Motorcycle Riders Research Articles

An application of in-vehicle recording technologies to analyze injury severity in crashes between taxis and two-wheelers

Conventionally, the crash data used in traffic safety analysis have been collected by the police dispatched to the crash scene. Therefore, crash information inevitably includes errors that influence traffic safety analysis. Such errors can include the crash speed, crash time, crash location, and other crash characteristics. The advances in in-vehicle video recording (IVVR) technologies have recently enabled traffic safety professionals to use more accurate crash information based on crash data reconstruction methods. Although a few studies have been conducted to identify the factors affecting the crash injury severity using such detailed crash data, there was no effort to analyze the factors affecting the injury severity in crashes between taxis and two-wheelers (TWs), including bicycles and motorcycles. Therefore, this study analyzes the injury severity of TW riders in taxi-TW crashes with the accurate crash data collected by taxis equipped with IVVR devices in Incheon, Korea. Two hundred and forty-eight crash data from two years (2010–2011) were used to perform this objective. The factors affecting the injury severity to TW riders were identified based on a partial proportional odds model for these data. Seven variables were found to affect the injury severity significantly: crash speed, second collision, third collision, Delta-V, crashes that occurred with a non-helmeted motorcycle rider, crashes where the collision type was sideswipe, and crashes under rainy or snowy weather conditions. On the other hand, two variables regarding crashes, where the taxi driver behavior helped reduce visible and severe injuries, were changing lanes and the young TW riders (<18 years).

Optimal Motion of a Motor Cycle Rider on Sudden Halt

In this paper, a new concept has been proposed to theoretically analyze the forces and torques on the upper body of a human riding on a two wheeler while facing a sudden halt/crash. This approach is applied to different joints by using a musculoskeletal model of the upper body. The optimal motion of the upper body during the sudden halt/crash is obtained by converting the multi degree of freedom control problem to a parameter based problem to study the nature and modes of response following a shock. A mathematical model with reduced degrees of freedom is proposed that retains the essential features of the motion most probable in the direction of the original velocity and the same (a non-linear formulation) is numerically investigated to find out the forces and torques on the thorasic trunk and the head-neck with the waist joint together with the displacements.

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.

SOCIAL AND ERGONOMIC EVALUATION OF MOTORCYCLE PROTECTIVE ISOLATION SHIELD FOR REDUCING COMMUNITY SPREAD OF COVID-19

Coronavirus (COVID-19) pandemic have rapidly evolved into a situation with profound effects on lifestyle and travel worldwide, ranging from a dramatic decrease in the patronage of formal public transport modes to an unprecedented increase in the usage of informal public transport modes. It is the main goal of this study to adapt a Motorcycle Protective Isolation Shield (MPIS) on a motorcycle for the reduction of community spread of COVID-19. MPIS was designed according to the anthropometry data obtained from motorcycle riders and passengers; and was fabricated using locally available materials. Anthropometry data used for the MPIS frame were sitting height (SH) and popliteal height (PH) of both motorcycle riders and passengers while seat depth (SD) of motorcycle riders and buttock knee length (BKL) of motorcycle passengers were used to locate the position of the MPIS mounted on the motorcycle. The 50% of the anthropometry data used for the design of MPIS is SH=800.00 mm, PH=500.00 mm, SD=300.00 mm and BKL=550.00 mm. The uncertainty modelling of motorcycle accident occurrence reveals the effect of higher speeds and the adapted MPIS during riding. The probability of occurrence of fatal crash, major crash and minor crash of motorcycle accident was 36.3%, 35.3% and 28.4%, respectively. The MPIS showed satisfactory post-riding assessment in terms of riding stability; riding, steering, and sitting convenience; and riding comfort for both the riders and passengers. It will be a good protection for motorcycle riders against the risk of COVID-19 and other air-borne infections.

