The impact of sleep loss on sustained and transient attention: an EEG study.

Sleep is one of our most important physiological functions that maintains physical and mental health. Two studies examined whether discrete areas of attention are equally affected by sleep loss. This was achieved using a repeated-measures within-subjects design, with two contrasting conditions: normal sleep and partial sleep restriction of 5-h. Study 1 compared performance on a sustained attention task (Psychomotor Vigilance task; PVT) with performance on a transient attention task (Attentional Blink; AB). PVT performance, but not performance on the AB task, was impaired after sleep restriction. Study 2 sought to determine the neural underpinnings of the phenomenon, using electroencephalogram (EEG) frequency analysis, which measured activity during the brief eyes-closed resting state before the tasks. AB performance was unaffected by sleep restriction, despite clearly observable changes in brain activity. EEG results showed a significant reduction in resting state alpha oscillations that was most prominent centrally in the right hemisphere. Changes in individual alpha and delta power were also found to be related to changes in subjective sleepiness and PVT performance. Results likely reflect different levels of impairment in specific forms of attention following sleep loss.

Temporal predictability does not impact attentional blink performance: effects of fixed vs. random inter-trial intervals.

BACKGROUND: Does the inclusion of a randomized inter-trial interval (ITI) impact performance on an Attentional Blink (AB) task? The AB phenomenon is often used as a test of transient attention (Dux & Marois, 2009); however, it is unclear whether incorporating aspects of sustained attention, by implementing a randomized ITI, would impact task performance. The current research sought to investigate this, by contrasting a standard version of the AB task with a random ITI version to determine whether performance changed, reflecting a change in difficulty, engagement, or motivation. METHOD: Thirty university students (21 female; age range 18-57, M age= 21.5, SD = 7.4) completed both versions of the task, in counterbalanced order. RESULTS: No significant difference in performance was found between the standard AB task and the AB task with the random ITI. Bayesian analyses suggested moderate evidence for the null. CONCLUSION: Temporal unpredictability did not appear to impact task performance. This suggests that the standard AB task has cognitive properties with regards to task difficulty, engagement, and motivation, that are inherently similar to tasks that employ a randomized ITI to measure sustained attention (e.g., the Psychomotor Vigilance Task; PVT; Dinges & Powell, 1985). This finding provides important support for future research which may seek to obtain a more detailed understanding of attention through the comparison of performance on transient and sustained attention tasks.

Defining the attributes for specific playing positions in football match-play: A complex systems approach.

INTRODUCTION: Talent identification and development programmes that retain and develop athletes are integral to the sporting success of National Governing Bodies in football. Currently, player attributes are studied in isolation without considering the complexity of interacting components of football performance. The current study applied a systems analysis framework to describe, in a structured and systematic way, the attributes for specific playing positions in football match-play. Methods: Eight high-level football coaches were interviewed. Models of the interacting attributes were developed for each position using Work Domain Analysis (WDA). Results: Six WDA models detail the attributes associated with each playing position. The models identified purposes of playing positions (restrict opposition actions, organise and coordinate, building up of offence, goal scoring and stretch opposition), performance-related measures and the functions required to achieve the playing position purposes (game play, psychological functions, time and space and player actions). Critically, the relationships between the purposes, measures, functions, processes, and objects are described in the models. DISCUSSION: The WDA models describe the interacting attributes of different playing positions in football match-play. The findings demonstrate football performance is complex, consisting of multiple interacting and dynamic components. Implications to support coaches in talent identification and development are discussed.

Effects of roadside memorials on drivers' risk perception and eye movements.

Road crashes are a leading cause of death worldwide. In many countries, it is common to see spontaneous roadside memorials constructed in response to road fatalities. These memorials are controversial and are explicitly banned in many jurisdictions. Advocates argue that the presence of memorials improves safety by making other drivers aware of an especially dangerous road where others have died, whereas opponents argue that they are distracting and decrease safety by diverting drivers' attention away from the road. However, there has been almost no research examining the effects of roadside memorials on road user behavior and safety. In this study, 40 drivers viewed videos of road scenes with and without memorials, to examine how the presence of roadside memorials influences drivers' attentional allocation (indicated by eye movements to the roadside area) and safety-related behaviors (indicated by perceived risk ratings and preferred travel speeds for the road). The findings indicate memorials do capture visual attention, as participants were more likely to fixate on memorials compared with a comparison object placed on the roadside. However, fixations on the memorials, and to the roadside area in general, were relatively brief. The presence of memorials did not affect perceived risk and did not produce a clear systematic effect on preferred travel speed. Nearly all drivers in our study supported permitting roadside memorials, but a small number strongly opposed memorials on the belief they are distracting and/or distressing. PREREGISTRATION DETAILS: This study was preregistered with Cognitive Research: Principles and Implications and received in-principle acceptance on 4 March 2018. The preregistered protocol is available here: https://doi.org/10.6084/m9.figshare.6181937 .

