Motorcycle Fatalities Research Articles

Factors Affecting Single and Multivehicle Motorcycle Crashes: Insights from Day and Night Analysis Using XGBoost-SHAP Algorithm

This study aimed to identify and compare the risk factors associated with motorcycle crash severity during both daytime and nighttime, for single and multivehicle incidents in Thailand using 2021–2024 data. The research employed the XGBoost (Extreme Gradient Boosting) method for statistical analysis and extensively examined the temporal instability of risk factors. The results highlight the importance of features impacting the injury severity of roadway collisions across various conditions. For single motorcycle crashes, the key risk factors included speeding, early morning incidents, off-road events, and long holidays. In multivehicle crashes, rear-end collisions, interactions with large vehicles, and collisions involving other motorcycles or passenger cars were linked to increased injury severity. The findings indicate that the important factors associated with motorcyclist injury severity in roadway crashes vary depending on the type of crash and time of day. These insights are valuable for policymakers and relevant authorities in developing targeted interventions to enhance road safety and mitigate the incidence of severe and fatal motorcycle crashes.

Major injuries and associated factors in traffic accidents among motorcycle food delivery riders during the COVID-19 pandemic in Thailand

Motorcycle food delivery riders (MFDRs) are at a higher risk of traffic accidents compared to regular motorcyclists. Their safety is a significant issue in many developing countries, particularly in Thailand, which has the highest rate of motorcyclist fatalities globally. This study aimed to determine the prevalence of traffic accidents and explore the association between risky riding behaviors, concerns for working conditions, and accidents among MFDRs. This cross-sectional study was conducted in Chiang Mai, Thailand. Data were collected from a total of 709 MFDRs through an online platform. Collected data included working conditions, risky riding behaviors, concerns about their work conditions, and experience with traffic accidents. In the past six months, the incidence of traffic accidents among MFDRs was 18.9 %., with 2.4 % experiencing hospitalized major injuries, 11.4 % having non-hospitalized major injuries, and 5.1 % having minor injuries. A total of 84.3 % of MFDRs exhibited at least one risky riding behavior, while 5.8 % engaged in ten or more such behaviors. Multivariable logistic regression analysis with adjustments for sex, age, and body mass index indicates that red-light running (adjusted odds ratio, aOR 2.78, 95 % CI 1.07 to 7.21) and being concerned for customer behaviors (aOR 2.66, 95 % CI 1.26 to 5.62) were significantly associated with major injuries. Additionally, factors such as sleeping less than 6 h per day (aOR 1.68, 95 % CI 1.10 to 2.56), riding the wrong way (aOR 2.49, 95 % CI 1.12 to 5.52), and having concern for customer behaviors (aOR 1.91, 95 % CI 1.03 to 3.55) were associated with total number of accidents. Red-light running and concerns for customer behavior in MFDRs are associated with a higher risk of traffic accidents with major injuries. Effective strategies and interventions should focus on strengthening the enforcement of traffic risk behaviors and encouraging food delivery companies to establish regulations relating to the workers’ concerns.

Trends in traffic accident mortality and social inequalities in Ecuador from 2011 to 2022