Low Acceptance of Helmet-Use and Injuries from Motorcycle Accidents in Rawalpindi and Abbottabad, Pakistan

Background: Motorcycle accidents are a major cause of head injuries, and the current study evaluated the beneficial impact and effectiveness of helmet usage among injured motorcycle users. This study has been performed to observe motorcycle collisions within 6 months in Rawalpindi and Abbottabad, Pakistan Objectives: The implications of helmet usage were assessed, and the risk factors for severe injury during motorcycle accidents were identified. Materials and Methods: The impacts of several risk factors on injury severity were calculated using univariate and generalized ordinal logistic regression. Results: The multivariate analysis indicated that riders without a helmet were more likely to experience severe (AOR, 2.216; 95% CI, 2.02 to 10.5) or moderate injury (AOR, 1.215; 95% CI, 0.84 to1.77). Riders who experienced crashes involving multiple vehicles were also significantly more likely to experience severe (AOR, 2.473; 95% CI, 1.0 to 3.93) or moderate injury (AOR, 1.192; 95%CI, 0.08 to 0.41). Thus, compared to helmet users, the odds of severe injury are five times higher among motorcyclists with no helmet use when no other factors were controlled for in the analysis. The adjusted odds of severe injuries maybe 2.2 times higher among the riders without helmets vs. riders with helmets. Conclusion: Helmet use levels, injury type, and crash type were identified as risk factors that significantly influenced the risk of severe or moderate injury. Motorcycle riders can reduce their risk of severe injury by adopting preventive measures (helmet use) and by controlling these factors. Road safety strategies to prevent injuries, casualties, and loss of economic resources may benefit from our study findings and the risk of severe injuries can be reduced by proper implementation of Helmet use laws. Keywords: Use; Motorcycle crash; Traumatic brain injury; Disability; Mortality

Young male motorcycle rider perception response times to abrupt- and gradual-onset hazards

Response time (RT) measures in crash reconstruction are inherently constrained by the need to define a start point (onset). In straight-forward situations where the hazard appears abruptly from behind an obstruction (abrupt onset), hazard onset is typically defined as when the hazard is first visible to the motorist. In contrast, in scenarios where there is no clearly defined point of entry (gradual onset), and the potential hazard gradually transitions to an immediate hazard, the onset point is more ambiguous. In this study, a reasonable hazard onset was proposed for measuring RTs of motorcycle riders to gradual-onset hazards, following which the RTs to abrupt- and gradual-onset hazards were determined and compared.A study on motorcycle rider RTs was conducted in Singapore in which a sample of young male adults (licensed riders with more than one year’s effective riding experience, and unlicensed subjects) were equipped with eye tracking glasses and were presented with two pairs of abrupt-/ gradual-onset hazard scenarios on a simple motorcycle simulator. Their RTs were recorded. Initial deviation from the straight path (start of turning manoeuvre) of the intruding hazard vehicle was determined to be a more appropriate onset (start point when measuring RTs) for gradual-onset hazards when compared with referencing the onset against travel lane incursions. Participants generally took longer to respond to gradual-onset hazards than abrupt-onset hazards. Unlicensed subjects tended to underperform relative to licensed riders. The findings from this study contribute to the literature in the relatively novel field of motorcycle RTs and should be of interest to crash reconstructionists as well road safety professionals in designing road operations.

The Effects of Wearing Helmets on Reaction of Motorcycle Riders

In Taiwan, motorcycles are the most commonly used means of transportation and also have the highest accident rate. Because motorcycles are less stable and provide less protection than cars, motorcycle riders are vulnerable in traffic accidents. Furthermore, head trauma is often fatal, causing a great loss to society. Although helmets provide protection to the head, they also affect the visual field of motorcycle riders. However, the literature mostly focuses on the protective effect of helmets after a collision and rarely considers the influence of helmets prior to collisions. In the study design, participants wore three different types of helmet and watched a pre-recorded video of an actual street with pre-placed warning triangles at a speed of 60 km/h. Participants were asked to press a button when they saw a warning triangle. The time between participants seeing the warning triangle and arriving at the warning triangle was calculated. This time is referred to as the “early reaction time.” The number of missed presses and false presses was also recorded. The results of the study show that: (1) Of the three types of helmet, wearing half helmets produced the longest early reaction times, followed by 3/4 helmets, with full face helmets with the shortest early reaction times. (2) Early reaction times when wearing a half helmet were the same as early reaction times when not wearing a helmet. (3) The results for the total number of missed and false presses when wearing the three types of helmet were the same as for the results of the early reaction time analysis. (4) Sex and age had no effect on early reaction times. The experimental results can be used as a reference for helmet design and academic research.

