Traffic Injury Prevention最新文献

{"title":"Prevalence of high-risk behaviors among commercial motor vehicle drivers measured using artificial intelligence for naturalistic data collection.","authors":"Ryan J Moran, J Jill Rogers, Richard S Garfein, Linda L Hill","doi":"10.1080/15389588.2025.2516711","DOIUrl":"https://doi.org/10.1080/15389588.2025.2516711","url":null,"abstract":"<p><strong>Objective: </strong>Crashes involving commercial motor vehicles (CMV) result in high rates of injury and fatality, and rates have been increasing, garnering attention as a priority among transportation safety professionals. Major contributors to crash risk and fatalities, such as operator phone use, seatbelt noncompliance, and speeding remain insufficiently understood in terms of their prevalence, hindering the effectiveness of public health outreach and educational initiatives. This study used high-resolution cameras and Artificial Intelligence (AI) processing for naturalistic data collection to measure the prevalence of speeding, seatbelt noncompliance, and handheld phone use among commercial motor vehicle drivers in San Diego County, California. Technologic approaches utilizing AI can greatly expand understanding of the prevalence of these behaviors, allowing for improved opportunities to address this growing problem facing CMV operators, public health, and traffic safety professionals.</p><p><strong>Methods: </strong>Using AI technology, radar and infrared cameras mounted on roadside trailers, data were collected continuously over 7-day periods at 16 locations across the county. The prevalence of CMV drivers' cell phone use, seatbelt noncompliance, and speeding was measured. More than 2,600 h of CMV driving data were collected anonymously across rural and urban locations, including on interstate and county roads, near the US/Mexican border, and on a Native American Reservation. Speeding was defined as exceeding posted speed limits of 55 mph on highways with a maximum speed of 65 mph; we examined both 55 mph (the general CMV speed limit in CA) and 65 mph as cutoffs for speeding. All cell phone and seatbelt violations identified by AI were manually reviewed for accuracy. Temporal associations by time of day, day of the week, and season, as well as roadway characteristics, were used to evaluate the propensity for these behaviors.</p><p><strong>Results: </strong>Data were collected for 160,671 CMVs between April and August 2024. Of these, 17,341 (10.8%) demonstrated at least one risky driving behavior of speeding (65 mph cutoff), cell phone use, or seatbelt noncompliance. The most common risky behavior was speeding, 4.9% (<i>n</i> = 7195), followed by seatbelt noncompliance 4.5% (<i>n</i> = 7,143), and handheld phone use 2.6% (<i>n</i> = 4,241). The prevalence of all three offenses was highest between 6:30 AM and 8:30 AM (rush hour) and on weekends. The prevalence of speeding was 56.4% (<i>n</i> = 90,652) with a cutoff speed limit of 55 mph-the CMV speed limit in California.</p><p><strong>Conclusions: </strong>Technological approaches can inform public understanding of the prevalence of behaviors that contribute to safety-critical mistakes. Offense prevalence was found highest on the lowest vehicular traffic days and times. These naturalistic data can guide safe driving policy, planning and decision-making as well as evaluate the impac","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555857","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":"Systematic review of interventions to increase the visibility of pedestrians to prevent injuries caused by traffic accidents.","authors":"Mahsa Sarvi, Mehrane Shabani, Atousa Rezayi, Maryam Afshari","doi":"10.1080/15389588.2025.2516708","DOIUrl":"10.1080/15389588.2025.2516708","url":null,"abstract":"<p><strong>Objective: </strong>Road accidents cause millions of deaths and disabilities globally, especially among pedestrians who are more vulnerable. Effective measures are needed to protect them, and this study focuses on identifying interventions to improve pedestrian visibility in traffic injuries.</p><p><strong>Methods: </strong>This systematic review followed PRISMA guidelines and used search terms related to injury, pedestrian, visibility, and study design. Searches were conducted in databases like PubMed, ScienceDirect, Web of Science, Scopus, SAGE journals, and Cochrane Library until March 2024. Studies included were in English, peer-reviewed, and focused on pedestrians of all ages. Various experimental and quasi-experimental studies were considered. Interventions aimed at improving pedestrian visibility to prevent traffic injuries were classified into five categories. The quality of selected articles was assessed for potential biases using JBI checklists.