BackgroundTraffic accidents (TA) remain a significant global public health concern, impacting low—and middle-income countries. This study aimed to describe the trend in TA mortality and inequalities in Ecuador for 2011–2022, distributed by year, gender, age group, geographical location, type of accident, and social inequalities.MethodsAn ecological study was conducted using INEC national-level data on TA fatalities in Ecuador. Mortality rates were calculated per 100,000 population and analyzed by year, gender, age group, geographic region, and accident type. Annual percentage variation (APV) was determined using linear regression models. Inequality analyses examined associations between TA mortality and socioeconomic factors like per capita income and literacy rates. Complex measures such as the Slope Inequality Index (SII) were calculated to assess the magnitude of inequalities.ResultsThere were 38,355 TA fatalities in Ecuador from 2011 to 2022, with an overall mortality rate of 19.4 per 100,000 inhabitants. The rate showed a non-significant decreasing trend (APV − 0.4%, p = 0.280). Males had significantly higher mortality rates than females (31.99 vs. 7.19 per 100,000), with the gender gap widening over time (APV 0.85%, p = 0.003). The Amazon region had the highest rate (24.4 per 100,000), followed by the Coast (20.4 per 100,000). Adults aged ≥ 60 years had the highest mortality (31.0 per 100,000), followed by those aged 25–40 years (28.6 per 100,000). The ≥ 60 age group showed the most significant rate decrease over time (APV − 2.25%, p < 0.001). Pedestrians were the most affected group after excluding unspecified accidents, with a notable decreasing trend (APV − 5.68%, p < 0.001). Motorcyclist fatalities showed an increasing trend, ranking third in TA-related deaths. Lower literacy rates and per capita income were associated with higher TA mortality risks. Inequality in TA mortality between provinces with the highest and lowest per capita income increased by 247.7% from 2011 to 2019, as measured by the SII.ConclusionWhile overall TA mortality slightly decreased in Ecuador, significant disparities persist across demographic groups and geographic regions. Older adults, males, pedestrians, and economically disadvantaged populations face disproportionately higher risks. The increasing trend in motorcycle-related fatalities and widening socioeconomic inequalities are particularly concerning.

Profile of Mortal Injuries in Vehicular Accidents: An Autopsy-Based Study.

Background It is crucial to analyze the trends of fatal injuries amongpedestrians, passengers, motorcycle riders, and drivers of three- and four-wheelers in traffic accidents. Objective To ascertain the trend of fatal injuries to the head, chest, and abdomen across different victim categories in vehicular accidents. Materials and methods An autopsy-based prospective study was carried out in the mortuary of a rural tertiary care hospital. A total of 108 fatal cases of vehicular accidents were taken into consideration. All natural and unnatural deaths, other than those stemming from vehicle crashes, were excluded from this study; only the victims of fatal vehicularaccidents were included. Results Males outnumbered female victims by 8.8:1. The age range of 41-60 years was the most affected (38.9%). The greatest number of victims (17, or 15.8%) were male motorcycle riders in the range of 21-40 years. Most vehicular mishaps (61;56.5%) occurred during the evening. The most frequent injury pattern reported was head injuries (53.4%). Conclusions Motorcycle riders constituted the most severely injured victim category in a vehicular accident. Most mishaps occurred in the dark because of inadequate lighting or bad road conditions in rural areas. Furthermore, the most frequently occurring type of injury was an injury to the head, which may be an outcome of riders' lack of compliance with the mandatory helmet-use policy.

Analyzing the Risk Factors Associated with Fatal Motorcycle Accidents in Rural Areas of Sri Lanka

Analyzing the Risk Factors Associated with Fatal Motorcycle Accidents in Rural Areas of Sri Lanka

A causal inference analysis of injury severity in motorcyclist crashes in Brazilian highway databases

Motorcyclist fatalities have risen in Latin and Asian countries, highlighting the necessity for a systematic approach through the Safe System (SS) to achieve zero fatalities. Traditional studies often rely on data-driven methodologies, which may lead to biased results and may fall short of capturing the systematic SS perspective. This paper develops a causal analysis of crash severity involving motorcyclists based on the SS approach and Pearl’s causal inference paradigm, using observational data. Initially, the main sources of bias related to traditional categorical modeling applied to crash severity analysis were illustrated through a simulation example. Subsequently, a literature review was conducted to establish a conceptual framework rooted in the SS. Finally, causal hypotheses were formulated and tested using structural equation modeling applied to data collected from motorcyclist crashes on federal highways in the state of Ceará/Brazil. The outcomes of the causal model support the initial hypothesis that alcohol use significantly contributes to the severity outcome of motorcycles-related crashes. The model unveils a noteworthy association between weekends and alcohol consumption and an inclination among younger individuals toward newer motorcycles with more powerful engines. The adoption of a causal approach enhances result reliability by controlling for confounding variables and incorporating a theoretical framework.

