Single Motorcycle 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.

Investigating the Difference in Factors Contributing to the Likelihood of Motorcyclist Fatalities in Single Motorcycle and Multiple Vehicle Crashes.

In order to better understand the factors affecting the likelihood of motorcyclists’ fatal injuries, motorcycle-involved crashes were investigated based on the involvement of the following vehicles: single motorcycle (SM), multiple motorcycles (MM) and motorcycle versus vehicle (MV) crashes. Method: Binary logit and mixed logit models that consider the heterogeneity of parameters were applied to identify the critical factors that increase the likelihood of motorcyclist fatality. Results: Mixed logit models were found to have better fitting performances. Factors that increase the likelihood of motorcyclist fatality include lanes separated by traffic islands, male motorcyclists, and riding with BAC values of less than the legally limited value. Collisions with trees or utility poles lead to the highest likelihood of fatality in SM crashes. The effects of curved roads, same-direction swipe crashes, youth, and unlicensed motorcyclists are only significant in the likelihood of fatality in SM crashes. Conclusions: Motorcyclists tend to be killed if they collide with large engine-size motorcycles and vehicles, unlicensed motorcyclists, or drivers with speeding related or right-of-way violations with positive BAC values. Driving or riding should be prohibited for any amount of alcohol or for anyone with a positive BAC value. Law enforcement should focus on unlicensed, speeding motorcyclists and drivers, and those who violate the right of way or perform improper turns. Roadside objects and facilities should be checked for appropriate placement and be equipped with reflective devices or injury protection facilities.

Safety Effects of Horizontal Curve Design and Lane and Shoulder Width on Single Motorcycle Accidents in Norway

Factors related to the road infrastructure contribute to the occurrence of motorcycle accidents. This study investigates how design parameters of the existing rural two-lane road network in Norway influence the occurrence of single motorcycle accidents. The design elements considered in this study are horizontal curvature (curve type, degree of curvature, and adjacent curve requirements) and lane and shoulder widths. A matched case-control study design was applied to investigate the safety effects of these elements. Cases were defined as segments experiencing at least one single motorcycle accident during the study period from 2013 to 2017, while controls were defined as segments not experiencing an accident in the same period. In order to identify the segments, a GIS analysis was performed on data collected from the National Road Database (NVDB). In case-control studies, matching allows us to control for confounding variables. AADT and speed limit were used as matching variables in this study. A matching ratio of 4 : 1 (i.e., four controls per case) was used, resulting in 752 controls being matched to 188 cases. The results indicate horizontal alignment to have a more significant effect on single motorcycle accidents compared to lane and shoulder widths. Segments with several adjacent reverse curves, with high curvature (R < 200 m), have high odds for an accident. Further, if the requirements for adjacent curves are not fulfilled (i.e., considerable variation in adjacent curve radii), the odds increase even more. While the results are not statistically significant, trends seen indicate that wider lanes were associated with increased odds for an accident, while wider shoulders were associated with decreased odds. In comparison with a similar study considering passenger vehicles, the results of this study also indicate that horizontal alignment has a greater effect on single motorcycle accidents than on passenger vehicle accidents.

Dentoalveolar fractures with mild head injury

Background: Trauma and injury to teeth and their supporting tissues often occur in cases of oromaxillofacial trauma. Oromaxillofacial trauma is found in 15% of all emergencies, with dentoalveolar trauma involvement in 2% of these cases. Objective: Management of dentoalveolar fractures with minor head injuries. Case: A 53-year-old man, traumatized by a single motorcycle accident and hit by a wooden board with his face hit first. The patient was unconscious shortly after the accident, then complained of pain in the lower lip and gums, teeth 11, 21 avulsed, 12, 22, 31, 21, 41, 42 mobile, and headache. Management: The inspection and handling of the airway was not carried out because it had been previously handled at Puskesmas. The patient was consulted on the Neurosurgery Department for a history of loss of consciousness, then under general anesthesia, definitive care was performed by attaching the eyelet splint to fix the anterior maxillary teeth, and fixation with Erich arch bar for the lower anterior teeth. Conclusion: Interdental wiring is an intraoperative fixation technique for dentoalveolar trauma, accompanied by eyelet splint and Erich arch bar. Patients with head trauma should be consulted to a neurosurgeon before definitive measures are taken.