</p><p><strong>Results: </strong>Initially, 5,144 abstracts were identified. After applying exclusion criteria, 5,028 were removed, leaving 116 abstracts for review. Out of these, 21 were selected for full-text review. Finally, nine studies were chosen for further evaluation. These studies included one randomized controlled trial, six quasi-experimental studies, and two pretest/post-test interventions. Follow-up periods varied from immediate to one year, and outcomes were primarily measured by observation in eight studies. The interventions employed included educational/behavioral, technological, and multifaceted approaches, all of which significantly improved outcomes over the duration of the studies. All studies were conducted in high-income countries. The quality of the studies varied, with two studies rated as strong quality, six as medium quality, and one as weak quality.</p><p><strong>Conclusions: </strong>The study emphasizes the importance of visibility-enhancing measures for reducing pedestrian injuries but identifies shortcomings in study design, theoretical frameworks, and generalizability. It suggests future research should adopt robust methods, incorporate validated models, and evaluate legal and community-specific factors to create more effective safety measures.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-7"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555859","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":"Head acceleration events in stock car auto racing: motivating and assessing track changes.","authors":"Zoie R Mink, Sophia R Zoch, Logan E Miller, N Stewart Pritchard, Garrett S Bullock, Matthew G Harper, Jillian E Urban, John P Patalak, Joel D Stitzel","doi":"10.1080/15389588.2025.2515169","DOIUrl":"10.1080/15389588.2025.2515169","url":null,"abstract":"<p><strong>Objective: </strong>Between the 2023 and 2024 NASCAR racing seasons, a track configuration change to a section of the Watkins Glen International track, known as the bus stop, was made in response to head acceleration data measured in the 2023 season. The objective of this study was to evaluate the effect of this change on head acceleration events (HAEs) among drivers.</p><p><strong>Methods: </strong>Mouthpiece (MP) sensor data was collected and analyzed from eight NASCAR Cup Series drivers in 2023 and 2024 at the Watkins Glen race. Each MP was tightly coupled to the upper dentition and collected linear and rotational head kinematics using a 4 g single-axis trigger threshold. All HAEs were visually verified as racing events (i.e., during the race, not associated with a crash). HAEs associated with the bus stop were identified using timing and scoring data and analyzed. Peak linear acceleration (PLA), rotational acceleration (PRA), and rotational velocity (PRV) were calculated for each HAE. The number of HAEs and HAEs per lap were calculated for each driver-race. Linear mixed effects models and Poisson models were used to determine significant changes year to year. Mixed effects models were used to evaluate the relationship between head surround gap and kinematic metrics.</p><p><strong>Results: </strong>Overall, there were 693 HAEs in 2023; and 333 HAEs in 2024 across the eight drivers. Track changes to the bus stop from 2023 to 2024 reduced the mean events/lap by ∼53% (0.96 to 0.45, respectively). Mean resultant PLA, PRA, and PRV decreased by 6%, 27%, and 10%, respectively. Across individual drivers, decreases in event rate ranged from 25% to 98% for drivers instrumented in both seasons. Individually, mean PLA decreased by as much as 20%, PRA as much as 41%, and PRV as much as 25%.</p><p><strong>Conclusions: </strong>Drivers were exposed to a substantially lower HAE rate and significantly lower magnitude HAEs at the bus stop in 2024 compared to 2023. This shows that the track change between 2023 and 2024 in the Watkins Glen bus stop reduced driver head acceleration exposure. This work demonstrates the value of biomechanics data to motivate changes in track configuration and improve driver safety based on biomechanics.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-7"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC12233202/pdf/","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555855","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Strength of an underfloor storage compartment when loaded with a support leg during a frontal crash.","authors":"Declan A Patton, Julie A Mansfield, Kristy B Arbogast","doi":"10.1080/15389588.2025.2518585","DOIUrl":"https://doi.org/10.1080/15389588.2025.2518585","url":null,"abstract":"<p><strong>Objective: </strong>To investigate the strength of support legs from rearward-facing infant CRS models and the strength of an underfloor storage compartment, with and without a foam filler, when subjected to loading by a support leg simulating a frontal crash.