Motorcyclists Preferred Lane Position on Federal Roads in Malaysia

Motorcycle fatalities comprised of 60% of the total fatalities in Malaysia. Weaving between traffic and speeding are among the contributors to the high motorcycle fatalities and there is not much understanding of the. This study was conducted with the objective to determine the lane preference of motorcyclists within various road cross-section and speed of motorcyclists when using the lanes. The lane usage was recorded with video camera and video was playback to count the count of motorcyclists using their respective lane. As for speed of motorcyclists, spot speed measurement was conducted covertly to avoid affecting motorcyclists’ behaviour. A total of 11 locations with different cross-section designs throughout the Malaysia was identified for observation. The empirical results show that more than 95% of the motorcyclists travelled on the non-exclusive motorcycle lane (NEML) when the NEML is presence at 2 lane single carriageway section. Meanwhile, paved shoulder about 2.2-2.3m wide was found to be used by majority of motorcyclists (75%). Apart from obtaining the lateral travel position of the motorcyclists, the spot speed data were also collected. The speed results revealed that motorcyclists travelled statistical significantly slower on NEML or Paved shoulder (PS) than on main travel lane. The findings of this study conclude that NEML and paved shoulder can affect motorcyclists to ride slower and thus enhance the safety of motorcyclists in term of speed exposure. In addition, the NEML and PS separate motorcyclists from other motorized vehicles which could reduce the risk of crashes of motorcyclists with another vehicle. Even though provision of NEML incurs high costs, however in long term, NEML would prove to be one of the most efficient allocation resources in reducing motorcycle crashes. However, further studies need to be carried out on the use of paved shoulder by motorcyclists.

Motorcyclists’ Stopping Position at 4-Legged Signalised Intersections

Malaysia was ranked seventh in the world for having the highest percentage of motorcycle fatalities. The majority of motorcycle fatalities occurred at intersections as a result of other motor vehicles failing to notice them. However, little is known about the behaviour of motorcyclists when they come to a stop at an intersection. This study was designed to examine the position of motorcycles during the red phase at 4-legged signalised intersections. Data from 4,133 motorcycles were collected at four locations in peninsular Malaysia throughout peak and off-peak hours. Motorcycles stopped at signalised intersections by stopping behind the stop line, at/in front of the stop line, at the yellow box, at the pedestrian crossing and at the island marking were collected through video recording. Therefore, to facilitate the analysis, motorcycle positions were classified as either stopping behind the stop line or stopping forward. As per findings, more than 63 percent of motorcyclist’s queue in front of the stop line and move forward during peak and off-peak hours to gain a clear view, which increases the likelihood of a motorcycle departing within a very short time during the initial period of the green signal. To improve the performance of signalised intersections, some traffic engineering approaches can be used, such as the provision of a dedicated area, known as a motorcycle red box, which separates motorcycles from other types of vehicles at traffic lights. Positioning motorcycles ahead of other drivers reduces the risk of motorcycles appearing out of nowhere when traffic begins. This segregation is expected to improve motorcyclist visibility and safety, as well as provide a buffer for pedestrian crossings at signalised intersections, providing better protection for vulnerable road users.

The Effect of Road Characteristic on Motorcycle Fatal Crashes Involving Heavy Goods Vehicle (HGV): A Case Study in Malaysia

Road characteristic is one of the main contributing factors for fatality to the motorcycle when involve in heavy goods vehicles (HGV) crash. In particular, the studies related to HGV and motorcycle crashes have been relatively limited and there are few studies on road characteristics. This article provides eight road characteristics that were identified in the crash between HGV and motorcycle in Malaysia. The aim of this paper is to analyse the severity of a motorcycle crash when it is involved in an HGV crash in order to identify the contributing road factors of the crashes and to build a base for future research to improve Malaysian road conditions. The objective of this study is to exhibit the trend and identify the road characteristic for motorcycle-HGV crashes in Malaysia. The data of road crashes for the past three years was analysed using descriptive analysis and simple logistic regression analysis. The result reveals that the crash is more likely to occur on smooth surface and flat condition. Following the finding from simple logistic regression analysis, the corrugated surface and slope condition has more odds than the smooth surface and flat condition. Therefore, the outcomes of the result presented here need further analysis to identify the road characteristic and establish a prediction model. This finding will help in filling the gap for the research on road characteristic variable involve with the HGV crash.

