Mopeds and motorcycles

Australian road safety data is incomplete, inaccurate, inconsistent and has been identified as being so unreliable it is not suitable to formulate effective accident preventing interventions, countermeasures, road safety policy and strategies.

Whether it's a road construction project, infrastructure upgrade, public event, or emergency maintenance, the presence of trained professionals managing vehicle and pedestrian flow is crucial. In a bustling and fast-growing city like Melbourne, traffic control services are not just a convenience-they're a legal and operational necessity. These services help maintain order, reduce risks, and ensure that work can proceed efficiently without putting anyone in harm's way.

In early 2005, the Taiwan government announced a 6-month pilot project permitting motorcycles with engine capacity over 250 cc to go on Expressways 68 and 72. Because of the long-term ban on motorcycles traveling on the expressways, motorists have limited experience in sharing the roads with motorcyclists. Therefore, it is essential to investigate traffic characteristics of motorcycles on expressways from a safety viewpoint. Traffic characteristics of motorcycles on the tangent sections of expressways were investigated during the trial period. The survey showed that motorcycles traveled faster than did other types of vehicles. The mean speed of motorcycles reached 86 km/h, 8 km/h faster than other vehicles. The 85th percentile speed was 108 km/h, 18 km/h higher than the posted speed. Motorcyclists kept shorter following distances than did other drivers, and other types of vehicles tailgated motorcycles as well. Most motorcyclists rode in the center-to-right of the inside lane and the center-to-left of the outside lanes. This study found a few cases in which motorcyclists shared the same lane, sometimes side by side with other vehicles, on the road. Although no motorcycle crash was reported during the trial period, episodes of speeding, tailgating, and lane sharing caused significant safety concerns for riders and drivers on the expressways. It was recommended that the government strictly enforce the laws against speeding, tailgating, improper overtaking, and driving in the same lane. In addition, it is essential to educate expressway users about sharing roads safely.

There appears to have been little, or no acceptance regarding how road safety strategies have continually failed motorcycle rider safety in Victoria. A new approach is proposed, one which accepts there is a problem to be solved and which includes consideration of the identified causes of accidents involving motorcycles. It is explored why the Safe System approach relative to motorcycle rider safety has failed, this when it supposedly should provide layered protection to keep road users safe, yet for motorcycle riders this has not been the case for over twenty years.

The capacity of a signalised intersection is estimated if the geometric configuration has been decided, based on other parameters: the allocated green time, phase plans, cycle time and the saturation flow rate. The allocation of green times for phases and movements are subject to the consideration of traffic demand including the provision of public transport and pedestrian activities. However, the saturation flow rate is very much depending on the locality characteristics of land use, traffic composition, traffic density and driving behavior. The value of base saturation flow rate for a specific site often varies away from recommended ones, such as the ones documented in Austroads Guidelines and Highway Capacity Manual (HCM). This paper attempts to report the procedures in determining the base saturation flow rates in Melbourne. A mesoscopic model, the Detailed Operational Modelling for Intersection and Network Optimisation (DOMINO) covering entire Melbourne metropolitan, is utilise...

This this report provides insight regarding how more can be done to reduce motorcycle rider injuries and fatalities on Victorian (Australia) roads, with particular focus on improving driver motorcycle observation and awareness skills. Aims include to reduce motorcycle rider injuries and fatalities and help ensure road safety is seen as a shared responsibility, rather than over emphasis being placed on motorcycle riders by portraying them as careless and dangerous road users. The benefits of introducing motorcycle observation and awareness programs for drivers could be enormous, not only in saving lives and reducing motorcycle rider injuries, but also financially, whilst also providing better use and allocation of scarce medical and human resources.