</p><p><strong>Methods: </strong>A range of support leg normal reaction force time-histories from previous frontal sled tests were simulated using a drop test rig with an impact mass of 39.4 kg. An exemplar support leg from a rearward-facing infant CRS model was tested across a range of drop heights (135-360 mm) and the reaction force was measured. Support legs from three alternate rearward-facing infant CRS models were tested at a drop height of 310 mm and the reaction force was measured. The reaction forces measured from these tests were applied <i>via</i> the exemplar support leg to the lids of an underfloor storage compartment across a range of drop heights (135-310 mm) and residual deformation was measured. Lids were subsequently loaded using the exemplar support leg for a drop height of 310 mm with an expanded polystyrene (EPS) foam filler placed inside the underfloor storage compartment.</p><p><strong>Results: </strong>The integrity of the exemplar support leg from the rearward-facing infant CRS model was maintained during all tests, including tests up to a peak reaction force of 7.9 kN. For a drop height of 310 mm, the support legs from two alternate CRS models performed similarly to the exemplar leg; however, the support leg from the third alternate CRS model was observed post-test to have compressed by 23 mm. The underfloor storage compartment lid deformed plastically when loaded with a support leg and residual deformation increased proportionally with drop height. The extent of cracking of the lid also increased with drop height. The foam filler reduced the average residual deformation of the lids by 67%.</p><p><strong>Conclusions: </strong>Although the underfloor storage compartment lids deformed plastically when loaded with a support leg, no lid completely collapsed in any of the tests. The foam filler effectively reduced deformation of the lid, the use of which is recommended when a rearward-facing CRS with a support leg is being used in a vehicle with an underfloor storage compartment. The results of the current study may have implications for electric vehicles, which have unique floor designs to accommodate battery packs and other components.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-7"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555858","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":"The effect of time-extended evasive swerving maneuvers on occupants' bracing strategies.","authors":"Valentina Graci, Kenneth Berkery, Thomas Seacrist, Sriram Balasubramanian, Kristy B Arbogast","doi":"10.1080/15389588.2025.2504629","DOIUrl":"https://doi.org/10.1080/15389588.2025.2504629","url":null,"abstract":"&lt;p&gt;&lt;strong&gt;Objective: &lt;/strong&gt;Occupant bracing behavior in pre-crash maneuvers has been previously investigated but the effect of the duration of the pre-crash maneuver on bracing is unknown. This is critical to understand as time-extended pre-crash maneuvers may emerge in cases where drivers lose control of a vehicle and in autonomous vehicles as they may take different approaches to avoid crashes than the current vehicles. Therefore, the aim of this study was to understand the effect of pre-crash maneuver duration on child and adult occupants' bracing behavior and resulting kinematics.&lt;/p&gt;&lt;p&gt;&lt;strong&gt;Methods: &lt;/strong&gt;Forty seatbelt restrained subjects (9-40 years old) experienced sled-simulated time-extended lateral swerving maneuvers (8 s, 4 cycles, peak acceleration 0.7 g) producing an alternating motion initially out-of-the-belt, followed by into-the-belt for each cycle. In a braced condition, subjects were instructed to hold on to a laterally placed handle with their right hand before the maneuver onset, while in an unbraced condition no instructions were given. A 3D-motion capture system, electromyography (EMG), and seatbelt load cells captured head and trunk kinematics (normalized to seated height), muscle activation (normalized to maximum voluntary isometric contraction, MVIC), and seatbelt reaction forces (normalized to body weight), respectively. The effects of cycles and interaction with bracing and age on peak lateral head and trunk displacement into- and out-of-the belt were examined with Mixed-Effects Models and Tukey's post-hoc tests (&lt;i&gt;p&lt;/i&gt; ≤ 0.05).&lt;/p&gt;&lt;p&gt;&lt;strong&gt;Results: &lt;/strong&gt;Out-of-the-belt peak lateral head and trunk displacements were the greatest in the first cycle and the smallest in the second cycle (&lt;i&gt;p&lt;/i&gt; &lt; 0.01). The third and four cycles were not significantly different from one another (&lt;i&gt;p&lt;/i&gt; &gt; 0.8). Into-the-belt peak lateral head and trunk displacements were smaller in the first cycle than the remaining cycles (&lt;i&gt;p&lt;/i&gt; &lt; 0.001) and were not significantly different across the remaining cycles (&lt;i&gt;p&lt;/i&gt; &gt; 0.8). No interactions between cycle, age and bracing were found (&lt;i&gt;p&lt;/i&gt; &gt; 0.3). Right bicep, trapezius and rectus femoris activations slightly increased with increasing cycles in the unbraced condition and in the into-the-belt direction for the 9-11 year-old group. Out-of-belt seat belt loads increased with increasing cycles in the unbraced condition for all age groups.