Investigation of Motorcycle Trajectories in 2-lane Horizontal Curves

Most of the road design guidelines assume that the vehicles traverse a trajectory that coincides with the midline of the traffic lane. Based on this assumption the thresholds of various features are determined such as the maximum permissible side friction factor. It is therefore important to investigate the extent to which the trajectory of the vehicles is similar to the horizontal alignment of the road or substantial differences exist. To this end, a naturalistic riding study was designed and executed with the use of an instrumented motorcycle which measured the position of the motorcycle with great accuracy in a rural 2-lane road segment. The derived trajectories were then plotted against the horizontal alignment of the road and compared with the 3 consecutive elements which form a typical horizontal curve i.e., the entering spiral curve, the circular curve, and the exiting spiral curve. Linear equations were developed which correlate the traveled curvatures with the distance of each horizontal curve along the road segment under investigation. The process of the data revealed that the riders differ their trajectory compared to the alignment of the road. However, in small radius horizontal curves is more likely to observe curvatures that are similar to the geometric one. Moreover, the riders perform more abrupt maneuvres in the first part of the horizontal curves while they straighten the handlebars of the motorcycle before the end of the curve. The present paper aims to shed light on the behavior of motorcycle riders on horizontal curves and hence to contribute to the reduction of motorcycle accidents, particularly the single-vehicle ones.

Urban Railway Development in Hanoi and the Possible Impacts on Mode Shifting: Experiences from Young Transport Users

This study aims to explore the travel behaviour of young travel group to understand different factors that could influence their mode choices, and their willingness to shift to the first urban railway line in Hanoi. This will help notify a range of measures that could be considered to decrease motorcycle usage and facilitate mode shift to public transport system. With the data collected from 396 students in five universities in Hanoi, Vietnam, a conditional logit regression model was developed to explore individual and alternative specific variables influencing the mode choice for studying trips. Key findings show that current mode usage, especially the dominant of motorcycle riding, having a strong effect on the tentative choice of Cat Linh – Ha Dong railway as a means of travelling to universities. Research results are beneficial for transport planners and transport authorities to develop appropriate transport planning strategies.

Urban Railway Development in Hanoi and the Possible Impacts on Mode Shifting: Experiences from Young Transport Users

This study aims to explore the travel behaviour of young travel group to understand different factors that could influence their mode choices, and their willingness to shift to the first urban railway line in Hanoi. This will help notify a range of measures that could be considered to decrease motorcycle usage and facilitate mode shift to public transport system. With the data collected from 396 students in five universities in Hanoi, Vietnam, a conditional logit regression model was developed to explore individual and alternative specific variables influencing the mode choice for studying trips. Key findings show that current mode usage, especially the dominant of motorcycle riding, having a strong effect on the tentative choice of Cat Linh – Ha Dong railway as a means of travelling to universities. Research results are beneficial for transport planners and transport authorities to develop appropriate transport planning strategies.

Urban Railway Development in Hanoi and the Possible Impacts on Mode Shifting: Experiences from Young Transport Users

This study aims to explore the travel behaviour of young travel group to understand different factors that could influence their mode choices, and their willingness to shift to the first urban railway line in Hanoi. This will help notify a range of measures that could be considered to decrease motorcycle usage and facilitate mode shift to public transport system. With the data collected from 396 students in five universities in Hanoi, Vietnam, a conditional logit regression model was developed to explore individual and alternative specific variables influencing the mode choice for studying trips. Key findings show that current mode usage, especially the dominant of motorcycle riding, having a strong effect on the tentative choice of Cat Linh – Ha Dong railway as a means of travelling to universities. Research results are beneficial for transport planners and transport authorities to develop appropriate transport planning strategies.

Trauma Surgeon-Led and Funded Injury Prevention Program Decreases Admission for Motorcycle Crash Injuries.