Fashion photographs might not seem like the most obvious place to look for histories of technology. But, in fact, there is a deep affinity between them. Both fashion and technology are explicitly predicated on change. Mid century, they both were coded as sexy and cutting edge. Ronald Traeger's summer of 1967 shot of the seventeen-year-old model, Twiggy, zooming around South London's Battersea Park has been frequently reproduced in writings on 1960s Britain (Figure 1). As a key figure in the 'Cockney revolution', Twiggy, with her Mod bob, has come to symbolize the 'Swinging Sixties.' 1 Yet, oddly, no one has ever commented on the moped Twiggy rides. Neither a motorcycle nor a motor scooter, the unacknowledged modest moped was highly visible and audible on the streets of postwar Britain, Europe, and beyond. Its technological history is intertwined with the history of WWII and its legacies. Traeger's photograph of Twiggy signifies 'swinging London' for many, but it also points us to the global and gendered histories of post-WWII motorized mobility garnered from the pages of a fashion magazine. The caption on the first fashion spread reads: 'It's a short yeara year for shorts-a freewheeling, long-legged, sane sort of year when the clothes are built for action.' 2 The full fashion feature shows Twiggy on both a moped and a racing bicycle (Figure 2). With her feet off the pedals on her moped, Twiggy bodily evokes the freedom felt by literally billions of people of all ages to whom the twentieth-century bicycle brought the liberation of mobility (Figure 1). It was a pose originally necessitated by the lack of a freewheeling hub on early bicycles, and it elicits memories of the near-flight feeling of zooming down hill on a bicycle. These images of Twiggy riding around 'swinging' London also bring to mind those earlier, more controversial ones of women on bicycles in late Victorian London. The 1890s saw a middle-class women's cycling craze, which shocked and frightened many contemporaries. Periodicals as diverse as the British Medical Journal and Queen debated the benefits and detriments of women's cycling and H.G. Wells immortalized the craze in his novel, Wheels of Chance (1897). 3 Having become a popular pursuit for athletic young men of privilege two decades earlier, cycling for middle-class women really only became an option in the mid-1880s when the safety bicycle was patented, with its diamond frame and rear wheel chain drive. The invention of air-cushioned, pneumatic tires in 1888 made the bicycle even more appropriate for female cyclists. Previously, a bump in the road could send a cyclist over the handlebars and it was impossible to ride in skirts, even divided ones. By the 1890s it is estimated that 1.5 million Britons had taken up cycling, with one third of them being women. Manufacturers used a variety of strategies to gender safety bicycles, marking out specific

Motorways represent seven per cent of the urban arterial road network in Melbourne yet carry 40 per cent of the urban arterial road travel in terms of vehicle kilometres travelled and this percentage is growing. The number of casualty crashes on metropolitan Melbourne motorways has increased over the decade at a faster rate than on other urban roads in metropolitan Melbourne. Police crash reports more often attribute crash cause to traffic conditions and vehicle interactions rather than infrastructure. As urban motorways are generally built to the highest standards, a new way of looking at motorway safety is needed. This led to the formulation of a hypothesis that the dynamics of the traffic flow are a significant contributor to casualty crashes on urban motorways. To test this hypothesis, in-depth analysis was undertaken on metropolitan Melbourne motorways. Crash data was linked to traffic data including vehicle occupancy (a proxy measure for density), vehicle speed and flow. Occup...

Traffic congestion is one of the significant transport problems in many cities in developing countries. Increased economic growth and motorization have created more traffic congestion. The application of transportation demand management like congestion pricing can reduce congestion, pollution and increase road safety. The aim of this research is to estimate the congestion pricing of motorcycles and the effect of a congestion pricing scheme on the generalized cost and speed of a motorcycle. The amount of congestion pricing is the difference between actual generalized cost in traffic jams and in free-flow speed conditions. The analysis approach using 3 components of generalized costs of motorcycle: vehicle operating, travel time and externality cost (pollution cost). The approach to analyze the pollution cost is marginal-health cost and fuel consumption in traffic jams and free-flow speed conditions. The value of time based on Gross Regional Domestic Product per capita in Yogyakarta C...

The number of automobiles has seen an alarming rise in the recent years. In the year 2014, the number of road vehicles produced annually increased to 87.23 million vehicles from around 40 million in 2000. This shows that production has increased to more than twice the volume in only 14 years. This has also caused a rise in the pollution levels. Global CO2 levels are on the rise due to increased pollution, contributing to the greenhouse effect. Hence it is very important to reduce our dependency on gasoline driven vehicles. Electric vehicles are a good alternative to these. The advent of electric vehicles is marred by factors like unavailability of charging stations and most importantly not being able to match the performance parameters offered by gasoline driven vehicles. Hence a driveline setup has been designed to increase the performance parameters like gradeability and top speed of an electric moped to set it at par with the gasoline powered mopeds available on the market. In this report we will focus on the design considerations, working principle and the mechanism for the said driveline as well as the design calculations and the CAD model.

