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Introduction: Driver distraction and inattention (DDI) are major causes of road crashes, especially on rural highways. However, not all instances of distracted or inattentive driving lead to crashes. Previous studies indicate that DDI-related driving behavior is closely associated with low-traffic and less complex driving environments. Nevertheless, it is unclear if these traffic or road environments also increase the likelihood of crashes involving DDI., Method: This study employed machine learning algorithms to identify the factors contributing to DDI-involved crashes on rural highways. This study applied multiple machine learning models including the Light Gradient Boosting Model (LGBM), Random Forest (RF), and Neural Network (NN) to quantify the correlations of DDI-involved crashes related to road and traffic environments. The study leveraged a statewide crash database with unique roadway data that contains variables for median type (e.g., 4-ft flush medians) and roadside access point density. To deal with the extreme imbalance of data, two sampling methods (over and under-sampling) were used to balance the data for machine learning., Results: Modeling results indicated that the road and traffic environments that are strongly linked to DDI-involved crashes in general overlap with the environments that lead to DDI-related driving behavior, except for the truck volumes in traffic. Crashes that involved DDI were more likely to occur in environments with non-traversable medians (compared to 4-ft flush medians), lower-volume traffic, and greater access spacing on roadsides. With regard to truck volumes, a non-linear relationship with the occurrence of DDI-involved crashes was uncovered. Traffic with about 8 to 10% of trucks is associated with the highest likelihood of DDI-involved crashes., Practical Applications: This study provides valuable information for drivers who need to be careful while driving in certain environments with a risk of DDI-involved crashes and for agencies who need to take actions to address the issue of DDI under such environments., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024. Published by Elsevier Ltd.)

Identifying factors that significantly affect drivers that are repeatedly involved in traffic violations or non-fatal crashes (defined here as recidivist drivers) is very important in highway safety studies. This study sought to understand the relationship between a set of variables related to previous driving violations and the duration between a previous non-fatal crash and a subsequent fatal crash, taking into account the age and gender of the driver. By identifying the characteristics of this unique driver population and the factors that influence the duration between their crash events strategies can be put in place to prevent the occurrence of future and potentially fatal crashes. To do this, a five-year (2015-2019) historical fatal crash data from the United States was used for this study. Out of 15,956 fatal crashes involving recidivist drivers obtained, preliminary analysis revealed an overrepresentation of males (about 75%). It was also found that the average duration between the two crash events was about a year and a half, with only an average of one month difference between male and female drivers. Using hazard-based duration models, factors such as number of previous crashes, previous traffic violations, primary contributing factors and some driver demographic characteristics were found to significantly be associated with the duration between the two crash events. The duration between the two events increased with driver's age for drivers who were involved in only one previous crash and the duration was shorter for those that were previously involved in multiple crashes. Previous DUI violations, license suspensions, and previous speeding violations were found to be associated with shorter durations, at varying degrees depending on the driver's age and gender. The duration was also observed to be longer if the fatal crash involved alcohol or drug use among younger drivers but shorter among middle-aged male drivers. These findings reveal interesting dynamics that may be linked to recidivist tendencies among some drivers involved in fatal crashes. The factors identified from this study could help identify crash countermeasures and programs that will help to reform such driver behaviors., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 Elsevier Ltd. All rights reserved.)

This exploratory study is a follow-up to a 2014 study that investigated factors associated with large truck at-fault crash outcomes in Alabama. To assess unobserved temporal changes in the effects of the crash factors, this study re-creates the original crash models developed in the 2014 study using crash data from 2017 to 2019. Four mixed logit models were re-created using the same variables used in the previous study to analyze contributing crash factors to injury severity of single-vehicle (SV) and multi-vehicle-involved (MV) large truck at-fault crashes in urban and rural settings. It was found that there have been temporal changes in how many of the factors influenced crash severity with some of them no longer showing any significant association with crash outcomes, while others remained significant. Further, it was observed that some of the variables that remained significant had different relationships with crash injury severity in the newer severity models. For instance, while factors such as fatigued driver (in rural crashes), clear weather (in urban crashes), single-unit truck (in rural SV crashes), truck rollover (in urban SV crashes) maintained consistent significance over time, the effects of variables such as at-fault male drivers (in urban MV crashes), at-fault female drivers (in urban MV crashes), and hitting fixed object (in rural MV crashes) have changed. One such notable difference is the variable for absence of traffic control which increased the probability of major injury in rural SV crashes by 49.50% in the 2014 model but decreased the probability of recording major injuries by 108.90% using the 2017-2019 data. Considering the temporal changes that were observed in the recreated models, newer models were developed, revealing the emergence of new variables such as truck age that are significantly associated with truck crash severity. The findings of this study provide evidence to suggest that some crash severity factors for at-fault large truck collisions vary over time, with newer ones also emerging over time. These findings can also help trucking companies, transportation engineers, and other industry experts in developing measures to reduce large truck crashes., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 Elsevier Ltd. All rights reserved.)