Bad behaviour or societal failure? Perceptions of the factors contributing to drivers' engagement in the fatal five driving behaviours.

The so-called 'fatal five' behaviours (drink and drug driving, distraction and inattention, speeding, fatigue, and failure to wear a seat belt) are known to be the major behavioural contributory factors to road trauma. However, little is known about the factors that lead to drivers engaging in each behaviour. This article presents the findings from a study which collected and analysed data on the factors that lead to drivers engaging in each behaviour. The study involved a survey of drivers' perceptions of the causes of each behaviour and a subject matter expert workshop to gain the views of road safety experts. The results were mapped onto a systems ergonomics model of the road transport system in Queensland, Australia, to show where in the system the factors reside. In addition to well-known factors relating to drivers' knowledge, experience and personality, additional factors at the higher levels of the road transport system related to road safety policy, transport system design, road rules and regulations, and societal issues were identified. It is concluded that the fatal five behaviours have a web of interacting contributory factors underpinning them and are systems problems rather than driver-centric problems. The implications for road safety interventions are discussed.

The unexpected killer: effects of stimulus threat and negative affectivity on inattentional blindness.

Inattentional blindness (IB) occurs when observers fail to detect unexpected objects or events. Despite the adaptive importance of detecting unexpected threats, relatively little research has examined how stimulus threat influences IB. The current study was designed to explore the effects of stimulus threat on IB. Past research has also demonstrated that individuals with elevated negative affectivity have an attentional bias towards threat-related stimuli; therefore, the current study also examined whether state and trait levels of negative affectivity predicted IB for threat-related stimuli. One hundred and eleven participants (87 female, aged 17-40 years) completed an IB task that included both threat-related and neutral unexpected stimuli, while their eye movements were tracked. Participants were significantly more likely to detect the threatening stimulus (19%) than the neutral stimulus (11%) p = .035, odds ratio (OR) = 4.0, 95% confidence interval OR [1.13, 14.17]. Neither state nor trait levels of negative affectivity were significantly associated with IB. These results suggest observers are more likely to detect threat-related unexpected objects, consistent with the threat superiority effect observed in other paradigms. However, most observers were blind to both unexpected stimuli, highlighting the profound influence of expectations and task demands on our ability to perceive even potentially urgent and life-threatening information.

To stop or not to stop: Contrasting compliant and non-compliant driver behaviour at rural rail level crossings.

Many rail level crossings (RLXs) have only passive protection, such as static signs instructing road users to stop, yield, or look for trains. Stop signs have been suggested as a low-cost option to improve safety at passive RLXs, as requiring drivers to stop should encourage safe behaviour. However, field observations have noted high rates of non-compliance at stop-controlled RLXs. To explore this further, we conducted an on-road study to identify factors that influence compliance at stop-controlled RLXs. Twenty-two drivers drove a 30.5km route in rural Australia, encompassing three stop-controlled RLXs. In over half of all cases (59%) drivers stopped completely at the RLX; on 27% of crossings drivers executed a rolling stop, and on 14% of crossings drivers violated the stop controls. Rolling stops were defined as a continuous deceleration to <10km/h, but remaining above 0km/h, before accelerating to >10km/h. Behavioural patterns, including visual checks and decision-making, were similar when comparing drivers who made complete versus rolling stops. Non-compliant drivers did not differ from compliant drivers in approach speeds, but spent less time visually checking for trains. Post-drive interviews revealed some drivers wilfully disregarded the stop sign, whereas others did not notice the stop sign. Those who intentionally violated noted trains were infrequent and suggested sight distance was good enough (even though all crossings had been formally assessed as having inadequate sight distance). Overall the results suggest most drivers exhibit safe behaviour at passive RLXs, but a notable minority disregard or fail to notice signs. Potential avenues for redesigning passive RLXs to improve safety are discussed.