&lt;/p&gt;&lt;p&gt;&lt;strong&gt;Conclusions: &lt;/strong&gt;Occupant kinematics as a result of their bracing behavior changed across cycles of swerving maneuvers from an exaggerated displacement in cycle 1 to an overcompensation due to bracing in cycle 2, ending with a plateau of a moderate displacement in cycle 3 and 4. Younger children (age 9-11) took longer to adapt to the oscillatory motion as they increased their muscle activation over time unlike the other age groups. These findings suggest that it may take time for occupants to find the optimal bracing ","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555860","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":"Designing and validating a questionnaire to understand beliefs, intentions, and behaviors relating to distracted driving in young people.","authors":"Johanna M Schmickler, Sheila G Klauer, Stuart F Quan, Matthew D Weaver, Laura K Barger, Charles A Czeisler, Thamina Noorzai, Donald L Fisher, Rebecca Robbins","doi":"10.1080/15389588.2025.2493301","DOIUrl":"https://doi.org/10.1080/15389588.2025.2493301","url":null,"abstract":"<p><p><b>Objective:</b> Distracted driving, particularly any activity requiring long glances toward a phone while driving, is common among young drivers and represents a significant road safety concern. This study used a theory-informed approach to design a questionnaire examining beliefs, intentions, and behaviors relating to distracted driving in young people. <b>Methods:</b> Semi-structured interviews with 20 high school students were conducted using the Integrative Model of Behavioral Prediction (IMBP) framework to explore attitudes, social norms, and perceived behavioral control. The beliefs identified were incorporated into a 38-item closed-ended questionnaire. The questionnaire was then administered to a geographically representative sample of US high school students with a driver's license. Statistical analyses included correlation analysis and linear regression to evaluate interrelationships among questionnaire items and their associations with established distracted driving measures. <b>Results:</b> Among the geographically representative survey sample (<i>N</i> = 1,126), 50.5% were 18 years of age and 50.9% were female. Participants reported spending an average of 21.1% (<i>SD</i> = 24.6%) of each trip glancing at their phones while driving, and participants estimated that 26.5% (<i>SD</i> = 28.1%) of these glances were two seconds or longer. Reliability analysis showed Cronbach's alpha ranging from 0.63 (injunctive norms) to 0.83 (negative outcome expectations). Correlation coefficients between proposed measures and Behavioral Risk Factor Surveillance System (BRFSS) questions ranged from 0.22 to 0.50, indicating weak to moderate relationships. Regression analysis demonstrated significant associations between intentions and beliefs: positive outcome expectations (<i>b</i> = 0.01, <i>p</i> < .01), negative outcome expectations (<i>b</i> = -0.01, <i>p</i> < .001), injunctive norms (<i>b</i> = -0.01, <i>p</i> < .01), descriptive norms (<i>b</i> = 0.03, <i>p</i> < .001), and perceived behavioral control (<i>b</i> = -0.01, <i>p</i> < .01). <b>Conclusion</b>: This study investigated the beliefs and behaviors of young drivers regarding making prolonged glances toward a phone while driving, guided by IMBP theory. Findings suggest that the Distracted Driving Belief Questionnaire (DDBQ) is a valuable tool for understanding this high-risk behavior. The DDBQ may help inform interventions to reduce phone-related distractions and enhance road safety among young drivers.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555853","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":"Effects of subjective driving workload on hazard perception performance in older drivers: A driving simulation study.","authors":"Yiwen Zhou, Fengxiang Guo, Xiaoan Wang, Jing Cai","doi":"10.1080/15389588.2025.2513398","DOIUrl":"https://doi.org/10.1080/15389588.2025.2513398","url":null,"abstract":"<p><strong>Objectives: </strong>The aim of this research was to explore the changes in eye movement characteristics, driving reaction, and operation performance of older drivers under different intersection conflict scenarios and to investigate the impact of subjective workload on hazard perception performance of older drivers.