Characterization of Motorcycle Encroachments in the U.S

In 2020, there were 5,579 motorcyclist fatalities in the U.S., which is the highest on record. Despite accounting for only 3% of registered vehicles, motorcycles are involved in 42% of fatal guardrail impacts. Roadside safety hardware testing guidelines are outlined in the Manual for Assessing Safety Hardware (MASH) for passenger vehicles and large trucks but these procedures do not include any motorcycle impacts. Although international test procedures for roadside hardware prescribe motorcycle crash tests, it is not known if the prescribed test conditions reflect the conditions at which motorcycles depart the roadway in the U.S. A better understanding of the characteristics of motorcycles departing the roadway in the U.S. is needed before the development of motorcycle crash tests. This study used the National Cooperative Highway Research Program (NCHRP) 17-88 database to compare the encroachment and impact characteristics of motorcycles, passenger vehicles, single-unit trucks, and tractor-trailer trucks. Motorcycles were found to have a similar distribution of impact angles to passenger vehicles, with an 85th percentile of 24 degrees. The median and 85th percentile impact angle was found to be shallower for tractor-trailer trucks compared with motorcycles and passenger vehicles. Additionally, large trucks and motorcycles were found to roll over at a higher frequency than passenger vehicles. During the first event, almost 80% of motorcycles were upright. By the second event, almost 50% of motorcyclists were separated from the motorcycle. This indicates that a large percentage of riders lose contact with the motorcycle during the first event and are separated during any subsequent events. Based on these results, future motorcycle-barrier tests should consider an upright configuration and an impact angle of 24 degrees.

On a collision course: fatal motorcycle and bicycle accidents of adolescents in Finland from 2008 to 2019.

Transport injuries are a major cause of mortality among adolescents. Our aim was to evaluate the circumstances and trauma associated with fatal accidents involving adolescents and two-wheeled vehicles. We analyzed retrospective data from the Finnish Crash Data Institute from 2008 to 2019 involving 10- to 24-year-old victims of fatal traffic accidents who were injured while riding a bicycle, moped or motorcycle. We collected data on patient characteristics, accident circumstances and possible treatment. These fatalities were compared with national mortality rates among the respective age groups. We identified 147 fatalities over the 12-year period involving 20 bicycle, 50 moped and 77 motorcycle riders. Most accidents involved males (n = 121, 82%). Less than half of vehicles were in good condition (46%); motorized vehicles were often illegally tuned (37%) or had tire problems (31%). Most of the accidents were collisions with another vehicle (n = 99, 67%) or other objects (n = 35, 24%). In 94% of cases, the Injury Severity Score was >25. Head injury was the most common cause of death (62%). Among 15-year-olds, every fifth death was due to accidents on two-wheeled vehicles. Fatal transport accidents among adolescents comprise several elements that should be incorporated into driver's education and in case of minors, also communicated to parents. These include the condition of the vehicle, proper helmet use and effects of speed on both control of the vehicle and the consequences of a possible collision.

Following car reduces motorcycles’ size-arrival effect: A study using online experiments

Many fatal motorcycle accidents occur because car drivers infringe on motorcycle riders' right-of-way. The size-arrival effect refers to observers' tendency to judge larger objects as arriving sooner than smaller objects when estimating an approaching object's arrival time, which is one cause of right-of-way motorcycle accidents. Previous research has focused on a single vehicle that approaches the driver. However, it is also possible that a motorcycle approaches a driver along with other vehicles driving on multiple-lane roads. This paper presents the results of two online experiments; Experiment 1 validated the size-arrival effect when either a car or a motorcycle approached a driver waiting to turn across an intersection; and Experiment 2 investigated the size-arrival effect when a motorcycle and a parallelly driven car simultaneously approached the driver. Participants (n = 1723) in Experiment 1 and (n = 986) in Experiment 2 took part in the study. The results (1) validated the size-arrival effect; drivers accepted a smaller gap for approaching motorcycles than cars; (2) in the present settings drivers made turn decisions based on the distance gap rather than the time-to-arrival gap; (3) driver's acceptance of the gap when facing a motorcycle and a car was comparable to when facing only the car and significantly larger than facing only a motorcycle. These findings indicate that a car driving parallelly or behind a motorcycle reduces the size-arrival effect. These findings provide implications to suggest a safe riding strategy for motorcycle riders. We also suggest that such online experiments would facilitate studying large samples with less effort.

