accidents occurring while travelling to and from work, and in the course of work. Effort to reducing commuting accidents is important in managing occupational accidents. In Malaysia,...

A Study on Non-Motorised (NMT) Activities for Urban Environment

This study aim to define strategies for influencing of shifting from motorised to non-motorised modes of transport in the framework of a sustainable urban transport. A growing number of Asian cities have high numbers of private car making up the majority of traffic. This has resulted in the negative impact of traffic congestion, road safety, air pollution and climate change. Many policy measures to reduce these problems have been implemented, such as widening the roads, limiting speed, upgrading the motorcycle lanes and upgrading public transport, but there are no measures and encouragement for the provision of non-motorised modes of transport (cycling and walking) in Malaysia. These modes of transport are seldom acknowledged by planners and policymakers. This study suggests areas for reforming the traditional views of highway provision and touches upon the framework for cycling and walking strategies.

Motorcyclist perception response time in stopping sight distance situations

One of the most effective engineering measures is the provision of an exclusive motorcycle lane that separates motorcycles from other mixed traffic to reduce traffic congestion and motorcycle crashes. Even though the existing exclusive motorcycle lanes in Malaysia reduced the incidents of motorcycle crashes with other vehicles, the design of this special motorcycle lane was based on a cross reference between a bicycle track and a highway. Thus, a suitable design guide is yet to be developed for the geometrical design of a proper and safer exclusive motorcycle lane. Safe stopping sight distance (SSD) has been recognized as a criterion for road design and should be taken into account. Motorcyclist perception response time (PRT) is the time from detection object until the rider reduces motorcycle speed in braking action is an essential component of motorcycle SSD. Two road experiments were conducted to obtain empirical values of motorcycle PRT to expected and unexpected objects. In the expected condition, 89 motorcyclists applied brake as quickly as possible following activation of a light beside the road. In the unexpected condition, 16 riders responded by braking in response to an obstacle that appeared suddenly in their lane. The mean PRT to expected and unexpected object is 0.71 s and 1.25 s respectively. The 85th percentile PRT to unexpected object is 2.12 s. This study found that most riders are capable of responding to an unexpected object along the roadway in 2.5 s or less. Therefore, PRT of 2.5 s is an appropriate value for motorcycle lane geometric design.

Time headway study on exclusive motorcycle lane

Malaysia is facing high motorcyclist fatalities each year. Motorcycles constitute more than half the total vehicles and contribute more than 47% of casualties (deaths and serious and slight injuries) in traffic crashes. Thus, safety of this form of transportation is an important issue. One of the problems that traffic engineers face all this while is that there is no international standard for motorcycle track design. This preliminary study was conducted on two different traffic geometry designed for the exclusive motorcycle lane. The sites chosen are a straight section of motorcycle lane and a stretch which leads to a tunnel. The time headways were taken for these sites at three different periods of time. ANOVA analyses were applied on the time headway and the factors that affect the variation of time headway at motorcycle lane were studied.

The Performance of Motorcycle Lanes in Jakarta and Sragen

The Performance of Motorcycle Lanes in Jakarta and Sragen

Level of Service Model for Exclusive Motorcycle Lane

The concept of level-of-service (LOS) is meant to reflect the trip quality a traveler will experience on a roadway or other transportation facility. The present paper illustrates a statistical model for estimating motorcycle level-of-service (LOS) at exclusive motorcycle lanes in order to predict riders' perceptions about the service quality. 261 motorcycle riders contributed in a survey and rated the service quality of 500 m segments of exclusive motorcycle lane as it is shown on the scenes which are videotaped from the rider's perspective. Participants were asked to rate (using predefined scores) the service quality of clips on 6 point scale ranging from excellent to very poor after watching 10 video segments. The resulting linear regression model shows that the mean rider rating from motorcyclists' survey had statistically significant correlations with operational and design characteristics (R 2 =0.62). This method is hoped to provide the means required in order to develop a procedure resulting in specific feedbacks to be effective for exclusive motorcycle lane level-of-service criteria and thresholds.