Unhelmeted motorcyclists injured in states with lax or poorly enforced helmet safety laws are frequently seen in rural trauma centers. A trauma surgeon started a comprehensive injury prevention and research fund with outreach to a three-state trauma center catchment area promoting injury prevention at area high schools and local communities. We hypothesized that unhelmeted riders would have more severe head injuries and fatalities than helmeted riders. A trauma registry review of 708 injured motorcycle riders over an 11-year period examined demographics, helmet use, and clinical outcomes of helmeted and unhelmeted riders. A full-time injury prevention coordinator collaborating with law enforcement provided electronic and mechanical simulations with discussions regarding helmet use, alcohol avoidance, and responsible motorcycle riding for area high school students. This program coincided with the second half of our 11-year study. Multiple regression analysis evaluated predictors for head injury and death. Unhelmeted motorcyclists suffered worse head injuries, (OR 8.8, CI 1.6-2.4, P < .001), more severe overall injury (OR 10, CI 12.7-18.6, P < .001), and higher mortality (OR 2.7, CI .02-.15, P < .001). Local motorcycle-related trauma center admissions and deaths have stabilized in recent years while statewide motorcycle crashes have increased (P < .05). Unhelmeted motorcyclists suffer worse head injuries and mortality rates. Physician-led outreach efforts for injury prevention may be effective. Trauma surgeons have ongoing opportunities to promote responsible motorcycle riding for schools and local communities.

Comparison of injuries among motorcycle, moped and bicycle traffic accident victims

Objective Motorcycles, moped scooters and bicycles are commonly involved in traffic accidents and riders often suffer significant morbidity and mortality. The aim of this study is to compare and categorize the different injury patterns and fractures suffered by riders of each vehicle type after a traffic accident. Methods Data from a level 1 trauma center in Las Vegas, Nevada were analyzed. Traffic accident victims riding a motorcycle, moped, or bicycle from 2013 to 2017 were included. Injury location and fracture location were assigned to six and sixteen categorical locations, respectively. Descriptive statistics, including frequency counts for categorical data and mean for continuous data, were calculated for the full sample and for each of the vehicle types. Logistic regression was performed on race, categorized age, vehicle type and helmet use to calculate adjusted odds ratios for injury type between the three groups. Results Of the 2115 patients, 1372 were motorcyclists, 356 were moped scooter riders and 387 were bicyclists. Overall the vast majority of injuries reported were of the extremities or pelvic girdle (62.2%), and this was true regardless of vehicle type. Head and neck injuries were significantly more common in bicyclists (39.5%) and moped riders (34.6%), than in motorcyclists (22.7%). Helmet use was substantially lower in the moped (34%) and bicycle (20%) groups compared to the motorcycle group (85%). The most common fractures regardless of vehicle type were of the skull/face, rib, vertebral, and tibia/fibula with slight variations between vehicle groups. Conclusion Similarities were seen in the most common fracture and injury patterns between the three groups. Head and neck injuries were much more common in moped and bicycle riders compared to motorcyclists. This is most likely due to the significantly higher percentage of motorcycle riders who wore a helmet. Counseling regarding helmet and protective equipment use, especially among moped and bicycle riders is essential to reduce head injuries.

A Cross-Sector Framework to Boost the Sustainable Implementation of Integrated Transport and Spatial Strategies to Improve Safety and Mobility of Moto-Taxi Riders

Globally, motorcycle riders make up the biggest percentage of vulnerable road user fatalities. The percentages are higher in African cities where moto-taxi transport is not only the most readily available mode of transport but also a source of income for many especially the youth. Many African cities are re-strategizing on how to sustainably deal with problems like traffic congestion, unplanned development, flooding, air and noise pollution. The authors carried out a questionnaire survey targeting a variety of road safety stakeholders to identify road safety solutions that they think best fit the current situation. Another questionnaire survey targeting moto-taxi riders was carried out, and the data analyzed by SEM to identify how different solutions interact to affect the behavior of riders. Results show that education and training programs have the biggest effect on improving behavior of riders as they adapt to new city regulations such as zoning. Other aspects such as presence of customers, behavior of other road users, road environment were also explored. Currently, city authorities in some developing nations are looking to introduce spatial regulations such as zoning and traffic management strategies such as exclusive lanes. Therefore, the contribution of this study is a proposal of a combination of solutions that different road safety stakeholders in developing countries can contribute toward the sustainable improvement of the safety of riders.

