Traffic Injury Prevention最新文献

{"title":"Meta-analysis of crashes on two-lane rural highways using Bayesian Networks and Random Forest.","authors":"Randa Oqab Mujalli, Laura Garach, Alejandro Ruiz-Padillo","doi":"10.1080/15389588.2025.2472271","DOIUrl":"https://doi.org/10.1080/15389588.2025.2472271","url":null,"abstract":"<p><strong>Objective: </strong>The study used data for crashes that occurred on two-lane rural highways in Granada, Spain, over a four-year period (2016-2019). The obtained dataset consisted of 1,291 crashes. The data was used to identify the variables that influence crash injury severity.</p><p><strong>Methods: </strong>In this study, a hybrid meta-learning methodology based on Bayesian Networks (BNs) and Random Forest (RF) was used. To the authors' knowledge, these methods have never been combined in a single analysis. BNs identified the main factors influencing crash injury severity and the categories of these factors that are most important for each injury severity. These factors were ranked in importance from highest to lowest using RF.</p><p><strong>Results: </strong>It was found that the following variables significantly increase the risk of a fatality in a traffic crash: driver age, crash type, time of day, main crash cause according to police assessment, and lane width. In addition, it was found that the following categories of these factors were associated with a higher risk of fatality: driver age over 45, rollover crash type, nighttime lighting conditions, police reported driver distractions, and lane width of less than 3.25 meters.</p><p><strong>Conclusion: </strong>It became evident that using a hybrid meta-learning methodology based on BNs and RF was helpful in identifying the most significant factors, which influence the negative outcome of crashes. Local criteria that may evaluate the traffic safety of present and future highways should be developed and put into use in order to improve the level of traffic safety in two-lane rural highways, reducing the severity of injuries caused by traffic crashes and improving traffic safety.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143784447","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"In-depth investigation into the hierarchical causal chain of fatal crashes between vulnerable road users and single motor vehicle.","authors":"Lan Huang, Xianghai Meng, Zhibin Ren","doi":"10.1080/15389588.2025.2471557","DOIUrl":"https://doi.org/10.1080/15389588.2025.2471557","url":null,"abstract":"<p><strong>Objectives: </strong>Crash pattern recognition and characterization are essential for reducing the damage vulnerable road users (VRUs) suffer in motor vehicle crashes. However, traditional methods provide an incomprehensive understanding of crash causality and the impacts of VRU-vehicle interactions. Therefore, this study aims to provide a reasonable causality for various types of crashes.</p><p><strong>Methods: </strong>To achieve this goal, a three-layer causal analysis framework was developed. The layers consist of physical states (mainly environmental and human factors), interactions (pre-crash behaviors of drivers and VRUs), and crashes. First, latent class cluster analysis and sequence analysis were used to identify the interactive behavior patterns and crash patterns of VRU-vehicle pairs, respectively. Besides, an oversampling algorithm was proposed to assist the Granger causality test in uncovering the latent causal relationships between pre-crash behavior patterns and crash patterns. Finally, Sankey diagrams were utilized to compare and analyze the crash path.</p><p><strong>Results: </strong>The results show that single and consecutive crashes have nine and eleven typical scenarios, respectively, excluding considering the potential causal chains. These potential causal chains provide nine new scenarios. It was found that personal subjective factors primarily influence pre-crash behavior of drivers, while for VRUs, the traffic environment plays a crucial role. Noteworthily, the highest crash risk was only associated with the causal chain where vehicles are unable to brake in time.</p><p><strong>Conclusions: </strong>Clarifying the causal relationships between VRU-vehicle interaction and crash is essential, which can help finding the critical causes of fatal crashes. The analysis identified VRU violations and the inability of vehicles to brake in time as critical determinants of crash severity in both single and consecutive crash scenarios. Accordingly, targeted safety interventions were proposed, including enhancements to pedestrian crossing infrastructure and improvements in vehicle braking systems to mitigate crash risk.