Since the introduction of the internal combustion engine (ICE), modern mobility has fundamentally changed. Today, it is impossible to imagine modern transportation without motorized vehicles. Powered Two-Wheelers (PTWs) represent a relevant section of such vehicles. In recent years, electric low-powered PTWs, also called e-scooters, became a notable trend. Without excessive emissions and noise, as well as convenient dimensions, e-scooters can help European cities ease their increasing problems with traffic, emissions, and parking. In this paper, we present the results of a real-life field test, performed in the City of Munich, Germany. By providing six vehicles, 38 subjects were able to incorporate an e-scooter into their everyday lives. Recorded with travel diaries and a pre-post-survey, usage and attitudes were evaluated. Results show that a majority of daily trips is suitable for e-scooters and charging infrastructure is sufficient for this kind of vehicle, while subjective safety, weather conditions, and baggage capacity are restricting attributes.

While many developed countries have typically been facing problems related to 4-wheeled traffic, developing countries are facing problems related to small motorized vehicles, such as motorcycles. However, very few studies have been conducted to the traffic operation of motorcycles in the existing literature. This study proposes a methodology to estimate the motorcycle unit (MCU) with a consideration of dynamic characteristics of moving vehicles. It expresses the relationship between speeds and occupied spaces with respect to motorcycles and other types of vehicles. A case study is introduced in order to estimate the parameters of proposed formula by using microscopic traffic data at 3 midblocks in Hanoi, Vietnam. Then, the proposed methodology is compared with previous methods. The results show that the proposed formula represents the best among them. The findings provide helpful information that can be used to develop the speed-flow relationship, estimate highway capacity, analyze ...

The first of July 1952, the moped was legislatively excluded from existing restrictions for heavier two-wheeled motorized vehicles. A driver/owner of a "bicycle with auxiliary engine"-this was the original denomination of the vehicle-thus needed no registration, driver's license or insurance, nor pay any vehicle tax. The legislators did, however, postulate some technical requirements. Besides regulation of the engine, the vehicle should be "bicycle-like" and have pedals. It should thus be driven primarily by means of human, not mechanical, power (i.e., it was not supposed to be a lighter version of a motorcycle). In terms of social and economic goals, the state assumed workers to be the primary users, and a utilitarian use rather than one connected to pleasure and spare time. Very quickly, however, the moped lost all resemblance with the ordinary bicycle (except for the pedals). In a new legislation in 1961, the state yielded to the technical development. The moped no longer needed to resemble a bicycle or have pedals. Meanwhile, the moped also became more of a toy for boys-a vehicle for freedom-rather than the useful tool the state had wished for. In fact, we argue that the demands from user groups not foreseen played a crucial role in changing the legal technical requirements of the moped. This paper deals with the co-evolution, technically and institutionally, of the moped during the period 1952-75. Using a method inspired by evolutionary theory, the moped models released in Sweden in these years are grouped in "families" with distinctive technical features and accompanying presumed uses. We analyze this development using concepts from the theoretical fields of innovation studies and the history of technology (STS/SCOT):

While many developed countries have typically been facing problems related to 4-wheeled traffic, developing countries are facing problems related to small motorized vehicles, such as motorcycles. However, very few studies have been conducted to the traffic operation of motorcycles in the existing literature. This study proposes a methodology to estimate the motorcycle unit (MCU) with a consideration of dynamic characteristics of moving vehicles. It expresses the relationship between speeds and occupied spaces with respect to motorcycles and other types of vehicles. A case study is introduced in order to estimate the parameters of proposed formula by using microscopic traffic data at 3 midblocks in Hanoi, Vietnam. Then, the proposed methodology is compared with previous methods. The results show that the proposed formula represents the best among them. The findings provide helpful information that can be used to develop the speed-flow relationship, estimate highway capacity, analyze ...

The rapid growth in private-vehicle ownership has led to increased congestion problems in Indian cities. The growth of vehicles has been faster than that of the population of India. It has been observed that investment on expanding road network capacities may not solve the congestion problem but could induce more traffic. This analysis will show how life cycle changes in a household can influence the existing fleet for vehicle ownership decisions. To control the traffic congestion, find out the affecting factors which are led to people to buy private vehicle. This paper reviews the literature to derive the household parameters affecting as roots of growth of vehicle ownership. It is required to develop vehicle ownership model to predict future scenario to plan the policy for traffic management in urban area. It also helps to derive parking demand in future at residential locations and at public places. This paper reviews published papers till today to work in desired direction of pr...