Modeling severities of motorcycle crashes using random parameters

One of the critical areas of road safety is motorcycle safety. Motorcyclists are more vulnerable to injuries than occupants of other motor vehicles when involved in crashes. Researchers have studied the relationships between motorcycle crash severity and crash contributing factors. They are crash characteristics, roadway geometric design features, traffic characteristics, socio-demographics and environmental conditions. However, few researchers considered unobserved heterogeneity effects when modeling motorcycle crash injury severities, let alone interaction effects. In this research, motorcycle crashes in Wyoming that occurred from 2008 to 2017 were analyzed. Specifically, the injury severities of single motorcycle crashes and multiple vehicle crashes involving motorcycles were modeled. The response was whether the motorcycle crash incurred an incapacitating injury or fatality or not. The binary logistic regression and mixed binary logistic regression modeling structures were implemented. The mixed models revealed effects that otherwise would have been undisclosed in the binary logistic regression models’ results. According to the results of single motorcycle crashes, the majority of motorcycle-animal crashes and of motorcycle-barrier crashes were likely to be severe relative to other single motorcycle crashes. It was also found that horizontal curves increased the risk of severe injuries. Young riders were found to be less at risk of being gravely injured in single motorcycle crashes than older riders as well. Furthermore, riding under the influence and high posted speed limits increased the odds of severe crashes regardless of whether the crashes were single motorcycle crashes or multiple vehicle crashes involving motorcycles. Additionally, the mixed models uncovered interaction effects and unobserved effects pertaining to speed limits. • Severities of motorcycle crashes in Wyoming were modeled using logistic regression. • Random parameters were incorporated in the modeling. • Latent effects were inferred regarding crash types and roadway factors. • Recommendations were made to reduce motorcycle crash severity.

Biomechanics of Solo Motorcycle Accidents

In a motorcycle accident, the motorcycle and rider typically become independent, each following their own path to final rest. Consequently, the biomechanical analysis of a motorcycle accident is complex. A biomechanical model to assess rider kinematics associated with motorcycle accidents is presented, which may be important to forensic scientists involved in the analysis of such events. This model can also be applied to other activities, including cycling, equestrian sports, skiing, skating, running, etc. It is first important to understand the mechanisms by which a rider may be ejected from their motorcycle and how drag factors affect the motorcycle and rider independently. Next we determine rider trajectory, taking into consideration rider anthropometry and posture, results from which are used to derive impact velocity as a function of linear and angular components. A case study is presented, demonstrating how the presented model can be applied to a collision involving a single motorcycle.

Most head injury related motorcycle crash deaths are related to poor riding practices

To report the characteristics of head injury related motorcycle crash deaths. Motorcycle crash deaths with head injury (Abbreviated Injury Severity score > or = 2) between 1 January 1998 and 31 December 1999 were identified from the Western Australia State Coronial Database. Demographics, incident and death locations, type of incident and role of unsafe riding behaviour were examined. There were 39 deaths analysed (35 motorcycle riders and four pillion passengers). The median age was 29 years (range 9-64 years), with 22 deaths (56.4%) in the range 15-29 years and 92.3% of those killed being male. Twenty-one motorcycle crashes were single-vehicle crashes (53.8%). There were 25 deaths at scene (64.1%). Ethanol was implicated in 12 cases (30.8%) and other drugs were implicated in 11 cases (28.2%). Speeding was implicated in 12 cases (30.8%) and a lack of appropriate safety equipment was implicated in five cases (12.8%). One or more of the unsafe practices above was identified in 23 cases (59%). Overall, there was no difference in the rate of unsafe practices in single-vehicle incidents compared with incidents involving another vehicle (P = 0.342). Ethanol was associated with 10 single motorcycle incidents (47.6%) compared with two (11.1%) involving another vehicle (P = 0.018). Unsafe practices were involved in 76% of at-scene deaths, compared with 28.6% in those surviving to hospital (P = 0.007). A large proportion of head injury related motorcycle crash deaths are related to the unsafe behaviour of motorcyclists. A preventative campaign focusing on young male motorcycle riders and unsafe driving behaviour may reduce this death toll.

Alcohol use, driver, and crash characteristics among injured motorcycle drivers.

Motorcycle drivers have the highest frequency of alcohol use among all road users. This study examines alcohol use among a large sample of injured motorcycle drivers and examines how crash characteristics differ with the use of alcohol. Over 3000 motorcycle drivers who crashed between January 1, 1991, and December 31, 1992, were studied. All fatally injured drivers in 11 California counties and a sample of nonfatally injured drivers treated in 28 hospitals were included in the study if a crash report and medical record were available. Among drivers tested for alcohol use, 42% tested positive for the presence of alcohol. Drinking drivers were more likely to be speeding and less likely to wear a helmet, and more frequently had single motorcycle crashes than nondrinking drivers. Crash characteristics, but not alcohol use, were predictive of increased injury severity. Alcohol use remains a significant factor in motorcycle crashes and is an important area for injury prevention efforts.

Motorcycle Helmet Use and Injuries-Reply

In Reply. —A motorcyclist not wearing a helmet in 1991 has a single motorcycle crash and sustains a skull fracture and a small laceration of the leg. Police and emergency medical services respond to the scene and transport the motorcyclist to a hospital. A motorcyclist in 1992, now wearing a helmet because of the helmet law, experiences the identical crash and sustains only a small laceration of the leg. The motorcyclist gets up, curses his luck, and departs. This incident is never reported. As this counterfactual example shows, counting of crashes is an extremely fragile denominator for calculation of rates. Counts of crashes are, in reality, counts of reported crash events. Police count three types of motorcycle crashes: fatal, nonfatal injury, and property damage only. Crashes that result in death are reliably noted by both police and coroner. Crashes that result in severe injury are generally noted by police and