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-04-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143784515","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Crash data availability and best practices across the United States.","authors":"Hannah Younes, Robert B Noland","doi":"10.1080/15389588.2025.2466201","DOIUrl":"https://doi.org/10.1080/15389588.2025.2466201","url":null,"abstract":"<p><strong>Objective: </strong>Though data on fatal crashes are available through the Fatality Analysis Reporting System (FARS) and are readily available to the public, many states do not make their crash data (including injuries) easily accessible for the public and the research community. The public has an interest in knowing when and where crashes occur, partly so they can demand that authorities improve safety. Researchers have an interest in being able to download data and conduct analyses to better understand mechanisms that lead to crashes and assist decision makers in designing effective policies. The objective of our study is to document the state of crash data availability throughout the country and to determine the best practices for crash data management and procedures for making data open and easily accessible.</p><p><strong>Methods: </strong>We reviewed 2 main dimensions of crash data, raw crash data and dashboards, by scouring the internet and reaching out to relevant stakeholders. We also conducted structured in-depth interviews of those responsible for crash data in selected states and various users of the data.</p><p><strong>Results: </strong>We compiled a comprehensive nationwide database of open crash data characteristics for states and cities that provide such data. The database is available online in an effort to increase data transparency. Our interviews with stakeholders uncovered multiple issues beyond transparency, including quality control, usability, data linkages, data analysis, collaborations between stakeholders, and other political and financial constraints.</p><p><strong>Conclusions: </strong>Conclusions from our analysis include (1) the importance of linking crash data with other data sets (e.g., injury surveillance data); (2) the need for partnerships and collaborations between universities, advocates, and agencies; and (3) challenges with management of quality control. We present the results of our quantitative and qualitative work to offer best practices and Vision Zero guidance for state policymakers and traffic crash data experts.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-04-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143782011","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Vehicle collision risk assessment method in highway work zone based on trajectory data.","authors":"Wenyun Tang, Hanbin Wang, Jianxiao Ma, Chenyang Yang, Chaoying Yin","doi":"10.1080/15389588.2025.2474722","DOIUrl":"https://doi.org/10.1080/15389588.2025.2474722","url":null,"abstract":"<p><strong>Objective: </strong>This study aims to evaluate vehicle safety in highway work zones by analyzing collision risk using vehicle trajectory data collected from these zones.</p><p><strong>Methods: </strong>First, vehicle movement within the work zone is monitored using UAV technology, and vehicle trajectory data along with traffic flow characteristics are extracted using Tracker software. Next, a risk assessment method is proposed that comprehensively evaluates both the likelihood and severity of vehicle collisions in the work zone. Finally, the distribution patterns, spatial variations, and influencing factors of collision risk within the work zone are analyzed in detail.</p><p><strong>Results: </strong>The analysis reveals that the collision risk for lane-changing vehicles predominantly falls within the range of 0.3 to 0.5, higher than that of straight-moving vehicles, which is concentrated between 0.2 and 0.4. This highlights the elevated risk associated with lane-changing behavior. Similarly, the mean collision risk for vehicles in the warning area, transition area, and buffer space are 0.155, 0.207, and 0.252, respectively, showing a progressive increase in risk across these areas. Further analysis shows that the correlation coefficients of speed, speed difference, and acceleration difference with vehicle collision risk are 0.026, 0.305, and 0.698, respectively, indicating a significant positive correlation. Conversely, the correlation coefficient of displacement difference with vehicle collision risk is -0.281, demonstrating a significant negative correlation, which is significant at the 0.01 level.</p><p><strong>Conclusions: </strong>The methodology employed provides a detailed quantification of collision likelihood and severity, offering a comprehensive analysis of vehicle collision risks in work zones and their spatial distribution characteristics. It also explores the relationship between these risks and vehicle motion parameters. The findings offer a scientific basis for identifying high-risk areas and formulating targeted safety improvement measures. Furthermore, the study provides crucial technical support and decision-making guidance for enhancing traffic safety in highway work zones.