This report summarises research undertaken in Christchurch, New Zealand, between October 2001 and May 2002, to evaluate automatic bicycle counting technologies. A literature review and consultation with key staff in road controlling authorities were undertaken to select the equipment to test. Rigorous testing was performed on two counters which used pneumatic rubber tube detectors: the Golden River Marksman 410 Bicycle Classifier and the MetroCount Vehicle Classifier 5600 Series.

Tests were undertaken both off-street, to simulate conditions in parks and on cycle paths, and on-street in mixed traffic, to simulate typical conditions for cyclists. Other types of equipment were not tested, although they may be satisfactory for counting bicycles. Both counters performed satisfactorily and are recommended for use in New Zealand for counting bicycles, either off-street or on-street, and in both urban and rural situations.  They are capable of counting and classifying bicycles and motor vehicles simultaneously.

Recommendations are made about correct procedures for using the machines for counting bicycle traffic and for further research into bicycle counting.  The research is important as it demonstrates that automatic bicycle counting is feasible and relatively easy to do as part of routine traffic counting.

In many west and east African cities, road traffic mix is characterised by high volumes of two wheeler motorcycles which traverse the roadway without lane discipline. For many years, the Transport Research Laboratory UK (TRL) provided guidelines and parameters for the design of transport facilities based on their research in some countries. In signalised intersection design and traffic operations on roadway facilities, passenger car unit values (PCU) and saturation flows are very important and can vary across cities owing to differences in traffic mix and vehicle characteristics as well as differences in driver behaviour, regulation and enforcement. Local values no matter how crude may be preferred. The traffic mix and performance characteristics on roads in the Tamale metropolis and other northern cities in northern Ghana differ from the other regions due to the high number of motorised two wheeler vehicles in the traffic stream as well as bicycles. Even though this is known, there...

In line with the concept of sustainable development, changes in various forms of urban transport have been observed over the past few years, and the implementation of low-emission transport solutions is becoming a priority for local government. One of the key changes observed worldwide taking place on the urban transport market is the dynamic development of various forms of shared micro-mobility. One of these forms are electric moped scooter sharing services and despite their rapid growth in popularity, the existing research contributions on determinants of the use of this micro-mobility mode are limited to only a few studies. The goal of this paper is to advance knowledge regarding the motives and barriers to the use of electric moped scooter sharing services. The paper discusses the results of a study that was carried out in 2021 on a sample of 352 Polish users of electric moped scooter sharing services. The most important reasons for using these services included the convenience ...

The number of automobiles has seen an alarming rise in the recent years. In the year 2014, the number of road vehicles produced annually increased to 87.23 million vehicles from around 40 million in 2000. This shows that production has increased to more than twice the volume in only 14 years. This has also caused a rise in the pollution levels. Global CO2 levels are on the rise due to increased pollution, contributing to the greenhouse effect. Hence it is very important to reduce our dependency on gasoline driven vehicles. Electric vehicles are a good alternative to these. The advent of electric vehicles is marred by factors like unavailability of charging stations and most importantly not being able to match the performance parameters offered by gasoline driven vehicles. Hence a driveline setup has been designed to increase the performance parameters like gradeability and top speed of an electric moped to set it at par with the gasoline powered mopeds available on the market. In this report we will focus on the design considerations, working principle and the mechanism for the said driveline as well as the design calculations and the CAD model.

The rapid growth in private-vehicle ownership has led to increased congestion problems in Indian cities. The growth of vehicles has been faster than that of the population of India. It has been observed that investment on expanding road network capacities may not solve the congestion problem but could induce more traffic. This analysis will show how life cycle changes in a household can influence the existing fleet for vehicle ownership decisions. To control the traffic congestion, find out the affecting factors which are led to people to buy private vehicle. This paper reviews the literature to derive the household parameters affecting as roots of growth of vehicle ownership. It is required to develop vehicle ownership model to predict future scenario to plan the policy for traffic management in urban area. It also helps to derive parking demand in future at residential locations and at public places. This paper reviews published papers till today to work in desired direction of pr...

