Two-wheeler Accidents Research Articles

Parameter optimization design of the helmet liner structure for mitigating traumatic brain injury under impact loading

Abstract Helmets play a crucial role in protecting motorcycle riders during two-wheeler accidents by reducing the risk of head injuries. This study investigated the complex interplay between the density, Poisson’s ratio, and Young’s modulus of a helmet liner and their impact on biomechanical factors contributing to traumatic brain injury during collisions. A validated finite element model of a 50th percentile detailed human head was initially used, followed by the development of a coupled helmet head model for collision simulations. The accuracy of the model was assessed by comparing the center-of-mass acceleration data of the head with the experimental results. This study analyzed the von Mises stress, skull stress, and intracranial pressure, and the results revealed patterns in stress distribution and the potential for cranial and brain injuries. Stress concentrations were observed in the cervical region before the impact, characterized by compressive stress on the impacted side and tensile stress on the opposite side, with peak stress levels found in the temporal bone base and frontal bone. After the impact, brain inertia–driven movements can further increase the risk of traumatic brain injury. The study found a positive correlation between liner density and center-of-mass acceleration of the head in the absence of bottoming out of the liner. By optimizing the liner properties, the study achieved a 4.5% reduction in head acceleration, a 10.1% decrease in skull stress, and a 19.8% reduction in intracranial pressure. These findings offer valuable insights for biomechanical research on head injuries caused by traffic accidents and for improving helmet designs to enhance protective measures.

An Analysis Of Head Injury In Fatal Motorized Two-Wheeler Accidents And Its Association With Compliance With The Traffic Laws In A City In Central India

An Analysis Of Head Injury In Fatal Motorized Two-Wheeler Accidents And Its Association With Compliance With The Traffic Laws In A City In Central India

An Analysis of Spine Injuries Seen In Fatal Motorized Two-Wheeler Accidents

An Analysis of Spine Injuries Seen In Fatal Motorized Two-Wheeler Accidents

Autopsy analysis of deaths in two-wheeler accidents

Autopsy analysis of deaths in two-wheeler accidents

Study of Two-wheeler Accident Cases Admitted in the Konkan Region of Maharashtra

Abstract Background: Mortality due to road traffic accidents (RTAs) is the main public health problem. Two-wheelers are the primary means of transportation used by most of the Indian population. The number of victims of road accidents in our country has steadily increased. Materials and Methods: The current study was carried out on 105 cases from December 1, 2018, to April 30, 2019, in the tertiary care hospital and Apex Institute located in the Konkan region in Maharashtra, which serves the needs of the rural population in Sahyadri Ghats of the western coast of India. Results: The study included 105 cases, 82 (78.10%) of men and 23 (21.90%) of women. Most cases include the age group 31–40 years (26.67%), followed by 21–30 years (22.86%). In 88.58% of cases, motorcycles and pillion riders were affected. The most common injury was abrasion (40.75%), followed by contusion (22.85%), laceration (22.85%), and fracture and dislocation of bones and joints (12%). The most typical sites of injuries were the head and neck (36.80%), lower limb (16.90%), upper limb (26.40%), anterior trunk (12.90%), and posterior trunk (7.20%). Overspeeding was the most common factor responsible for accidents (47.61%). Conclusions: There is an urgent need for intervention to address road safety issues in the Konkan region. The recommendations include improving road conditions, raising awareness of safety measures, and enforcing traffic laws, particularly helmet use. These measures are essential to mitigate the growing public health problems associated with RTAs in the region.