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143733237","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Optimizing collision safety restraint systems for diverse drivers using multi-objective analysis.","authors":"Mengqi Li, Xiaobing Bu, Haitao Zhu, Dongcheng Ren","doi":"10.1080/15389588.2025.2474152","DOIUrl":"https://doi.org/10.1080/15389588.2025.2474152","url":null,"abstract":"<p><strong>Objective: </strong>This study aims to enhance vehicle collision safety by developing and validating a simulation model and optimizing restraint system parameters based on the injury responses of both small-stature female drivers (5th percentile female dummy) and average-sized male drivers (50th percentile male dummy).</p><p><strong>Methods: </strong>A finite element simulation model of a sedan was established using Hypermesh software, incorporating a Hybrid III 50th percentile male dummy. The model was validated through sled tests and adjusted to include a Hybrid III 5th percentile female dummy, reflecting the posture of small-stature female drivers. Sensitivity analysis and multi-objective optimization were conducted using Isight software and the NSGA-II genetic algorithm, focusing on key restraint system parameters such as seatbelt load limiter, seatbelt pullout amount, seatbelt extension rate, airbag triggering time, airbag vent hole size, and airbag gas mass flow.</p><p><strong>Results: </strong>Optimized restraint system parameters significantly reduced head and chest injuries for both male and female dummies. The head HIC15 value for the male dummy decreased from 380 to 352, and chest compression from 24.9 mm to 20.4 mm. For the female dummy, the head HIC15 value was reduced from 615 to 426, and chest compression from 23.5 mm to 17.1 mm. All injury indicators met regulatory limits.</p><p><strong>Conclusions: </strong>Current restraint systems designed for average-sized male drivers are inadequate for protecting small-stature female drivers. The optimized restraint system parameters significantly improve safety performance for both genders, addressing an important gap in existing research. These findings have significant implications for reducing the design cost of vehicle restraint systems and enhancing driver safety.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143733235","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Analysis method for factors influencing pelvis rotation of Hybrid III and THOR dummies during frontal impact.","authors":"Toshiharu Azuma, Yuqing Zhao, Koji Mizuno, Kei Nagasaka, Takahiro Suzuki, Idemitsu Masuda","doi":"10.1080/15389588.2025.2473538","DOIUrl":"https://doi.org/10.1080/15389588.2025.2473538","url":null,"abstract":"<p><strong>Objectives: </strong>In vehicle frontal impacts, pelvis rotation is a crucial factor in submarining, where the lap belt slips off the pelvis and intrudes into the abdomen. Submarining can occur even when the lap belt engages the pelvis due to pelvis rotation. This study aims to establish an analytical method to evaluate the forces and moments acting on the pelvis of dummies during frontal impacts and to identify factors influencing pelvis rotation.</p><p><strong>Methods: </strong>Finite element simulations were conducted using dummies (Hybrid III 50 M, 5 F, and THOR 50 M, 5 F) restrained with a 3-point standard seat belt in the rear seat during a frontal impact at 50 km/h. The pelvis of the dummy was divided into anatomical regions. Based on Euler's equation, moments around the pelvis's center of gravity (COG) were calculated based on contact forces in each pelvis region and joint force (lumbar spine and hip joint).</p><p><strong>Results: </strong>The angular acceleration and moment of the pelvis were consistent with Euler's equations, confirming the accuracy of this moment calculation method. Factors promoting rearward pelvis rotation included femur force, lap belt force, and lumbar spine force, while factors reducing pelvis rearward rotation included lumbar spine bending moment and seat cushion force. These factors varied among dummies due to differences in pelvis shape and lumbar spine stiffness. The rearward rotation of the pelvis in the Hybrid III was small because the lap belt path was close to the pelvis COG; in the THOR, however, rearward rotation was greater because the lap belt path was further from the pelvis COG, and the ischium force reducing the rearward rotation was smaller.</p><p><strong>Conclusions: </strong>This study proposes an analytical approach to understanding pelvis rotation in dummies. This method allows for evaluating various factors influencing pelvis rotation over time, including dummy design and restraint systems, to prevent pelvis rearward rotation and submarining.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143733219","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modeling the role of supporting infrastructure, concerns, beliefs, risk factors, and perceived safety on pedestrians' walking tendency.","authors":"Anju Edamuriyil Chacko, Nishant Mukund Pawar, Ritvik Chauhan","doi":"10.1080/15389588.2025.2476608","DOIUrl":"https://doi.org/10.1080/15389588.2025.2476608","url":null,"abstract":"<p><strong>Objective: </strong>Pedestrian accidents are a global concern, necessitating pedestrian-friendly road environments with adequate infrastructure and safety measures. Understanding pedestrian perceptions of road infrastructure is crucial for enhancing safety and urban mobility. Therefore, this study aims to investigate the relationship and model the impact of supporting infrastructure, concerns, beliefs, and risk factors on pedestrians' walking tendency.