Do cyclists make better drivers? Associations between cycling experience and change detection in road scenes.

Efficient processing of visual information is crucial to safe driving. Previous research has demonstrated that driving experience strongly affects attentional allocation, with large differences between novice and experienced drivers. Expanding on this, we explored the influence of non-driving experiences on attentional allocation by comparing drivers with and without cycling experience. Based on situation awareness field studies, we predicted cyclist-drivers would demonstrate superior performance. Participants were 42 experienced drivers (17 female, 25 male) aged 30-50 years (M=39.8): 20 drivers and 22 cyclist-drivers. The experiment used a change detection flicker task, in which participants must determine whether two alternating images are identical (change-absent) or differ in a single detail (change-present). The changed object was either a road sign, car, pedestrian, or bicycle. Change target significantly affected both accuracy and response time: all participants were slower and less accurate at detecting changes to road signs, compared with when the change was a moving road user (i.e., car, pedestrian, bicycle). Accuracy did not differ significantly between groups, but cyclist-drivers were significantly faster than drivers at identifying changes, with the effect being largest for bicycle and sign changes. The results suggest that cycling experience is associated with more efficient attentional processing for road scenes.

Risk and safety perception on urban and rural roads: Effects of environmental features, driver age and risk sensitivity.

OBJECTIVE: The ability to detect changing visual information is a vital component of safe driving. In addition to detecting changing visual information, drivers must also interpret its relevance to safety. Environmental changes considered to have high safety relevance will likely demand greater attention and more timely responses than those considered to have lower safety relevance. The aim of this study was to explore factors that are likely to influence perceptions of risk and safety regarding changing visual information in the driving environment. Factors explored were the environment in which the change occurs (i.e., urban vs. rural), the type of object that changes, and the driver's age, experience, and risk sensitivity. METHODS: Sixty-three licensed drivers aged 18-70 years completed a hazard rating task, which required them to rate the perceived hazardousness of changing specific elements within urban and rural driving environments. Three attributes of potential hazards were systematically manipulated: the environment (urban, rural); the type of object changed (road sign, car, motorcycle, pedestrian, traffic light, animal, tree); and its inherent safety risk (low risk, high risk). Inherent safety risk was manipulated by either varying the object's placement, on/near or away from the road, or altering an infrastructure element that would require a change to driver behavior. Participants also completed two driving-related risk perception tasks, rating their relative crash risk and perceived risk of aberrant driving behaviors. RESULTS: Driver age was not significantly associated with hazard ratings, but individual differences in perceived risk of aberrant driving behaviors predicted hazard ratings, suggesting that general driving-related risk sensitivity plays a strong role in safety perception. In both urban and rural scenes, there were significant associations between hazard ratings and inherent safety risk, with low-risk changes perceived as consistently less hazardous than high-risk impact changes; however, the effect was larger for urban environments. There were also effects of object type, with certain objects rated as consistently more safety relevant. In urban scenes, changes involving pedestrians were rated significantly more hazardous than all other objects, and in rural scenes, changes involving animals were rated as significantly more hazardous. Notably, hazard ratings were found to be higher in urban compared with rural driving environments, even when changes were matched between environments. CONCLUSION: This study demonstrates that drivers perceive rural roads as less risky than urban roads, even when similar scenarios occur in both environments. Age did not affect hazard ratings. Instead, the findings suggest that the assessment of risk posed by hazards is influenced more by individual differences in risk sensitivity. This highlights the need for driver education to account for appraisal of hazards' risk and relevance, in addition to hazard detection, when considering factors that promote road safety.

Change detection in urban and rural driving scenes: Effects of target type and safety relevance on change blindness.

The ability to detect changes is crucial for safe driving. Previous research has demonstrated that drivers often experience change blindness, which refers to failed or delayed change detection. The current study explored how susceptibility to change blindness varies as a function of the driving environment, type of object changed, and safety relevance of the change. Twenty-six fully-licenced drivers completed a driving-related change detection task. Changes occurred to seven target objects (road signs, cars, motorcycles, traffic lights, pedestrians, animals, or roadside trees) across two environments (urban or rural). The contextual safety relevance of the change was systematically manipulated within each object category, ranging from high safety relevance (i.e., requiring a response by the driver) to low safety relevance (i.e., requiring no response). When viewing rural scenes, compared with urban scenes, participants were significantly faster and more accurate at detecting changes, and were less susceptible to "looked-but-failed-to-see" errors. Interestingly, safety relevance of the change differentially affected performance in urban and rural environments. In urban scenes, participants were more efficient at detecting changes with higher safety relevance, whereas in rural scenes the effect of safety relevance has marginal to no effect on change detection. Finally, even after accounting for safety relevance, change blindness varied significantly between target types. Overall the results suggest that drivers are less susceptible to change blindness for objects that are likely to change or move (e.g., traffic lights vs. road signs), and for moving objects that pose greater danger (e.g., wild animals vs. pedestrians).