An investigation of ADAS testing scenarios based on vehicle-to-powered two-wheeler accidents occurring in a county-level district in Hunan province

Abstract To meet the requirements for high-risk testing scenarios in the safety assessment of advanced driver assistance systems (ADAS), this study selected 239 vehicle-to-powered two-wheeler accidents occurring in Xiangtan County from the China In-depth Mobility Safety Study—Traffic Accident (CIMSS-TA) database. Seven scenario elements were selected from the levels of static road elements, dynamic traffic participants and environment elements. The accident characteristics were obtained through statistical analysis. The results showed 75.73% of accidents occurred at T-junctions/intersections, and 34.73% of accidents were caused by the visual obstructions. Six typical vehicle-to-powered two-wheeler crash scenarios were established by cluster analysis, including two straight road scenarios (scenario 3 and 6), two T-junction scenarios (scenario 1 and 5), and two intersection scenarios (scenario 2 and 4). Furthermore, six vehicle-to-powered two-wheeler testing scenarios, which represent the traffic environment characteristics of Chinese county-level districts, were constructed by analyzing the vehicle/PTW speed, the first collision point of vehicle, obstacle type and location, etc. The results showed the vehicle speed in scenario 4 was higher than that in scenario 2, with the average values of 34.32 km/h and 21.99 km/h, respectively. The results of this study provided testing scenarios for the safety assessment of ADAS, and contributed to improving the vehicle active safety technology.

Assessing the Impact of Different Population Density Scenarios on Two-Wheeler Accident Characteristics at Intersections

Examining 1192 intersection car and two-wheeled vehicle collision accidents from the China In-Depth Accident Study (CIDAS) database, this study employs population density heat maps for precise assessment of surrounding population densities at accident sites. The K-Medoid clustering algorithm and silhouette coefficient were used to classify accidents into two distinct groups based on population density. Subsequent application of the random parameter logit model revealed key contributing factors to these accidents in varying population densities. The results show notable differences in factors such as collision direction of two-wheeled vehicles, types of accident conflict, road conditions, and traffic flow, depending on the population density. Based on these conclusions, the research can inform differentiated risk prediction for two-wheeled vehicle accidents at intersections and provide insights for intersection design in various population density scenarios.

Pattern of injuries in Two-Wheeler riders involved in Road Traffic Occurrence –an Autopsy Study

Background: Road traffic injuries are India’s sixth leading cause of death, affecting youth and middle-aged individuals. Rapid motorized traffic growth, particularly two-wheelers (72% of vehicles), has increased accidents. Inadequate and non-uniform helmet regulations worsen the situation. Road injuries strain healthcare, demanding hospitalization, and rehabilitation. Kerala experiences significant two-wheeler accidents, often fatal due to head injuries. Studying injury patterns and causes among riders in fatal accidents is vital. Methods: A cross-sectional study was conducted at Govt TD Medical College, Vandanam, Kerala, following approval from the Institutional Ethics Committee. The study included all deaths of two-wheeler riders involved in road traffic accidents with clear vehicle information, excluding decomposed or unidentified bodies. A total of 101 cases were analyzed, recording external and internal injuries directly onto the Proforma during autopsy. Data were summarized using frequencies and proportions, while the chi-square test assessed relationships between categorical variables. Conclusion:The study found that most accidents occurred between 6-9 pm, involving mainly male (91.1%) two-wheeler riders (80.8%). Few wore helmets (5%). Head injuries (97%) were common, often caused by ejection from vehicles (87%). Non-helmet use and ejection related significantly to head injuries, a leading cause of twowheeler accident fatalities

Trends, Causes, Morbidity, and Mortality Analysis of Road Traffic Accidents in Karnali Province, Nepal: A Three-Year Retrospective Study

