Exploring the Determinants of School Bus Crash Severity

Abstract

Although the school bus is considered a safe form of transportation, school bus crashes are a major safety concern. School bus crashes are a result of driver error of either the at-fault school bus or another at-fault vehicle (where the school bus is not at fault). To examine the risk factors associated with school bus related crashes and crash outcomes, this study segments and develops two binary logit models for each school bus crash type. A total of 1702 school bus related crashes recorded between 2009 and 2016 were used to estimate the model. According to the model results, sideswipe collisions were less likely to result in injury outcomes for at-fault school buses than rear-end and side-impact collisions. Speeding, driving impaired or under the influence, and negotiating a curve all have significant positive associations with injury outcomes in not-at-fault school bus crashes. This study’s practical implications include enforcing the school bus safe driving guidelines, training programs for school bus drivers that include elements of nonroutine trips, training for crossing guards, and awareness programs for drivers of other vehicles to instill safe driving practices around school buses.

Analyzing Injury Severity of School Bus Crashes considering Temporal and Spatial Heterogeneity Using Random Parameters Ordered Probit Model

“…During the afternoon time slot, there is observed to be a slight reduction in the likelihood of experiencing no injuries (O) by 5.083% and possible injuries (C) by 2.105%, alongside a slight rise in the chances of suspected minor injuries (B) by 5.018%, suspected serious injuries (A) by 1.188%, and fatalities (K) by 0.982%. This shift in probabilities could be associated with the increase in tra c volume typically seen at the conclusion of the school day and during rush hour, which in turn, may lead to a heightened risk of vehicular crashes encompassing a spectrum of injury severities 49,50 .…”

“…Age-wise, the 21-50 years group (AGE3) shows a 19.035% increase in no injury likelihood, with decreases in more severe outcomes, a pattern that is consistent but gradually less pronounced in older age groups (AGE4 and AGE5), suggesting a decline in protective effects with age, although seat belts remain effective across all ages. This complexity is further highlighted by the varied risks presented by different crash types and angles, with rollover crashes showing an unexpected increase in no injury probabilities, and xed object and sideswipe crashes indicating higher injury severities, calling for enhanced safety measures 49,62 . The analysis suggests a multifaceted approach to injury prevention, emphasizing the signi cance of seat location, restraint use, and the need for targeted safety improvements for speci c crash types and angles.…”

“…Front-to-rear (FTR) crashes, typically occurring at lower speeds and often involving a vehicle being struck from behind, show an increased probability of no injury (O) by 5.844% and possible injury (C) by 1.575%, thanks to the rear structure of vehicles designed to absorb shock, which reduces the severity of injuries 56,57 . Meanwhile, sideswipe crashes decrease the likelihood of no injury (O) by 12.473% and possible injury (C) by 12.389%, but increase more severe injuries, due to the abrupt lateral movements involved in such crashes that vehicles and their safety features are less equipped to handle, thus potentially leading to higher injury risks 49,58 .…”