The effects of road safety education on the occurrence of motorcycle violations and accidents for novice riders: An analysis of population-based data

The prevalence of motorcycle riding among novice riders in most Southeast Asia countries presents an alarming rate of traffic violations and fatal accidents. Since 2013, Taiwan's government has gradually required a road safety class (RSC) for the rider's licensing process. The RSC consisted of watching videotapes of motorcycle-involved crashes followed by lectures on safety measures. Our study tried to see whether a compulsory RSC could lower the likelihood and frequency of road accidents and traffic violations among novice riders. To avoid self-selection bias, we selected 480,114 novice riders aged 18–20 years, licensed one year before starting the trial period and one year after full implementation of RSC. Using the 2012–2018 data from the Taiwan Ministry of Transportation and Communication (MOTC), we applied the logistic model to evaluate RSC effects on the risk of violations and accidents. Then, we used the negative binomial regression to model their frequency in response to RSC exposure. Following the novice drivers 1–3 years after licensing, our results showed that the RSC has a short-term effect in lowering their traffic violations' likelihood by 12%∼17% and their frequency by 11%; however, the RSC effects only last two years in reducing the counts of motorcycle-involved offenses and accidents. The RSC reduction effect was lower for the tendency of accidents than the violations, probably because committing traffic violations was self-determined; in contrast, the collision occurrence was more or less related to the riders' own or other road users' carelessness. The RSC could be more effective if a certification test for road safety education were required or if a penalty is imposed on distracted learners during the training.

Portable Child Seat Design for Motorcycle in the Front and Back Positions

In Indonesia, it is a common practice for people in the urban area to bring children when riding a motorcycle. This habit raises a safety issue for the children as well as the motorcycle rider. For this reason, an additional child seat that allows the child to sit safely is demanded. This study aims to produce an innovative design of an additional child seat for a motorcycle that is portable, safe, durable, easy to use, and comfortable. The seat is designed so that it can be installed at the front and back sides of the rider in the motorcycle. The proposed model is designed to have a mass of between 0.6 to 3 kilograms. It is equipped with a seatbelt and head-protection pad. To evaluate the structural strength, theoretical analyses of solid mechanics were performed under static and fatigue loading conditions. As a result, the static safety factor of the child seat design for the front position was found to be 3.67. On the other hand, the fatigue safety factor of the child seat design for the front position was found to be 2.26, which is considered an infinite life. For the back position, the fatigue safety factor was found to be 2.36. The proposed design is expected to give a contribution to the development of innovative devices in transportation technology.

Risky motorcycle riding behaviour among young riders in Manipal, India

BackgroundMotorcycles are one of the most commonly used transportation modes in low and middle-income countries. In India, motorized two-wheelers comprise 70% of the total vehicle population, and motorcycle users are considered the most vulnerable road users. It is essential to understand the risky riding behaviour and associated factors among the motorcyclists to develop evidence-based traffic safety programs targeting motorcycle riders. The purpose of the current study was two-fold. First, it aimed to determine the appropriate structure of a modified version of the MRBQ among young riders in Manipal, India. Second, it assessed to what extent MRBQ factors were associated with self-reported crash involvement and violations.MethodsThe motorcycle rider behaviour questionnaire (MRBQ) is a 43-item scale that assesses five aspects of risky motorcycle rider behaviour, i.e., violations, control errors, traffic errors, stunts, and protective equipment. The MRBQ, along with measures of socio-demographic variables and the number of motorcycle crashes, was filled out by 300 young motorcycle riders who were in the age group of 18–25 years and had been riding for at least the past three years (93% males, 92.3% students).ResultsFive factors emerged out of the MRBQ after an exploratory factor analysis: traffic errors, control errors, stunts, protective equipment, and violations. Cronbach’s alpha for these factors ranged from .66 to .82. Reports of performing stunts and committing violations were positively associated with self-reported near-crash experiences over the past three months. Riders reporting stunts, violations and using a motorcycle of 125-200 cc reported having received more fines in the last three months. These findings were confirmed in both univariate and multivariate binary logistic regression models.ConclusionThe study assessed the factor structure of a modified version MRBQ and the extracted factors associations with self-reported crash involvement. The factor structure revealed in the current study is consistent with MRBQ factor structures found in other countries. However, the support for a relationship between MRBQ factors and self-reported crashes was less significant. The findings suggest that if replicated by future studies, local policymakers are advised to focus on the five MRBQ factors while planning future interventions to achieve a reduction in the number of road crashes among motorcyclists.