A driving simulator evaluation of potential speed reductions using two innovative designs for signalised urban intersections.

Intersections are typically associated with a higher level of crash risk than other types of facilities on the road network. Standard cross-road intersections are particularly hazardous because by their very design, drivers may travel through at speeds that are incompatible with human biomechanical tolerance should a crash occur. Further, drivers are exposed to dangerous conflict angles, which are likely to result in serious injury. This paper examines the effectiveness of two new intersection designs aimed at restricting potentially dangerous conflict angles while reducing driver speeds through the intersection. These designs, named the "Cut-Through" and the "Squircle", incorporate key features of both signalised intersections and roundabouts. The intersections are controlled by signals similar to a signalised roundabout. Instead of a standard central island, right turning traffic (equivalent to left turns in jurisdictions that drive on the right) cut through the central island, thereby avoiding traffic interlocks and delays that can occur with the traditional signalised roundabout. Across two driving simulator studies, vehicle speed data were collected on approach to and through each of the proposed intersection designs. Performance was benchmarked against equivalent standard signalised cross-road intersections and standard non-signalised roundabouts. Notably, drivers reduced their speeds by approximately 30-40% when negotiating both the Cut-Through and the Squircle compared to the standard signalised intersections. The safety potentials of the two new intersection designs are discussed within the guidelines of the Safe Systems principles.

Using the decision ladder to understand road user decision making at actively controlled rail level crossings.

Rail level crossings (RLXs) represent a key strategic risk for railways worldwide. Despite enforcement and engineering countermeasures, user behaviour at RLXs can often confound expectations and erode safety. Research in this area is limited by a relative absence of insights into actual decision making processes and a focus on only a subset of road user types. One-hundred and sixty-six road users (drivers, motorcyclists, cyclists and pedestrians) completed a diary entry for each of 457 naturalistic encounters with RLXs when a train was approaching. The final eligible sample comprised 94 participants and 248 encounters at actively controlled crossings where a violation of the active warnings was possible. The diary incorporated Critical Decision Method probe questions, which enabled user responses to be mapped onto Rasmussen's decision ladder. Twelve percent of crossing events were non-compliant. The underlying decision making was compared to compliant events and a reference decision model to reveal important differences in the structure and type of decision making within and between road user groups. The findings show that engineering countermeasures intended to improve decision making (e.g. flashing lights), may have the opposite effect for some users because the system permits a high level of flexibility for circumvention. Non-motorised users were more likely to access information outside of the warning signals because of their ability to achieve greater proximity to the train tracks and the train itself. The major conundrum in resolving these issues is whether to restrict the amount of time and information available to users so that it cannot be used for circumventing the system or provide more information to help users make safe decisions.

The relationship between sustained inattentional blindness and working memory capacity.

Inattentional blindness, whereby observers fail to detect unexpected stimuli, has been robustly demonstrated in a range of situations. Originally research focused primarily on how stimulus characteristics and task demands affect inattentional blindness, but increasingly studies are exploring the influence of observer characteristics on the detection of unexpected stimuli. It has been proposed that individual differences in working memory capacity predict inattentional blindness, on the assumption that higher working memory capacity confers greater attentional capacity for processing unexpected stimuli. Unfortunately, empirical investigations of the association between inattentional blindness and working memory capacity have produced conflicting findings. To help clarify this relationship, we examined the relationship between inattentional blindness and working memory capacity in two samples (Ns = 195, 147) of young adults. We used three common variants of sustained inattentional blindness tasks, systematically manipulating the salience of the unexpected stimulus and primary task practice. Working memory capacity, measured by automated operation span (both Experiments 1 & 2) and N-back (Experiment 1 only) tasks, did not predict detection of the unexpected stimulus in any of the inattentional blindness tasks tested. Together with previous research, this undermines claims that there is a robust relationship between inattentional blindness and working memory capacity. Rather, it appears that any relationship between inattentional blindness and working memory is either too small to have practical significance or is moderated by other factors and consequently varies with attributes such as the sample characteristics within a given study.

