## 2 Literature Review  
There is a body of research pertaining to RTCs that has been carried out to investigate and mitigate the factors related to RTCs. Experts in this field have focused on different aspects related to RTCs, including causal factors [21], severity analysis [22], and specific road users [23]. RTCs are caused by a variety of factors, including human driver error, vehicle characteristics, and traffic infrastructures, such as engineering design, road maintenance, and traffic regulation [24]. Driver attitude, including road courtesy and behavior; driving while under the influence of drugs, particularly alcohol; gender; seat belt use; and driver age (teenage drivers and elderly drivers) are among the recognized human factors associated with RTCs [24; 25]. [PERSON] (2018) [26] found that human factors are the prime cause of RTCs in Saudi Arabia, with 67% involvement. Among them, speed limits and seatbelt violations have been commonly reported among drivers involved in these traffic crashes. There is a significant body of research that has been conducted to explore different aspects of driving behavior of young aged drivers around the world. [PERSON] [27] examined the evidence for the hypotheses that young (16-25) drivers were (a) more likely than older drivers to be involved in a fatal crash and (b) that this increased risk was mostly due to their proclivity to take risks when driving. Even after correcting for differences in the quantity and quality of road travel and driving experience, epidemiological studies have supported the first theory. Observational and self-report studies of driving behavior have supported the second hypothesis. [PERSON] et al. [28] studied the situational dangers that young drivers face, particularly in terms of the passenger effect, using data sources provided by the Ontario Ministry of Transportation, Canada, provided in 1988. They estimated crash involvement rates by the number of passengers, time of day, and weekday. In all conditions studied, the crash participation rates of 16-19-year-old drivers were higher than those of 20-24- and 25-59-year-old drivers. However, they were significantly higher on weekends, at night, and with passengers. The effect of the passenger variable on the results is particularly intriguing since, unlike weekends and nights, passengers had a negative impact on total crash rates for 16-19-year-old drivers. This effect was noticeable in both sexes, with crash involvement rates around twice as high with passengers as without. Crash rates for 16-19-year-olds were also significantly higher for two or more passengers as compared with one passenger. Passengers in this age bracket experienced the greatest rates at night. [PERSON] et al. [29] conducted research in Greece to determine and clarify the (possible) link between young drivers' lifestyles and the likelihood of being involved in a traffic crash. Factor analysis and logistic regression analysis were part of the statistical investigation. According to the logistic regression analysis, young drivers with a dominant lifestyle trait of alcohol use or driving without a destination had a higher crash risk, but those with a prominent lifestyle trait of culture had a lower crash risk. Furthermore, young drivers who were religious in some way appeared to be less likely to be involved in a crash. To assess crash rates, [PERSON] et al. [30] examined data from passenger vehicle crashes involving drivers aged 17-25, from 1997 to 2007, in New South Wales (NSW), Australia. Age, gender, rurality of location, and socioeconomic position were all taken into account when examining crash patterns over time by the severity of driver injury. From 1997 to 2007, the noninjury and fatality rates for young drivers declined by an average of 4% and 5% per year, respectively. From 2001 to 2004, young driver injury rates climbed by roughly 12% before declining. Males' relative collision risk (independent of driver injury) reduced dramatically over time as compared with that of females.