Globally, Road Traffic Accidents (RTA) are one of the leading causes of morbidity and mortality. Low and middle-income countries account for more than ninety per cent of the total global RTA deaths. Early response and prompt rescue can prevent mortality and morbidity. Nepal's accidents arise from substandard roads, vehicle safety, and reckless driving. This study aimed to examine trends, causes, morbidity, and mortality from RTA in Karnali province, Nepal. Secondary data analysis encompassed ten Karnali districts, utilizing records from the Province Traffic Police between July 17, 2019, and July 16, 2022. Motorcycles/scooters, constituting 77.27 per cent (13,127) of registered vehicles, dominated with 932 RTAs during the study, causing 1,200 minor injuries, 719 major injuries, and 392 fatalities. Males constituted 70.87 per cent of fatalities (6.86% <16 years), and females accounted for 21.15 per cent (1.09% <16 years). The age group 20-25 years accounted for 163 (17.19%) of the deaths, followed by 25-30 years 168(17.72%). Non-license holders were involved in 363(33.83%) of accidents within the study period. In Karnali, the overall count of RTAs, injuries, and fatalities increased, driven mainly by high speed and mechanical errors. Surprisingly, while two-wheeler accidents were common, bus accidents resulted in a significant number of deaths, impacting individuals aged 20-30 and children.

SMART AND SECURE CYCLIST’S HELMET

Road accidents especially two-wheeler accidents are a global issue that results in millions of deaths and injuries every year. Smart Helmets contribute to a green environment by promoting cycling, a mode of transportation that produces zero emissions. The smart and secure cyclist’s helmet, centered around ESP32, which is equipped with indicators for turns and stops, health tracking, and crash detection which enhances safety and provides an intelligent safety solution for rider’s health and security. This approach prioritizes simplicity while effectively incorporating advanced technology making cycling not only more secure, but also technologically advanced and enjoyable.

A Cross-sectional Study on the Pattern of Skull Fractures in Fatal Two-wheeler Road Traffic Accidents at a Tertiary Care Hospital in Northeastern India

Introduction: Death due to Road Traffic Accidents (RTA) is one of the leading causes of mortality and morbidity in a developing country like India. As there is a paucity of literature on the nature and type of injuries in RTAs in the locality of Upper Assam, a retrospective study on postmortem cases of fatal two-wheeler accidents was conducted to address the magnitude of the problem. Aim: To analyse different types of skull fractures and causes of death among two-wheeler RTAs at tertiary care Hospital in Northeast India. Materials and Methods: The present cross-sectional study was conducted in the mortuary of Assam Medical College, Dibrugarh, Assam, India, for a period of one year from August 2020 to July 2021. The records of all RTA cases involving twowheeler motorcycles brought for postmortem examination during this period were studied for parameters including age, gender distribution, cause of death, type of skull fracture, intracranial haemorrhage, and time of occurrence, and analysed using descriptive statistics. Results: There were 532 fatal RTA cases recorded, out of which 292 involved two-wheelers (54.89%). Males (87.67%) outnumbered females (12.33%). The most affected age group was between 21-30 years with a total of 98 cases (33.56%), followed by 31-40 years with 68 cases (23.29%). Skull fracture was present in 103 cases (35.27%). Fissured fracture was the most common type seen in 64 cases (62.14%) followed by depressed fracture in 19 (18.45%). The most common single bone fracture was of the Temporal bone in 44 cases (42.72%), followed by frontal bone in 18 (17.48%). Coma was the most common cause of death, seen in 214 cases (73.29%), followed by haemorrhagic shock in 42 (14.38%). Subdural Haemorrhage (SDH) alone was the most common intracranial haemorrhage found in 159 cases (74.30%), followed by Extradural Haemorrhage (EDH) alone in 7 cases (3.27%). Conclusion: Injuries to the skull and brain are the leading cause of death in RTAs. Adequate measures should be taken to prevent mortality and morbidity, achievable through strict enforcement of road safety measures, awareness among the people, and improving road infrastructure along with emergency medical services.