Inattentional blindness in older adults: Effects of attentional set and to-be-ignored distractors.

Inattentional blindness (IB) involves failing to detect an unexpected visual stimulus while undertaking another task. Previous research has predominantly investigated IB using young adult samples, with few studies exploring whether or how an observer's age affects their detection of unexpected events. To help address this gap, we compared younger adults (18-25 years of age) and older adults (60-80 years of age) on two IB tasks: one dynamic, one static. In the static task, older age was associated with substantially increased IB rates: 89 % for older adults versus 5 % for younger adults. In the dynamic task, we systematically manipulated the presence of to-be-ignored distractors and whether the unexpected stimulus color matched the observers' attentional set. We found a main effect of age on IB: As in the static task, older age was associated with increased IB rates (38 % for older adults vs. 8 % for younger adults). The presence of to-be-ignored distractors and attentional set mismatch interacted to substantially increase IB rates, but age did not interact with either factor. Overall, the results indicate that older age is associated with large increases in IB rates across a range of tasks. The pattern of results is consistent with attentional capacity models of cognitive aging, suggesting that older adults' reduced cognitive resources result in failure to consciously process stimuli that are inconsistent with their attentional set.

Variability in decision-making and critical cue use by different road users at rail level crossings.

Collisions at rail level crossings (RLXs) are typically high-severity and high-cost, often involving serious injuries, fatalities and major disruptions to the transport network. Most research examining behaviour at RLXs has focused exclusively on drivers and consequently there is little knowledge on how other road users make decisions at RLXs. We collected drivers', motorcyclists', bicyclists' and pedestrians' self-reported daily experiences at RLXs for two weeks, focusing on behaviour, decision-making and information use in the presence of a train and/or activated RLX signals. Both information use and behaviour differed between road users. Visual information (e.g. flashing lights) was more influential for motorists, whereas pedestrians and cyclists relied more on auditory information (e.g. bells). Pedestrians were also more likely to violate active RLX warnings and/or cross before an approaching train. These results emphasise the importance of adopting holistic RLX design approaches that support cognition and behaviour across for all road users. Practitioner Summary: This study explores how information use and decision-making at rail level crossings (RLXs) differ between road user groups, using a two-week self-report study. Most users make safe decisions, but pedestrians are most likely to violate RLX warnings. Information use (visual vs. auditory) also differs substantially between road user groups.

Object-scene relationships vary the magnitude of target prevalence effects in visual search.

Efficiency of visual search in real-world tasks is affected by several factors, including scene context and target prevalence. Observers are more efficient at detecting target objects in congruent locations, and less efficient at detecting rare targets. Although target prevalence and placement often covary, previous research has investigated context and prevalence effects independently. We conducted 2 experiments to explore the potential interaction between scene context and target prevalence effects. In Experiment 1, we varied target prevalence (high, low) and context (congruent, incongruent), and, for congruent contexts, target location (typical, atypical). Experiment 2 focused on the interaction between target prevalence (high, low) and location (typical, atypical) for congruent contexts, and recorded observers' eye movements to examine search strategies. Observers were poorer at detecting low versus high prevalence targets; however, prevalence effects were significantly reduced for targets in typical, congruent locations compared with atypical or incongruent locations. Eye movement analyses in Experiment 2 revealed this was related to observers dwelling disproportionately on the most typical target locations within a scene. This suggests that a byproduct of contextual guidance within scenes is that placing targets in unexpected or atypical locations will further increase miss rates for uncommon targets, which has implications for real-world situations in which rare targets appear in unexpected locations. Although prevalence effects are robust, our results suggest potential for mitigating the negative consequences of low prevalence through targeted training that teaches observers where to focus their search. (PsycINFO Database Record

Where do novice and experienced drivers direct their attention on approach to urban rail level crossings?

Crashes at rail level crossings (RLXs) remain a persistent but ill-defined safety issue. In urban areas, RLXs are typically located in areas of high workload and visual clutter, such as busy shopping strips. Despite this, the impact of such environments on driver behaviour and compliance with RLX controls is not well understood. This study sought to examine where drivers direct their attention on approach to urban RLXs located in busy shopping strip areas, and whether this differs between novice and experienced drivers. Participants drove an instrumented vehicle around a pre-defined urban route containing several active (flashing light with boom barriers) RLXs. Drivers' visual scanning behaviour and cognitive processes were examined on approach to RLXs. The results suggest that RLXs were not a key focus of drivers' attention. Further, rather than actively scanning, participants were over-reliant on RLX warning signals and the behaviour of surrounding vehicles to alert them to the presence of both trains and RLXs. This study provides important insights into drivers' visual and cognitive behaviour on approach to urban RLXs located in areas of high visual demand.