Introduction: Side impact crash injuries tend to be severe, mainly due to the effects of the mechanism of such crashes. This study addresses the relationship between side impact crash injury severities and side impact safety ratings of the passenger cars involved in such crashes. It is motivated by the lack of research on side impact safety ratings in relation to the real-world crash outcomes., Method: Analysis of Crashworthiness Data System's (CDS) data show the head and thorax are the most common regions of impact of severe injuries, while the neck is the least. Irrespective of body regions, higher-rated vehicles were found to provide better occupant protection to both younger and older driver age groups. Assessment based on injury severity score (ISS) indicates that higher-rated vehicles have an overall lower average ISS compared to lower-rated vehicles., Results: Ultimately, this study shows that vehicles rated with National Highway Traffic Safety Administration's (NHTSA) new criteria had lower average ISS compared to vehicles rated under the old criteria. The 2011 NHTSA side impact rating criteria being relatively new, it has very few crashes to draw meaningful statistically significant conclusions. However, this paper establishes the fact that vehicles with higher star ratings (under experimental conditions) indeed offer increased occupant protection in the field conditions. Practical applications: Previous studies have found that safety was given priority while buying new vehicles. However, people associated vehicle safety with technologies and specific safety features rather than the vehicle's crash test results or ratings (Koppel, Charlton, Fildes, & Fitzharris, 2008). The results from this study provide a point of reference for safety advocates to educate the drivers about the importance of considering vehicle safety ratings during a vehicle purchase., (Copyright © 2020 National Safety Council and Elsevier Ltd. All rights reserved.)

Background: Road traffic injuries are a global public health challenge. This study was conducted to describe the epidemiological patterns of road traffic injuries in a large tertiary care hospital in the West Bank of Palestine. In addition, associations between the different variables of the victims and the patterns of road traffic injuries were also assessed. Methods: This study was conducted in a retrospective cohort observational design between January 2021 and July 2023 at a large tertiary care hospital in Nablus, Palestine. The data were collected from the electronic medical record system of the large tertiary care hospital using a data collection form. Results: A total of 1,544 victims of traffic road injuries were included in this study. Lower limb (43.0%), neck (41.2), and upper limb (39.8%) injuries were the most common types of road traffic injuries sustained by the victims admitted to the large tertiary care hospital. The victims who were 30 years or older were more likely to sustain back injuries (aOR = 1.71, 95% CI: 1.20–2.45) pelvic injuries (aOR = 1.84, 95% CI: 1.08–3.12), chest injuries (aOR = 1.59, 95% CI: 1.06–2.38), and neck injuries (aOR = 2.54, 95% CI: 1.68–3.82) compared to the victims who were younger than 30 years. The victims who did not use seatbelts were more likely to sustain abdominal injuries (aOR = 1.88, 95% CI: 1.34–2.63) and head injuries (aOR = 1.49, 95% CI: 1.06–2.10) compared to the victims who used seatbelts. The victims who did not have the airbag deployed were more likely (aOR = 1.85, 95% CI: 1.31–2.63) to sustain neck injuries compared to the victims who had the airbag deployed. Conclusion: The epidemiological patterns of road traffic injuries in a large tertiary care hospital in Nablus, Palestine were described and the associations between the different variables of the victims and the patterns of road traffic injuries were assessed. The findings indicated a need to design measures to prevent/minimize these injuries. Future studies are still needed to determine the best measures to avoid/minimize the incidence of serious road traffic injuries. [ABSTRACT FROM AUTHOR]