Left-turn crashes and motorcycle safety

Objective To provide updated statistics on crashes in which another vehicle turns left in front of an oncoming motorcycle and discuss the potential of left turn assist technology. Methods Motorcycle driver involvements in 2-vehicle fatal and police-reported crashes during 2017-2021 were tabulated by crash type, with a focus on crash types involving vehicles turning. Results Crashes in which another vehicle turned left in front of an oncoming motorcycle were, by far, the most frequent type of fatal 2-vehicle motorcycle crash, at 26%. Conclusion There is a large opportunity to reduce harm by specifically addressing crashes in which another vehicle turns left in front of an oncoming motorcycle – ideally using a variety of countermeasures simultaneously.

National analysis of motorcycle associated injuries and fatalities: Wearing helmet saves lives

IntroductionRiding a motorcycle without a helmet represents a public health risk that can result in disabling injuries or death. We aim to provide a comprehensive analysis of the impact of helmet use on motorcycle injuries, injury types, and fatalities, to highlight areas requiring future intervention. MethodsWe performed a retrospective cohort study utilizing the American College of Surgeons Trauma Quality Program Participant Use File between 2017 and 2020 analyzing motorcycle associated injuries and fatalities in adult patients with moderate and severe injury severity score in relation to helmet use. Multivariable regressions were utilized and adjusted for potential confounders. A subset analysis was performed for patients presenting with abbreviated injury scale (AIS) head ≥3 and all other body regions ≤2. Results43,225 patients met study criteria, of which 24,389 (56.4%) were helmet users and 18,836 (43.6%) were not. Helmet use was associated with a 35% reduction in the relative risk of expiring in the hospital due to motorcycle-related injuries (aOR 0.65; 95% CI [0.59–0.70]; p < 0.001) and a decreased intensive care unit length of stay (ICU-LOS) by half a day (B = −0.50; 95% CI [−0.77, −0.24]; p < 0.001). ConclusionMotorcycle riders without a helmet had significantly greater odds of increased in-hospital mortality and longer stays in the ICU than those who used a helmet. The results of this nationwide study support the need for continued research exploring the significance of helmet use and interventions aimed at improving helmet usage among motorcyclists. Level of evidencePrognostic and epidemiological, level III.

Differences in single-vehicle motorcycle crashes caused by distraction and overspeed behaviors: considering temporal shifts and unobserved heterogeneity in prediction

Distraction and overspeed behaviors are acknowledged as two significant contributors to single-vehicle motorcycle crashes, injuries and fatalities resulting from which are severe and critical issues in Pakistan. To explore the temporal instability and differences in the factors determining the injury severities between single-vehicle motorcycle crashes caused by distraction and overspeed behaviors, this study estimated two groups of random parameter logit models with heterogeneity in means and variances. Single-vehicle motorcycle crash data in Rawalpindi city between 2017 and 2019 was used for model estimation, and a wide variety of explanatory variables relating to the rider, roadways, environments, and temporal attributes was simulated in the models. The current study considered three possible crash injury severity outcomes: minor injury, severe injury and fatal injury. Likelihood ratio tests were conducted to explore the temporal instability and non-transferability. Marginal effects were also calculated to further reveal temporal instability of the variables. Except for several variables, the most significant factors reported temporal instability and non-transferability, manifested as the effects varied from year to year and across different crashes. Moreover, out-of-sample prediction was also implemented to capture temporal instability and non-transferability between distraction and overspeed crash observations. The non-transferability between motorcycle crashes caused by distraction and overspeed behaviors provides insights into developing differentiated countermeasures and policies targeted at preventing and mitigating single-vehicle motorcycle crashes caused by the two risk-taking behaviors.