The first of July 1952, the moped was legislatively excluded from existing restrictions for heavier two-wheeled motorized vehicles. A driver/owner of a “bicycle with auxiliary engine” – this was the original denomination of the vehicle – thus needed no registration, driver’s license or insurance, nor pay any vehicle tax. The legislators did, however, postulate some technical requirements. Besides regulation of the engine, the vehicle should be “bicycle-like” and have pedals. It should thus be driven primarily by means of human, not mechanical, power (i.e., it was not supposed to be a lighter version of a motorcycle). In terms of social and economic goals, the state assumed workers to be the primary users, and a utilitarian use rather than one connected to pleasure and spare time. Very quickly, however, the moped lost all resemblance with the ordinary bicycle (except for the pedals). In a new legislation in 1961, the state yielded to the technical development. The moped no longer nee...

A differential is a device that allows a difference in velocity (and displacement) between two elements. This requires a 2-DOF mechanism such as an epicyclic gear train. Perhaps the most common application of differentials is in the final drive mechanisms of wheeled land vehicles [1] . The main aim of this paper is to introduce an Innovative concept of Gearless Bi-Freewheel Differential Mechanism. Its design and Stress Analysis on the CAD model prepared for its behaviour under different loads. Analysis is performed on different materials of shaft (intermediate rod), Carbon Steel and aluminium alloys. Whereas, use of carbon steel is common nowadays. Stress, displacement is analysed by considering weight reduction in the differential. The analysis is done in Inventor Professional software. In this particular work, all parts of differential assembly are designed and analysed under static condition and then modelled. Corresponding required data is taken from data books, standard results...

Air pollution is most imperative issue in the 21st century among all others. There is no need to reiterate its importance. The present research paper covers the study of air pollutants and its effects on human health and property. Further it focuses comparative study of emission standard between India and Europe and role of government to control air pollution. This study is based on primary as well as secondary data. Secondary data is used to conceptualize the study and primary data is collected to analyze the behaviour of motorcycles users in Jalgaon city towards cause of air pollution. The present study reveals that awareness and attitude of motorcycle users in Jalgaon city towards air pollution is positive but at the same time it lacking in taking steps or actions from vehicle riders to minimize the pollution. The study covers various policy measures to control the same with emphasis on common directed efforts of human society.

The capacity of a signalised intersection is estimated if the geometric configuration has been decided, based on other parameters: the allocated green time, phase plans, cycle time and the saturation flow rate. The allocation of green times for phases and movements are subject to the consideration of traffic demand including the provision of public transport and pedestrian activities. However, the saturation flow rate is very much depending on the locality characteristics of land use, traffic composition, traffic density and driving behavior. The value of base saturation flow rate for a specific site often varies away from recommended ones, such as the ones documented in Austroads Guidelines and Highway Capacity Manual (HCM). This paper attempts to report the procedures in determining the base saturation flow rates in Melbourne. A mesoscopic model, the Detailed Operational Modelling for Intersection and Network Optimisation (DOMINO) covering entire Melbourne metropolitan, is utilise...

The capacity of a signalised intersection is estimated if the geometric configuration has been decided, based on other parameters: the allocated green time, phase plans, cycle time and the saturation flow rate. The allocation of green times for phases and movements are subject to the consideration of traffic demand including the provision of public transport and pedestrian activities. However, the saturation flow rate is very much depending on the locality characteristics of land use, traffic composition, traffic density and driving behavior. The value of base saturation flow rate for a specific site often varies away from recommended ones, such as the ones documented in Austroads Guidelines and Highway Capacity Manual (HCM). This paper attempts to report the procedures in determining the base saturation flow rates in Melbourne. A mesoscopic model, the Detailed Operational Modelling for Intersection and Network Optimisation (DOMINO) covering entire Melbourne metropolitan, is utilise...