</p><p><strong>Methods: </strong>An online survey was circulated and data related to socio-demographics and pedestrian perception regarding supporting infrastructure, concerns, beliefs, risk factors and walking tendency was collected from 412 respondents. Structural Equation Modeling (SEM) and Ordered Logistic Regression (OLR) were employed for analysis to explore and model the relationship between various latent variables with walking tendency.</p><p><strong>Results: </strong>Firstly, factor analysis was conducted to determine different latent variables from the obtained data. Five latent variables namely: Pedestrian Concerns (PC), Supporting Infrastructure (SI), Risk Factors (RF), Confidence and Belief (CB), and Perceived Safety (PS) were obtained from the factor analysis. KMO and Bartlett's test of Sphericity showed high adequacy (KMO = 0.801) and statistical significance (p-value < 0.01) indicating substantial correlation in the data. The SEM revealed significant positive associations between perceived safety (0.12), confidence and belief (0.38), and walking tendency, emphasizing the role of safety and psychological factors in encouraging walking. Supporting infrastructure was positively correlated with pedestrian concerns and risk factors, suggesting that infrastructure improvements mitigate safety concerns and encourage walking. The OLR model highlighted that perceived safety significantly increases walking tendency (15% increase per unit), with age influencing this relationship positively. Conversely, higher risk factors decrease perceived safety, particularly affecting older pedestrians.</p><p><strong>Conclusions: </strong>The results from the SEM and OLR models the presence of risk factors like suspicious individuals and poor lighting can deter walking, especially among older individuals. Nonetheless, findings underscore the importance of comprehensive safety measures and well-maintained infrastructure to promote walking and enhance pedestrian safety in urban environments. Urban planners and policymakers are encouraged to prioritize these factors to create safer, more inclusive urban spaces conducive to walking as a mode of transportation.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143733232","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Crash incompatibility between cars, SUVs, and pickups in 2017-2022.","authors":"Samuel S Monfort","doi":"10.1080/15389588.2024.2446980","DOIUrl":"https://doi.org/10.1080/15389588.2024.2446980","url":null,"abstract":"<p><strong>Introduction: </strong>The current study was conducted to update estimates of crash incompatibility between cars and SUVs/pickups in the United States. The tradeoff between case driver protection and crash partner risk associated with increasing vehicle curb weight was also quantified.</p><p><strong>Method: </strong>Crashes between two 1- to 4-year-old vehicles where at least one driver was killed were extracted from the Fatality Analysis Reporting System (FARS) for two intervals, 2011-2016 and 2017-2022. The fatality rate for drivers and car crash partners by vehicle type and curb weight was calculated across these intervals to characterize changing self-protection and aggressivity over time.</p><p><strong>Results: </strong>Crash incompatibility between cars and SUVs/pickups improved between 2011-2016 and 2017-2022. Pickup trucks, which had previously killed the drivers of car crash partners at 2.5 times the rate of cars, were just 1.9 times more likely in 2017-2022. Similarly, SUVs over 5,000 lb reduced their car partner death rate from 1.9 times the rate of cars to just 1.2 times. We also found that additional curb weight conferred the greatest protective benefit to lighter vehicles while not accruing much additional risk to crash partners. The reverse was true for heavier vehicles, for which additional weight provided negligible extra protection but a substantial increase in crash partner risk.</p><p><strong>Conclusions: </strong>Crash incompatibility in the fleet has continued to improve in recent years, particularly among the heaviest pickups and SUVs. Although curb weight remains an important factor in driver protection, our data suggest that the benefit plateaus at 4,000 lb, with minimal incremental gains above this point. These findings suggest that vehicle design changes have contributed to safer outcomes and that mass reduction among the heaviest vehicles may further improve crash outcomes in the future without reducing the protectiveness of those vehicles.