</p><p><strong>Methods: </strong>A driving simulation experiment was conducted to simulate various intersection conflict risk scenarios, and data on driving behavior and visual characteristics were collected from 47 middle-aged and older drivers. The NASA-Task Load Index (TLX) scale was utilized to assess subjective workload across six dimensions: Mental Demands, Physical Demands, Temporal Demands, Own Performance, Effort, and Frustration. This study analyzed drivers' subjective workload, eye movement characteristics, driving responses, and performance under different conflict risk scenarios. The rank sum ratio method was employed for a comprehensive evaluation of subjective workload, categorizing participants into low-, moderate-, and high-workload groups. Differences in eye movement patterns, driving responses, and performance across these groups were subsequently examined. Furthermore, the XGBoost-SHAP model was applied to explore the impact of subjective workload on hazard perception performance.</p><p><strong>Results: </strong>The results show significant differences in Mental Demands, Physical Demands, Temporal Demands, and Frustration levels between older drivers in different conflict scenarios (such as pedestrians, cars, and motorcycles), with lower subjective workload reported in car conflict scenarios compared to others. In motorcycle and pedestrian conflict scenarios, older drivers exhibited heightened visual alertness and attention, while their driving responses and operational behaviors were notably more cautious. Additionally, in left-turn scenarios, drivers displayed more frequent visual searches and driving maneuvers. As subjective workload increased, older drivers' average fixation time and scanning intensity in conflict risk areas showed a marked increase, while vertical eye movements and pupil diameter exhibited a downward trend. Simultaneously, indicators such as brake response time, average speed, steering wheel angle, lateral acceleration, and pedal opening and closing degree all showed a decreasing trend. Importantly, the analysis revealed that the three dimensions of Own Performance, Mental Demands, and Physical Demands in the subjective workload assessment positively influenced older drivers' hazard perception performance, with Own Performance having the greatest impact. In contrast, the effects of Effort and Frustration were relatively smaller, and Temporal Demands had the least influence.</p><p><strong>Conclusions: </strong>Results show a significant association between driving subjective workload and hazard perception performance among older drivers. It is possible to consider how to utilize subj","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-10"},"PeriodicalIF":1.6,"publicationDate":"2025-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144555854","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":"Visual gaze and engagement with non-driving related tasks: a driving simulator study with automated driving systems.","authors":"Apoorva Pramod Hungund, Radhika Jayant Deshmukh, Niraj Hosadurga, Anuj Kumar Pradhan","doi":"10.1080/15389588.2025.2508383","DOIUrl":"https://doi.org/10.1080/15389588.2025.2508383","url":null,"abstract":"<p><strong>Objective: </strong>Automated Driving Systems (ADS), classified as Level 3 automated systems (SAE 2021), can potentially reduce risks by conditionally taking control of the driving task. However, drivers must remain alert and be ready to take back control if necessary. This may introduce risks, especially if drivers are distracted. Observing driver behaviors as they engage in different types of NDRTs could help understand how behaviors differ while driving with Level 3 automation. To that end, in this study, we observed drivers when driving with Level 3 automation. Specifically, we analyzed eye movements, non-driving-related task (NDRT) engagement, and responses to takeover requests (TOR) to understand behaviors during automation and transitions to manual driving.</p><p><strong>Methods: </strong>We conducted a simulator study with 24 fully licensed drivers. Participants drove in a simulator equipped with Level 3 automation and performed two NDRTs: a Surrogate Reference Task and a cellphone task. Drivers were notified visually and verbally about automation status and TORs. Participants' gaze behavior and takeover times were measured during the drive, and post-drive surveys assessed trust and usability scores.</p><p><strong>Results: </strong>NDRT type had a significant impact on takeover time, with drivers taking longer to take over during cellphone tasks. Drivers tended to focus more on non-driving related areas right until a TOR. After TORs, drivers tended to shift focus to the Instrument Cluster, underlining the criticality of displaying information about the TOR. Trust and usability scores were comparable across groups, suggesting that drivers generally found the system easy to use and exhibited a reasonable level of trust in it.</p><p><strong>Conclusions: </strong>Findings reveal that regardless of the NDRT, drivers continued engaging in NDRTs right up till the TOR. Designing intuitive, context-specific interfaces that guide drivers' attention to driving-related areas and provide information can improve drivers' awareness of the TOR and, consequently, their takeover performance. The findings provide significant insights on the potential methods to keep drivers aware of their surroundings while using automation, and while transitioning to manual control. These insights provide information on driving behaviors with Level 3 automation, specifically how fully licensed drivers engage with distraction while driving with Level 3.