In recent years, moped-style scooter sharing is gaining increasing attention in many urban areas worldwide. Nevertheless, research contributions are still limited, unlike other shared mobility systems. This paper is aimed at providing a first insight on moped sharing demand by exploring the usage and opinions towards this new mobility alternative. To that end, the research exploits the data from a web-based survey conducted in Spain, one of the countries with the largest implementation around the world in terms of the shared e-mopeds fleet. Kruskal–Wallis tests were conducted to identify the segment of the urban population that is more likely adopted moped sharing, and additional statistical mean differences in specific variables concerning moped sharing were carried out. The paper also provides a better understanding of the shared mopeds market and some implications for urban mobility, such as the potential role of shared mopeds in reducing vehicle ownership and its effect on urban...

Prior to 2016, motorcycle licensing in Victoria, Australia, required off-road (range) skills testing only, focusing on vehicle-handling skills. The objective of this research was to develop an education and assessment curriculum commensurate with best practice that included on-road components and increased focus on awareness, judgment, and decision-making skills. No single best-practice curriculum was identified in the published literature. Therefore, to guide development of a new curriculum, a best-practice novice driver education framework, Goals for Driver Education, was adapted into the Goals for Rider Education framework. Applying Training Needs Analysis, the target population of learner motorcyclists was identified as largely male and aged under 30 years, with the target crash problem including a high proportion of single-vehicle loss-of-control crashes. Tailored content was developed based on exemplary Australian and international curricula, behaviour change theory, and adult learning principles; including transitioning from training to coaching and from testing to competency-based assessment. The result is Victoria's new Motorcycle Graduated Licensing System (M-GLS) education and assessment curriculum, comprising three stages: pre-learner (Motorcycle Permit Assessment), learner (Check Ride), and pre-licence (Motorcycle Licence Assessment). Subject to potential refinements and ongoing evaluation, this work lays the foundation for establishing a best-practice approach to novice motorcyclist education for licensure.

Prior to 2016, motorcycle licensing in Victoria, Australia, required off-road (range) skills testing only, focusing on vehicle-handling skills. The objective of this research was to develop an education and assessment curriculum commensurate with best practice that included on-road components and increased focus on awareness, judgment, and decision-making skills. No single best-practice curriculum was identified in the published literature. Therefore, to guide development of a new curriculum, a best-practice novice driver education framework, Goals for Driver Education, was adapted into the Goals for Rider Education framework. Applying Training Needs Analysis, the target population of learner motorcyclists was identified as largely male and aged under 30 years, with the target crash problem including a high proportion of single-vehicle loss-of-control crashes. Tailored content was developed based on exemplary Australian and international curricula, behaviour change theory, and adult learning principles; including transitioning from training to coaching and from testing to competency-based assessment. The result is Victoria's new Motorcycle Graduated Licensing System (M-GLS) education and assessment curriculum, comprising three stages: pre-learner (Motorcycle Permit Assessment), learner (Check Ride), and pre-licence (Motorcycle Licence Assessment). Subject to potential refinements and ongoing evaluation, this work lays the foundation for establishing a best-practice approach to novice motorcyclist education for licensure.

For power generation we need a new renewable energy resource which must be constant and never-ending, so gravitational energy is the aid. It is a limitless form of energy present all over the earth. Hence, creating an apparatus which generates electric power from the gravitational forces is sole concept of this project. This gravitational force can be utilized in the form of energy resource and can be converted in different forms of energy. By this simplified arrangement which is eco-friendly and has very less maintenance cost we can harness this limitless form of energy by converting it into electrical form only using a compound gear mechanism and a weight.

New generation mobile telecommunication networks and battery technology are profoundly transforming the capability of vehicles and the transport system. The road network will need to be adapted to this new technical reality. A historical assessment of the transformation of the British and French road network in the 20 th century was undertaken, and this article summarises its key findings into a conceptual framework. This framework has been applied to better understand the potential impact of CAVs and E-scooters.