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-6"},"PeriodicalIF":1.6,"publicationDate":"2025-03-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143659683","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Do wider longitudinal road markings influence driving speed perception?","authors":"Francisco Calvo-Poyo, Laura Garach, Juan de Oña","doi":"10.1080/15389588.2025.2465822","DOIUrl":"https://doi.org/10.1080/15389588.2025.2465822","url":null,"abstract":"<p><strong>Objective: </strong>Excessive speed is one of the factors most frequently associated with traffic accidents and noncompliance with traffic regulations. Road markings serve as a fundamental aid for drivers, with their design playing a critical role in road safety. Wider longitudinal markings create a visual narrowing effect on the driving lane, potentially increasing the perception of speed and encouraging drivers to reduce their speed, thereby enhancing traffic safety. However, this phenomenon has received limited attention in prior studies, which have predominantly relied on field experiments with small sample sizes and have often overlooked important variables such as night driving conditions. Given these considerations, the objective of the present study is to examine whether the perception of speed while driving on curves increases with the use of wider longitudinal markings compared to those established by traffic regulations.</p><p><strong>Methods: </strong>To address this objective, video recordings were made of vehicles navigating 6 curves under 2 conditions: With standard longitudinal markings and with modified, wider markings. Subsequently, a survey was conducted with 2,419 participants. The participants were shown the videos and asked to identify in which segments they perceived greater vehicle speed.</p><p><strong>Results: </strong>The findings revealed that the likelihood of perceiving greater speed on curves with wider markings was significantly higher in the following cases: Female participants, drivers who had not caused an accident or received a traffic ticket in the past 5 years, those with greater driving experience, higher vehicle speeds, viewing standard markings prior to the wider ones, navigating right-oriented curves, and nighttime driving conditions.</p><p><strong>Conclusions: </strong>These results demonstrate that the application of wider longitudinal road markings can, in general, enhance the perception of speed on curves. This effect has the potential to improve road safety by promoting slower driving behavior.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143652045","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Research on the relationship between drivers' fixation behavior and road cognitive efficiency in curved tunnel environments.","authors":"Lei Han, Zhigang Du, Jialin Mei","doi":"10.1080/15389588.2025.2464834","DOIUrl":"https://doi.org/10.1080/15389588.2025.2464834","url":null,"abstract":"<p><strong>Objectives: </strong>This study aims to explore the relationship between drivers' fixation behavior and road cognitive efficiency in curved tunnel environments. The objective is to understand how factors such as tunnel radius, turning direction, and tunnel zones influence drivers' visual behaviors and cognitive processes.</p><p><strong>Methods: </strong>The research involves 30 participants and utilizes eye tracking technology to collect data. Data are gathered in 4 curved tunnels located in Yunnan Province. Participants' fixation duration, frequency, and horizontal and vertical deviations are measured and analyzed.</p><p><strong>Results: </strong>The study finds that the radius, turning direction, and zones of curved tunnels significantly affect drivers' visual behaviors. Smaller tunnel radius leads to increased fixation duration and decreased frequency of visual scanning. Drivers exhibit decreased horizontal deviation, indicating a more focused visual search strategy, and increased vertical deviation, possibly as an adaptive strategy to broaden the vertical field of view. During left turns, drivers have longer fixation durations and lower frequencies due to right hemisphere dominance in processing spatial information, resulting in increased cognitive load. Differences in deviations are observed between left and right turns, reflecting distinct visual scanning patterns. In different tunnel zones, drivers demonstrate varied strategies: In the entrance zone, longer fixations and smaller horizontal deviations occur; in the middle zone, shorter fixations and increased frequency are observed; and in the exit zone, the highest fixation frequency and horizontal deviation are noted.</p><p><strong>Conclusions: </strong>The conclusions emphasize that the geometry and characteristics of curved tunnels play a crucial role in shaping drivers' visual behaviors and cognitive processes. Understanding these relationships is essential for enhancing tunnel design and improving driving safety. This research provides valuable insights for optimizing tunnel design to better meet drivers' needs and for implementing appropriate safety measures, ultimately contributing to the reduction of accidents and an enhancement of overall road safety in curved tunnel environments.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-03-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143652046","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}