Third Eye: A Comprehensive Solution for Road Safety

Factors such as reckless and careless driving have led to a rapid increase in two-wheeler accidents, leading to an increased fatality rate. As per a recent United Nations survey, lives of at least four in ten motorcyclists who die in road accidents could have been saved by wearing proper head safety gear. It becomes utmost clear to impose strict helmet regulations. However, the limited presence of traffic police personnel makes it impossible to pursue legal action against every violator. Thus, automating this process of handling violations is highly desirable. We propose a system that will monitor live feeds from inputs such as traffic surveillance systems, vehicle dashcams, and traffic personnel bodycams to detect the offense. The system in discussion will be lightweight and optimized to work efficiently on existing commodity hardware. Suppose the motorcyclist is not wearing a helmet. In that case, the system will record the offense by capturing the license plate information along with snapshots of the vehicle, location and timestamp of the offense

Injuries as a result of two-wheeler accidents and its relationship with the COVID-19 pandemic

Aims: The numbers of two-wheeled vehicle (TWV) accidents are rising continually. Social isolation caused by the Covid-19 pandemic affected the frequency of such accidents. This study was conducted in order to examine the general characteristics of victims presenting to the emergency department due to TWV accidents and to investigate the effect of the pandemic on such incidents. Methods: This retrospective study involved patients involved in TWV accidents. Presentations made prior to 11 March, 2020, were classified as the pre-pandemic period and those made subsequently as the pandemic period. The type of TWV, the accident mechanism, victims’ demographic characteristics, possession of a driver’s license, crash helmet use, injuries observed in victims, trauma severity scores (Glasgow Coma Scale [GCS]; injury severity score [ISS]; and revised trauma score [RTS]), laboratory test and imaging results, victims’ clinical outcomes (discharge, admission, or exitus), and the daily numbers of presentations to the emergency department due to TWV accidents before and after the pandemic were recorded. Results: A-349 patients were included in the study, 77.3% involved in motorcycle accidents and 22.7% in bicycle accidents. The mean age of the entire victim group was 24.48±13.52 years, and 93.1% were male. Riders comprised 93.7% of the victims and passengers 6.3%. Driver’s licenses were possessed by 16.6% of the victims, and 9.5% wore crash helmets. Motorcycle accidents were most frequently due to ‘falls associated with loss of balance,’ and bicycle accidents as a results of ‘collision with another vehicle or object.’ The three most commonly injured regions were the extremities, head, and thorax. RTS levels were 10.13±3.51 before the pandemic and 11.98±0.20 during it(p=0.046). ISS levels were 16.07±21.27 before the pandemic and 13.29±17.28 during it(p=0.259). The pre-pandemic mortality rate was 3.9%, while no fatal accidents occurred during the pandemic(p=0.068). Daily numbers of presentations to the emergency department due to TWV accidents were 0.09 before the pandemic and 0.17 during it. Conclusion: TWV accidents are frequently observed among young/middle-aged men. The great majority do not hold driver’s licenses, and crash helmet use is low. The extremities are the most frequently injured regions in such accidents. The number of accident victims presenting to the emergency department due to TWV accidents during the pandemic was almost twice as high as in the pre-pandemic period. The trauma energy of accidents occurring during the pandemic was lower than that in the pre-pandemic period, victims suffered less harm from trauma, and mortality decreased.

Smart Helmet Using GSM Module and Ardiuno

Abstract: Accidents have become a serious problem in recent years. As the number of accidents continues to rise, efforts are made to prevent them and mitigate their effects. The rules of the road do not matter in our society, and they are routinely disregarded. India ranks first in terms of the number of two-wheeler accidents and deaths resulting from them. Using a smart helmet, we provide safety with magnificent and brilliant features by adopting a different perspective. The smart helmet is a GSMbased initiative. It is a helmet with advanced features that enhance the driving experience and make driving safer. The primary objectives of our product are to automate the existing non-automated road safety medical sector, to provide prompt medical assistance to victims of road accidents, and to require riders to wear helmets. To ensure that the biker is wearing a helmet, we are utilizing two modules, one on the helmet and one on the bike, which will operate in tandem. For this, a radio frequency module is used. We are utilizing a GSM800L module with an RS-32 interface that is both GSM and GRPS compatible. In addition, we use Arduino kit to store and operate the program. We are using an ultrasonic sensor that detects an accident and sends a signal to Arduino, which then sends commands to a GSM module that calls/SMS an ambulance and family members. Thus, instant assistance is provided. We aimed to make this intelligent, integrated helmet affordable