Level of service model for exclusive motorcycle lane

The concept of level-of-service (LOS) is meant to reflect the trip quality a traveler will experience on a roadway or other transportation facility. The present paper illustrates a statistical model for estimating motorcycle level-of-service (LOS) at exclusive motorcycle lanes in order to predict riders’ perceptions about the service quality. 261 motorcycle riders contributed in a survey and rated the service quality of 500 m segments of exclusive motorcycle lane as it is shown on the scenes which are videotaped from the rider’s perspective. Participants were asked to rate (using predefined scores) the service quality of clips on 6 point scale ranging from excellent to very poor after watching 10 video segments. The resulting linear regression model shows that the mean rider rating from motorcyclists’ survey had statistically significant correlations with operational and design characteristics (R2 =0.62). This method is hoped to provide the means required in order to develop a procedure resulting in specific feedbacks to be effective for exclusive motorcycle lane level-of-service criteria and thresholds. Keywords: Exclusive motorcycle lane, Malaysia, roadways, surface transport, two-wheeler safety.

Establishing speed–flow–density relationships for exclusive motorcycle lanes

The motorcycle is a popular mode of transport in Malaysia and developing Asian countries, but its significant representation in the traffic mix results in high rates of motorcycle accidents. As a result, the Malaysian Government decided to segregate motorcycle traffic along its new federal roads as an engineering approach to reduce accidents. However, traffic engineers needed to know the maximum traffic a motorcycle lane could accommodate. Despite substantial literature related to speed–flow–density relationships and capacities of various transport facilities, there is a knowledge gap regarding motorcycle lanes. This paper establishes motorcycle speed–flow–density relationships and capacities of exclusive motorcycle lanes in Malaysia. Observations of motorcycle flows and speeds were conducted along existing and experimental motorcycle lanes. Motorcycle speed–density data were aggregated and plotted for two types of observable motorcycle riding behaviour patterns that were influenced by the widths of a motorcycle lane: the headway pattern (lane width ≤ 1.7 m) and the space pattern (lane width > 1.7 m). For both riding patterns, regression analysis of motorcycle speed–density data best fits the logarithmic model and consequently the motorcycle flow–density and speed–flow models are derived. Motorcycle lane capacities for headway and space riding patterns are estimated as 3300 mc/hr/lane and 2200 mc/hr/m, respectively.

Factors affecting motorcyclists speeding behavior in different types of motorcycle lanes. A study from psychological perspectives.

Segregating motorcyclists is one of the practices that used to reduce motorcycle collisions with other road users. Malaysia has three common types of motorcycle lanes; the exclusive motorcycle lane, the inclusive motorcycle lane and the paved shoulder. This study examined the impacts of these types of motorcycle lanes on motorcyclist psychology and speeding behaviors by using questionnaire survey that carried out in Malaysia. The psychological variables investigated in this study are based on psychological theories that related with risky behavior which are attitude, perceived behavior control, perception of danger, fear of being caught, moral obligation and perception on others’ speeding behavior. Structural equation modeling (SEM) analysis revealed that exclusive motorcycle lane give direct impact on motorcyclists’ speeding behavior compare to other type of lanes. Psychological factors such as perception of others’ behavior, attitude and perceived behavior control show the significant influence toward motorcyclists’ speeding behavior in the motorcycle lanes.

Motorcycle Characteristics for Sight Distance Investigation on Exclusive Motorcycle Lanes

In developing Association of Southeast Asian Nations (ASEAN) countries, the motorcycle is a popular means of transportation because it is cheap and provides flexible door-to-door mobility. However, motorcyclists are also highly involved in road accidents. Separating motorcycles from other vehicles in traffic by providing motorcycle lanes is a good engineering measure to improve the safety of motorcyclists. In designing motorcycle lanes, considerations of geometrical elements such as horizontal and vertical curve lengths, stopping distances, and passing sight distances are essential. This study attempts to quantify the eye levels and head levels of motorcycle riders and motorcycle headlight and taillight height characteristics that influenced these geometrical elements. Characteristics of the motorcycles observed along the existing exclusive motorcycle lanes in Selangor state of Malaysia were transcribed from a camcorder, using reference dimension. Findings recommend a design motorcycle eye height of 1,350 mm (5th percentile), headlight height of 800 mm (5th percentile), and taillight height of 625 mm (5th percentile). A motorcyclist height of 1,525 mm (10th percentile) is recommended for the design of sight distance. Recommended heights reduce the cost of motorcycle lane construction with demonstrated safety compared with the current criteria.