Current Data on Road Traffic Fatalities in Bouake Epidemiological and Medico-Legal Aspects

To describe the epidemiological profile and forensic aspects of road traffic accident victims and to determine the relationship between the site of fatal injuries and the quality of road traffic accident victims in the commune of Bouake. This was a retrospective study with descriptive, conducted in the Forensic Medicine Unit of the University Hospital Center (CHU) of Bouake, over a period of 53 months (May 1, 2019 to October 31, 2022). The majority of the deceased were male (83.8%) with a sex ratio of 5.1. The age groups most affected were 21 to 30 years old (26.7%), with an average age of 29 years. The victims were most often not in school (49.6%). Fatal traffic accidents occurred most often on Sundays (17.5%), between 6 p.m. and 11:59 p.m. (47.9%). The majority of victims died at the scene of the accident (72.5%). Motorcycles were the most involved motor vehicles in the occurrence of fatal road accidents (37.5%) and motorcycle users were the most affected (50.5%) without helmets in 90% of cases. The mechanism of occurrence of these fatal accidents was dominated by collisions (80%). The victims died most often from traumatic injuries to the head (37.1%) or chest (10%). Road accidents are a major public health problem in the city of Bouake with a high mortality rate among users of two-wheeled vehicles.

Socio-Economic Factors Contributing to Crashes Involving Motor Tricycles in Greater Kumasi Metropolitan Area, Ghana

Commercial passenger motor tricycles are a recent addition to the vehicle mix in urban areas of Ghana having been introduced in about 2015. While they serve a good purpose and fill a niche in the transport market in Ghanaian cities, this mode of transport is characterized by several road crashes that sometimes result in fatalities. Consequently, the objective of this study was to understand social and economic factors as well as motor tricycles’ operational characteristics and related crashes. A detailed study of this mode of transport in the study area revealed that the socio-economic factors that contribute to crashes involving commercial motor tricycles include the revenue per day, amount spent on fuel per day, and operating days, but with a negative relationship between daily revenue and amount spent on fuel and crash severity. Operational characteristics studied revealed a general improvement in operators’ level of education, a situation where owner-operators are more careful with their vehicles, patrons’ preference for new tricycles, and relatively good returns from operations of these vehicles. Operators also work for long hours and on all days of the week. Further analysis of the data revealed that there are major safety concerns. While the Building and Road Research Institute (BRRI) reports a fatality share of 28% with an annual increase of 3.9% for motorcycle-related crashes in Ghana, the National Road Safety Authority, in the year 2010, indicated a crash rate of more than 50% which is yet to be updated. Recent data for 2019 published by the BRRI estimate a rate of 8.15 fatalities per 10,000 vehicles with a total of 829 total crashes in 2019 for motorcycles, tricycles, and rickshaws and 2.7 motorcycle fatalities per 10,000 vehicles. Similar data are yet to be estimated for motorcycles and commercial tricycles in the Greater Kumasi Metropolitan Area. However, our study revealed a crash rate of 67% for motor tricycle operators in the study area on account of an increase in population, low initial capital cost, and the ability to maneuver in inaccessible areas. It is recommended that, in view of the preponderance of passenger tricycles in the study area, massive educational campaigns involving all stakeholders be pursued.

The burden of unhelmeted motorcycle injury: A nationwide scoring-based analysis of helmet safety legislation.