The Appendices contain a range of data and tabular resources brought together to inform this project. The data on motorcycle movements and users is generally scarce. Data on motorcycle crashes is comparatively plentiful, and the basis for a broad economic evaluation requires elements that have not generally been widely available. Each of the Appendices has a different role to play, and in combination provides a series of data items that assists in the task of providing a basis for assessing and evaluating motorcycle transport in Melbourne. There are three different types of information
• Substantial assemblies of data not previously available
• Specifications and tabulations of data required to assess motorcycle transport
• Economic parameters needed to undertake economic evaluation of motocycle transport
Appendix 1 Is the list of organisations formally written to for consultation
Appendix 2 is a summary table of many of the people consulted on this project via personal or electronic means
Appendix 3 Gives a view of London, a major city with extensive public transport, where the survey coverage is not greatly different to that in Melbourne. The key item is the high level of car availability to motorcycle users, and the spread of other modes used. This suggests that increasing motorcycle useage would not necessarily be drawn away from public transport. Data on multiple vehicle access and use is very important for motorcycle assessments as moves from public transport to motorcycles impose a cost on the community overall due to the large difference in crash involvement rates.
Appendix 4 Is a widely cited source on emissions for motorcycles in context, and is the most used summary of the estimates of pollution produced by each mode in a major city. While there are shortcomings (all motorcycles are lumped together) it provides a basis for trading off the emissions from one type of vehicle to another as part of any assessment of the benefits of motorcycles and other vehicles.
Appendix 5 summaries the different levels of emissions that are required to be met by the successive series of so-called EURO pollution control standards. Australia is essentially following on to take up these standards, not necessarily at the same dates, and thus these values are a useful guide to the expected relative emissions from each mode. Small and large motorcycles are treated differently, but not two and four stroke motors.
Appendix 6 Contains some screen shots from the small database built to provide rapid access to various
Australian data sources for motorcycle transport, users and safety.
Appendix 7 Is a table of the journey to work travel by motorcycles reported for each district in Victoria in the 1991 ABS population census.
Appendix 8 The variables set up from the motorcycle survey with average values for all the variables. specifies what is in the survey database and a simple measure of the response to each item.
Appendix 9 Is a single-site example of automated traffic counts including motorcycles. Technical deficiencies are clearly apparent in this table as the recorded “errors” are comparable to or exceed motorcycle counts. This type of data collection equipment (VDAS) has not been used for some years for this purpose, and new equipment is coming into use that will provide considerably better data for motorcycles while still using automatic counters.
Appendices 10 and 11 Provide for the first time the full range of locations and motorcycle traffic counts collected for VicRoads over recent years. This data has not previously been extracted and made available, and is perhaps the most extensive data source for motorcycle traffic currently available. As such a small part of the traffic stream, these are key data for motorcycle assessment in transport. The low percentages 4hr counts are due to them all being taken off peak.
Appendix 12 Is a table of analyses of the VATS data sets from 1995 to 1998 on travel time, trip lengths, delays by all modes.
Appendix 13 Is the survey form for the current “Oxford 2000” motorcycle project surveys.
Appendix 14 Are respondent written-in comments on the survey forms. These are provided by only a minority of the respondents, but provide an insight to the issues and perspective of the respondents on motorcycle issues.
Appendix 15 is the list of questions posed to motorcycle couriers in the structured interviews.
Appendix 16 Provides one of the very few consistent breakdowns of user costs for motorcycles available. They are created by the AA (the UK Automobile Association) for costing purposes, and show the variation in total user costs for motorcycles of different sizes. These values are essentially for new motorcycles, as depreciation is a significant part of operating costs, this will provide higher values of user costs than most users will appreciate.
Appendix 17 Is the equivalent AA (the UK Automobile Association) table for UK cars.
Appendix 18 Is the output from the California model for air pollution which gives the quantities of each pollutant emitted by each type of vehicle including motorcycles. This, when combined with traffic flow values and valuations of each pollutant, allows a measure of the economic impact of motorcycle emissions to be obtained. These tables allow direct comparisons to be made between different types of vehicle and motorcycles.
Appendices 19 and 20 Accident costs in a form suitable for motorcycle evaluation purposes.
Appendix 21 DCA visual accident classification schema (updated 2000 version).
Appendix 22 A formal consultation response which clearly illustrates how issues in a safety-only framework for evaluation of PTW usage are currently addressed.
Appendix 23 Reports on one of the key differences in car and motorcycle and scooter usage: faster travel times and lower fuel usage.
Appendix 24 PTW measures implemented in a sample of 72 European cities, showing the options and where they are being applied.