Head injury of two-wheeler cyclist based on fluid–solid coupling head model

Traumatic brain injury (TBI) is the main cause of driver death in electric two-wheeler accidents in China. Traumatic brain injury not only brings great threat to people's life safety, but also causes great economic losses in the process of national economic and social development. In this study, a head fluid–structure coupling finite element model was combined with a multi-rigid dummy body to form a finite element and multi-rigid body coupling model of an electric two-wheeler driver. Moreover, a human–vehicle-to-road combined system model was established that included a multi-rigid body two-wheeler model, a multi-rigid body vehicle model, and a road model, which is verified by an actual accident information. According to some simulation tests, moderate and severe nerve injuries may have happened to the driver although the HIC(Head Injury Criteria, common used in vehcile collision injury) is less than 1000. The result shows that the maximum pressure of the simulation result is 455.27 kPa, which exceeds the critical value of brain contusion. The overall relative error between simulation results and actual accident results is less than 10%. The driver model, especially the head model, can accurately simulate the bicyclist head injury and thereby provide a theoretical basis for the traffic injury assessment.

Research on Intelligent Reconstruction Method for Powered Two-wheeler Accident Based on Automatic Simulation and NSGA-Ⅱ Algorithm

Research on Intelligent Reconstruction Method for Powered Two-wheeler Accident Based on Automatic Simulation and NSGA-Ⅱ Algorithm

Pattern of Limb Injuries in Road Traffic Accident: A Cross-Sectional Study in a Tertiary Health Care Centre in North East India

According to World Health Organization, road traffic accident claims 1.2 million deaths annually and causes up to 50 million non-fatal injuries. Alimb injury is any injury to a limb, either a leg or arm, or to the toes and fingers. Limb injuries include broken bones (cracked or fractured bones, eg. a broken arm), dislocations (when a bone has been moved or dislodged, eg. a dislocated shoulder), sprains (injuries to ligaments, eg. a sprained ankle), strains (injuries to muscles, eg. a strained thigh), nail injuries (injuries to toenails and fingernails, eg., a stubbed toe), and bruises (colored marks caused by bleeding under the skin due to an impact). Across-sectional study was conducted in the mortuary of a tertiary health care centre in North-East India. The study was done from September 2019 to August 2021. All road traffic accident cases which were brought for medico legal autopsy were included. From the present study, it was found that maximum number of victims was due to two-wheeler accidents and most of the fatalities occurred after reaching hospital, mostly due to lack of prompt aid for the victim and less trauma center in the region. Injuries mostly seen are abrasion and a few cases of fracture. The cause of death is injury to major vessels involved in the fracture causing shock and hemorrhage. It is also observed that multiple limb injuries and limb injuries associated with fracture could be fatal which is significant (p< .001).

Comparative analysis of AEB effectiveness based on typical and atypical scenarios of electric two-wheeler accidents in China

Electric two-wheeler (ETW) accidents are one of the most important types of traffic accidents in China. Currently, the China New Car Assessment Program (C-NCAP) has proposed test scenarios to evaluate the effectiveness of autonomous emergency braking (AEB) for ETWs, including several common typical crash scenarios, but other atypical scenarios have not been considered. To determine the performance of AEB in real accidents, 16 in-depth accident cases with typical scenarios and 11 cases with atypical scenarios were selected based on a proposed C-NCAP typical scenario set and reconstructed using the virtual simulation tools MADYMO and PC-Crash. The crashes were re-simulated with a car equipped with an AEB system while varying the sensor field of view (FOV), time-to-collision (TTC), sensor delay time (SDT), and lateral trigger width ( W). The results show that for almost all combinations of AEB parameters, the crash avoidance rate was much higher in the typical scenario than that in the atypical scenario. When using an AEB with a FOV of 90° (±45°), all ETW accidents were avoided in typical scenarios, while even with the most efficient AEB system (FOV = ±60°, TTC trigger value = 1.5 s, SDT = 0.1 s), only 82% of crashes were avoided in atypical scenarios. Further considering the effect of lateral width, increasing the width from 2 to 5 m, the maximum avoidance rate of the AEB system increased by 43% in the typical scenarios and 18% in the atypical scenarios. The findings suggest that the typical AEB test scenarios proposed for C-NCAP were useful for other crash scenarios, but that including additional test scenarios may better reflect real world crash scenarios. It is recommended that atypical scenarios should be considered in C-NCAP, particularly perpendicular crash scenarios with the car or ETW turning, to better describe real accidents and improve vehicle safety.