Motorcycle collisions comprise a large portion of motor vehicle injuries and fatalities with over 80,000 injuries and 5,500 fatalities per year in the United States. Unhelmeted riders have poor medical outcomes and generate billions in costs. Despite helmet use having been shown to lower the risk of neurological injury and death, helmet compliance is not universal, and legislation concerning helmet use also varies widely across the United States. In this study, we systematically reviewed helmet-related statutes from all US jurisdictions. We evaluated the stringency of these statutes using a legislative scoring system termed the Helmet Safety Score (HSS) ranging from 0-7 points, with higher scores denoting more stringent statutes. Regression modeling was used to predict unhelmeted mortality using our safety scores. The mean score across all jurisdictions was 4.73. We found jurisdictions with higher HSS's generally had lower percentages of unhelmeted fatalities in terms of total fatalities as well as per 100,000 people and 100,000 registered motorcycles. In contrast, some lower-scoring jurisdictions had over 100 times more unhelmeted fatalities than higher-scoring jurisdictions. Our HSS significantly predicted unhelmeted motorcycle fatalities per 100,000 people (β=-0.228 per 1-point increase, 95% CI: -0.288 to -0.169, p < .0001) and per 100,000 registered motorcycles (β=-6.17 per 1-point increase, 95% CI: -8.37 to -3.98, p < .0001) in each state. Aspects of our score concerning helmet exemptions for riders and motorcycle-type vehicles independently predicted higher fatalities (p < .0001). Higher safety scores predicted lower unhelmeted fatalities. Stringent helmet laws may be an effective mechanism for decreasing unhelmeted mortality. Therefore, universal helmet laws may be one such mechanism to decrease motorcycle-related neurological injury and fatality burden. In states with existing helmet laws, elimination of exemptions for certain riders and motorcycle-type vehicles may also decrease fatalities.

Temporal Instability of Motorcycle Crash Fatalities on Local Roadways: A Random Parameters Approach with Heterogeneity in Means and Variances.

Motorcycle accidents can impede sustainable development due to the high fatality rate associated with motorcycle riders, particularly in developing countries. Although there has been extensive research conducted on motorcycle accidents on highways, there is a limited understanding of the factors contributing to accidents involving the most commonly used motorcycles on local roads. This study aimed to identify the root causes of fatal motorcycle accidents on local roads. The contributing factors consist of four groups: rider characteristics, maneuvers prior to the crash, temporal and environmental characteristics, and road characteristics. The study employed random parameters logit models with unobserved heterogeneity in means and variances while also incorporating the temporal instability principle. The results revealed that the data related to motorcycle accidents on local roads between 2018 and 2020 exhibited temporal variation. Numerous variables were discovered to influence the means and variances of the unobserved factors that were identified as random parameters. Male riders, riders over 50 years old, foreign riders, and accidents that occurred at night with inadequate lighting were identified as the primary factors that increased the risk of fatalities. This paper presents a clear policy recommendation aimed at organizations and identifies the relevant stakeholders, including the Department of Land Transport, traffic police, local government organizations, and academic groups.

Comparison of motor-vehicle involved e-scooter fatalities with other traffic fatalities

Introduction: Shared e-scooters are an emerging mode of transportation with many features that make their physical properties, behavior, and travel patterns unique. Safety concerns have been raised concerning their usage, but it is difficult to understand effective interventions with so little data available. Methods: Using media and police reports, a crash dataset was developed of rented dockless e-scooter fatalities in crashes involving motor vehicles that occurred in the United States in 2018–2019 (n = 17) and the corresponding records from the National Highway Traffic Safety Administration data were identified. The dataset was used to perform a comparative analysis with other traffic fatalities during the same time period. Results: Compared to fatalities from other modes of transportation, e-scooter fatality victims are younger and more likely male. More e-scooter fatalities occur at night than any other mode, except pedestrians. E-scooter users are comparatively as likely as other unmotorized vulnerable road users to be killed in a hit-and-run crash. While e-scooter fatalities had the highest proportion of alcohol involvement of any mode, this was not significantly higher than the rate seen in pedestrian and motorcyclist fatalities. E-scooter fatalities were more likely than pedestrian fatalities to be intersection-related, and to involve crosswalks or traffic signals. Conclusions: E-scooter users share a mix of the same vulnerabilities as both pedestrians and cyclists. Although e-scooter fatalities are demographically most similar to motorcycle fatalities, crash circumstances share more similarities with pedestrian or cyclist fatalities. Other characteristics of e-scooter fatalities are notably distinct from other modes. Practical Applications: E-scooter use must be understood by users and policymakers to be a distinct mode of transportation. This research highlights the similarities and differences between similar modes, like walking and cycling. By using this information on comparative risk, e-scooter riders and policymakers can take strategic action to minimize the number of fatal crashes.