In April 2000 VicRoads (on behalf of the Victorian Motorcycle Advisory Council) issued a brief to produce a report on motorcycles, scooters and mopeds as transport modes. This tender was won by Oxford Systematics with some input from the Transport Research Centre and Dr Narelle Howarth. Data from Australia and overseas was obtained, assessed for utility and reanalysed where appropriate to give a consistent picture of motorcycle use. Data on accident costs, pollution and emission values are brought together for evaluation consideration. The overall levels of motorcycle flows in Victoria were found to be 0.5% of vehicle flows, and the relationship established between motorcycle crashes and motorcycle flows found by the Victorian Crash Control Study (Haworth, Smith, Brumen, & Pronk, 1997) was used to provide more discriminating estimates of motorcycle flow using GIS (Geographic Information Systems) methods, based on reported motorcycle crash data. Fresh survey data was also obtained on motorcycle users and their ownership and use of cars and motorcycles/scooters. Motorcycle and scooter user choices were found to depend on ease of getting through traffic congestion, their economy and ability to park close to their destination and the intrinsic pleasure obtained by riding a powered
two wheeler. It is not always a question of either motorcycle or car owner: the mileages done by car by motorcycles owners and nonowners are both substantial. The transport performance of motorcycles was confirmed by fresh analyses of the Melbourne transportation survey data.
Travel times and speeds by mode in order of trip length: VATS 1995-8 Motorcycles have the second highest average travel distance of all modes in Melbourne, and the highest average travel speed. They suffer the lowest travel delays. Bicycles reported encountering delays of an average of 1% of their total travel time, cars 0.5% - but motorcycles nil.
Many of the data items from consultation and survey analysis are included in a second volume of Appendices. In order to be able to evaluate motorcycles and scooters in traffic, transport, regulatory, social, safety and environmental proposals parameters are required for
each area of valuation. These have been brought together for operating cost, safety and emissions. Work to establish appropriate travel time and social factors still need to be developed.There are several key areas where powered two wheelers have a significant role to play:
· More efficient road space utilisation
· More efficient parking space utilisation
· Reduced emissions
· Faster access
· Increased mobility
Work is required to address these possibilities, and this is summarised in the report. There are a number of transport and traffic situations where motorcycles, scooters and mopeds (PTWs) offer or already provide realisable advantages.

— The number of automobiles has seen an alarming rise in the recent years. In the year 2014, the number of road vehicles produced annually increased to 87.23 million vehicles from around 40 million in 2000. This shows that production has increased to more than twice the volume in only 14 years. This has also caused a rise in the pollution levels. Global CO2 levels are on the rise due to increased pollution, contributing to the greenhouse effect. Hence it is very important to reduce our dependency on gasoline driven vehicles. Electric vehicles are a good alternative to these. The advent of electric vehicles is marred by factors like unavailability of charging stations and most importantly not being able to match the performance parameters offered by gasoline driven vehicles. Hence a driveline setup has been designed to increase the performance parameters like gradeability and top speed of an electric moped to set it at par with the gasoline powered mopeds available on the market. In this report we will focus on the design considerations, working principle and the mechanism for the said driveline as well as the design calculations and the CAD model.

This study examined six activity trips of the elderly motorcyclists and elderly drivers that live at a rural area in Parit Raja, Batu Pahat, Johore District of Malaysia. Besides of the differences in activity trips, several factors such as marital status, average monthly salary and vehicle ownership were also found to be significantly different between both groups. Statistical analysis by using regression model was conducted to determine the factors that influencing the elderly frequency of using motorcycle or car. Factors such as license ownership, gender and vehicle ownership were found to give a significant impact. The result also showed that for activity trips, only shopping and trip to religious activity gave a significant influence to their frequency of using the vehicle. Elderly motorcyclists were found to likely involve with religious activity compare to the elderly drivers that more intended to involve with shopping trips.

Describes the ANBI (Australian National Bicycle Information Base) project development, and provides an example of the outputs from the contacts, data resources and bibliographic reference databases created. The ability to merge and exapand these databases with user-entered items is put forward as a means of enhancing the common data and people resources available to inform bicycle issues. this is an example of a practical Metadatabase, where information about a data sorucve can be located with the specifications of each variable, the constraints on access, the sources from which the data may be located or secured, the uses to which the surveys have been put, and critiques of the data, the methods and applications plus examples of the key items and usually a graphic showing a novel aspect of the data resource. ANBI is implemented in Filemaker Pro, and includes a searchable data base of the people involved in the data and its uses and a contact management database to manage the contacts and followups in making use of the resources once identified as likely to be valuable