Epidemiological profile of anterior cruciate ligament injuries in a tertiary referral trauma center of Nepal

BackgroundSports related injuries are the leading cause of Anterior Cruciate Ligament (ACL) tear in the Western world. Although professional and recreational sporting activities are increasing in Nepal, they are not as common and prevalent in comparison to western world. In contrast, Road Traffic Accident (RTA) is a very common cause of knee injuries in Nepal. Although there are some studies from Nepal mentioning Road Traffic Accidents (RTAs) as the most common cause of ACL injury, no specific studies have primarily investigated the epidemiological and demographic profile of ACL injured patients from this region. we aimed to understand the epidemiological and demographic profile of ACL injured patients and evaluate the mode of injury in a tertiary referral trauma center of Nepal.MethodsThis was a retrospective descriptive study of a hospital cohort conducted from February 2018 to January 2020. Electronic details were retrieved, telephone interviews conducted and data analysis was done using descriptive analysis on the patients from the fore mentioned dates to complete demographic and epidemiological information.ResultsA total of 237 patients were enrolled in this study. Among these, 120 patients (50.6%) fell into the age group of 15–30 years with a male to female ratio of 2.7:1. A RTA was the most common cause of ACL injury (38.8%), followed by sports-related injuries in 33.3% and falls in 16.5% of patients. The most common mode of RTA was a two-wheeler accident, and football was the most common sport causing ACL injuries. Sports injury was more common in patients below 30 years of age (OR = 3.5, 95% CI [2.2, 5.7]), whereas RTA was more common in patients above 30 years of age. Sports was the cause of ACL injury in 55.5% of students and RTAs was the commonest cause of ACL injury in office workers.ConclusionOverall males were more frequently injured than females. Road traffic accidents were the most common cause of ACL injury in our subset of patients. Two-wheeler riders were the most commonly injured patients. Sport was the commonest cause of ACL injury in patients below 30 years, and RTA was common in patients above 30 years of age. Sports were the commonest cause of ACL injury in students, while RTA was the most common cause in office workers.

Patterns of maxillofacial trauma in helmet vs. non helmet wearing two wheeler drivers in a tertiary care center.

The frequency and patterns of maxillofacial fractures vary by country, based on demographic, socioeconomic, cultural and environmental factors. Wearing a helmet is an efficient form of head protection for two-wheeler drivers and is now required in the vast majority of countries. The aim of this study was to compare the patterns of maxillofacial trauma in patients who wore helmets and those who did not. The data were gathered from clinical records of patients presenting with maxillofacial trauma between January 2019 and February 2022. The inclusion criteria were met by subjects involved in two-wheeler accidents with comprehensive case records and radiological investigations. A total of 177 people presented following maxillofacial trauma. The mean age was 34.2 ± 12.7 years. There were 151 (85.3%) males and 26 (14.6%) females. One hundred and two patients had not been wearing a helmet, while 75 patients were wearing a helmet at the time of the accident. Mandible fractures were the most common injury in both groups, followed by zygomatic arch fractures (which were more common in non-helmet users) and dentoalveolar fractures in helmet users. There was a significant difference in the pattern and severity of maxillofacial trauma in helmet users and non-helmet users.