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-06-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144512750","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":"Study on the critical rollover conditions of trucks on curved highway segments under sand-accumulated road conditions based on LSTM.","authors":"Fang Wang, Liyi Sun, Shixiao Liu, WeiJia Duan","doi":"10.1080/15389588.2025.2511288","DOIUrl":"https://doi.org/10.1080/15389588.2025.2511288","url":null,"abstract":"<p><strong>Objective: </strong>Sand on highways changes friction and superelevation, increasing rollover and skid risks. This study explores how sand accumulation affects truck driving stability and predicts the critical threshold at which rollover may occur under different road conditions and load scenarios.</p><p><strong>Methods: </strong>This paper is based on Trucksim simulations of truck driving conditions on the Umal Highway's sand-prone curved sections (with curve radii of 60/100/215/400 m) under sand accumulation. Combining simulation data and using Long Short-Term Memory (LSTM) neural network algorithms, it predicts the lateral load transfer ratio (LTR) of a six-axle truck on the test section.</p><p><strong>Results: </strong>The LSTM algorithm outperformed others, with superior accuracy metrics (R² = 0.99644, MAE = 0.0050118, MAPE = 0.00026711, RMSE = 0.0063982). Sand accumulation is classified into thin and thick stages. The thin stage primarily affects road friction, while the thick stage increases curve superelevation. When the sand just covers the asphalt pavement pores and the thickness of the sand is more than 166 mm or more, the loading quality of more than 25 tons six-axle trucks are more prone to rollover, when the rollover speed and the normal road state rollover speed compared to significantly lower, compared with the standard speed limit, and the magnitude of the drop even up to 33%.</p><p><strong>Conclusions: </strong>The impact of varying sand accumulation conditions on speed thresholds differs significantly. Failure to promptly adjust speed limits during sand accumulation events may lead to rollovers even when drivers adhere to standard limits. The findings provide critical guidance for sand-prone highway management, recommending adaptive variable speed limits based on real-time sand thickness and road conditions to mitigate desert-related safety risks.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-8"},"PeriodicalIF":1.6,"publicationDate":"2025-06-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144512749","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":"Driving style characteristics based lane-changing intention recognition research for truck drivers near highway ramps.","authors":"Yi Li, Jiabin Cai, Xiaomeng Wang, Shuying Ouyang","doi":"10.1080/15389588.2025.2507671","DOIUrl":"https://doi.org/10.1080/15389588.2025.2507671","url":null,"abstract":"<p><strong>Objective: </strong>The research aims to analyze the driving styles and lane-changing intentions of truck drivers near the highway ramps.</p><p><strong>Methods: </strong>Using principal component analysis (PCA), three principal components were selected for cluster analysis, examining driving styles from the perspectives of risk tolerance, longitudinal, and lateral driving characteristics. An intention recognition model for lane-changing was developed and trained, and its validity was verified with High-D dataset.</p><p><strong>Results: </strong>The proposed model in this study achieves an accuracy of 93.7% and an F1 score of 0.891, demonstrating its excellent performance in precision-related metrics. Moreover, the study compares the differences in driving styles and lane-changing intentions between truck drivers and sedan drivers.</p><p><strong>Conclusions: </strong>The main conclusions are as follows: the lane-changing process consists of two stages: intention and execution. Driving style is a critical factor in the establishment of lane-changing intention models. Four seconds is a proper time window for lane-changing intention prediction. The lane-changing behavior characteristics of truck drivers differ significantly from those of sedan drivers. The study results improve the understanding of truck lane-changing behavior near highway ramps, and they also help to figure out the safety mechanisms in the future human-vehicle cooperative traffic scenarios.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-12"},"PeriodicalIF":1.6,"publicationDate":"2025-06-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144512809","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}