Crash proneness? Predictors of repeat crashes in older drivers

Introduction: Older drivers are believed to be prone to crashes due to age-related deterioration of their driving abilities. Currently, little is known about the characteristics of repeat crashers and the factors that predict subsequent crashes among these older drivers. Method: A dataset containing the records of crash events that occurred between January 2014 and November 2019 was provided by the Department of Transport and Main Roads (DTMR) in Queensland, Australia. This dataset included 16,973 records of older drivers involved in a single crash and 222 cases in multiple crashes, comprising a total of 17,195 cases. Descriptive and inferential analyses were performed to understand the characteristics of repeat crashers. Survival analysis techniques were used to determine risk factors predictive of subsequent crashes. Results: Nearly half (46%) of the repeat crashers were culpable for both of their crashes. Their average age was significantly older than those who were culpable for none or one of their crashes. For older male drivers, riding a motorcycle or driving a heavy vehicle were significant risk factors for having a subsequent crash. The risk for female at-fault drivers being involved in a subsequent crash was 4.53 times greater than those not at-fault. Older female drivers involved in crashes caused by slowing or stopping also presented a higher risk of being involved in subsequent crashes. Conclusions: This study identified risk factors for older drivers being involved in repeat crashes; distinctive gender differences in the risk for involvement in repeat crashes were found. Practical Applications: To reduce the likelihood of older drivers being involved in subsequent crashes, attention should be directed towards elders living in major cities, male motorcycle riders and heavy vehicle drivers, and at-fault female drivers.

Potential impacts of hazard perception training for novice motorcycle riders

Worldwide studies show that hazard perception training programs help improve the hazard perception capacity and reduce road crashes and fatalities. In Vietnam, however, the existing rider training and licensing program do not include such skills. Therefore, the Vietnamese-German Transport Research Centre conducted a research project on a hazard perception training program for novice motorcycle riders in Vietnam. As part of the project, this study component aims to (1) evaluate the effect of the proposed hazard perception training program for young novice motorcycle riders; (2) propose recommendations for improving motorcycle rider training and testing programs in the future. The assessment applies the pre-test and post-test control design to compare the effects between a trained group and a control group. It reveals that the proposed program could enhance the hazard perception capacity and safety for novice riders and recommend including the hazard perception training into the existing motorcycle rider training program.

Effectiveness of lumbar support with built-in massager system on spinal angle profiles among high-powered traffic police motorcycle riders: A randomised controlled trial.

Traffic police riders are exposed to prolonged static postures causing significant angular deviation of the musculoskeletal, including the lumbar angle (L1-L5). This postural alteration contributes to awkward posture, musculoskeletal disorders and spinal injury, especially in the lower back area, as it is one of the most severe modern diseases nowadays. Thus, the study aimed to evaluate the effect of lumbar support with a built-in massager system on spinal angle profiles among traffic police riders. A randomised controlled trial (pre-testpost-test control design) was used to assess spinal angle pattern while riding the high-powered motorcycle for 20 minutes. Twenty-four traffic police riders were randomly selected to participate and 12 riders were assigned to the control group and 12 riders to the experimental group. The pre-test and post-test were conducted at a one-week interval. Each participant was required to wear a TruPosture Smart Shirt (to monitor spinal posture). The TruPosture Apps recorded the spinal angle pattern. The data indicated that the police riders using motorcycle seat with lumbar support and built-in massager system showed a huge improvement in maintaining posture which only involves slight spinal angle deviation changes from the spinal reference angle throughout the 20 minutes ride. The data collected then were analysed using the Mann-Whitney test and Wilcoxon signed-ranked test to verify a statistically significant difference between and within the control and experimental groups. There were significant differences in all sensors between the control group and experimental groups (p<0.05) and within the experimental group. According to the findings, it can be said that the ergonomic intervention prototype (lumbar support with built-in massager system) successfully helps to maintain and improve the natural curve of the spinal posture. This indirectly would reduce the risk of developing musculoskeletal disorders and spinal injury among traffic police riders.