Personality domains and traits that predict self-reported aberrant driving behaviours in a southeastern US university sample.

Personality traits are meaningful predictors of many significant life outcomes, including mortality. Several studies have investigated the relationship between specific personality traits and driving behaviours, e.g., aggression and speeding, in an attempt to identify traits associated with elevated crash risk. These studies, while valuable, are limited in that they examine only a narrow range of personality constructs and thus do not necessarily reveal which traits in constellation best predict aberrant driving behaviours. The primary aim of this study was to use a comprehensive measure of personality to investigate which personality traits are most predictive of four types of aberrant driving behaviour (Aggressive Violations, Ordinary Violations, Errors, Lapses) as indicated by the Manchester Driver Behaviour Questionnaire (DBQ). We recruited 285 young adults (67% female) from a university in the southeastern US. They completed self-report questionnaires including the DBQ and the Personality Inventory for DSM-5, which indexes 5 broad personality domains (Antagonism, Detachment, Disinhibition, Negative Affectivity, Psychoticism) and 25 specific trait facets. Confirmatory factor analysis showed adequate evidence for the DBQ internal structure. Structural regression analyses revealed that the personality domains of Antagonism and Negative Affectivity best predicted both Aggressive Violations and Ordinary Violations, whereas the best predictors of both Errors and Lapses were Negative Affectivity, Disinhibition and to a lesser extent Antagonism. A more nuanced analysis of trait facets revealed that Hostility was the best predictor of Aggressive Violations; Risk-taking and Hostility of Ordinary Violations; Irresponsibility, Separation Insecurity and Attention Seeking of Errors; and Perseveration and Irresponsibility of Lapses.

Safety in numbers: target prevalence affects the detection of vehicles during simulated driving.

The "low-prevalence effect" refers to the fact that observers often fail to detect rare targets (<5 % prevalence) during visual search tasks. Previous research has demonstrated robust prevalence effects in real-world tasks that employ static images, such as airport luggage screening. No published research has examined prevalence effects in dynamic tasks, such as driving. We conducted a driving simulator experiment to investigate whether target prevalence effects influence the detection of other vehicles while driving. The target vehicles were motorcycles and buses, with prevalence being manipulated both within and between subjects: Half of the subjects experienced a high prevalence of motorcycles with a low prevalence of buses, and half experienced a high prevalence of buses with a low prevalence of motorcycles. Consistent with our hypotheses, drivers detected high-prevalence targets faster than low-prevalence targets for both vehicle types. Overall, our results support the notion that increasing the prevalence of visual search targets makes them more salient, and consequently easier to detect.

Driver inattention and driver distraction in serious casualty crashes: data from the Australian National Crash In-depth Study.

Driver inattention and driver distraction represent a major problem in road safety. Although both are believed to contribute to increased crash risk, there is currently limited reliable information on their role in crashes. The current study used in-depth data from the Australian National Crash In-depth Study to investigate the role of driver distraction and inattention in serious casualty crashes. The sample included 856 crashes from 2000 to 2011, in which at least one party was admitted to hospital due to crash-related injuries. Crashes were coded using a taxonomy of driver inattention that delineates five inattention subtypes: restricted attention, misprioritised attention, neglected attention, cursory attention, and diverted attention (distraction). Approximately 45% of crashes could not be coded due to insufficient information while in an additional 15% the participant indicated the "other driver was at fault" without specifying whether inattention was involved. Of the 340 remaining cases, most showed evidence of driver inattention (57.6%) or possible inattention (5.9%). The most common subtypes of inattention were restricted attention, primarily due to intoxication and/or fatigue, and diverted attention or distraction. The most common types of distraction involved voluntary, non-driving related distractions originating within the vehicle, such as passenger interactions. The current study indicates that a majority of serious injury crashes involve driver inattention. Most forms of inattention and distraction observed are preventable. This study demonstrates the feasibility of using in-depth crash data to investigate driver inattention in casualty crashes.