Crashes

Crash-severity models inform screening, dispatch and site prioritization, yet are deployed without a finite-sample statement of what one prediction means. Off-the-shelf guarantees fail here, because the features that make crash severity distinctive defeat them: the KABCO outcome is ordinal, the recorded label is a field assessment agreeing with medical severity about half the time, erring in a structured way, and deployment crosses jurisdictions and years calibration never saw. We develop a certification layer that wraps any severity model unmodified, with distribution-free guarantees using this structure: contiguous ordinal sets that read as "B or worse"; per-class validity for any pre-declared partition, with an oracle efficiency characterization; transfer of coverage to unobserved true severity through a declared reporting band, with a worst-case sharpness result; a one-sided certificate under deployment shift; and severity-weighted risk control. The guarantees compose with an attributable slack budget. The same analysis bounds what certification can achieve. A certified set's informativeness is governed by a functional of the true law that no base model can evade and that cannot be lower-bounded distribution-free; given a declared misreporting channel identified from record-linkage data, a nonvacuous lower bound on that floor becomes computable. On 5.2 million Texas records across seven base models spanning four decades, the layer attaches identical validity and certifies, on the vulnerable road users, a model-independent floor on set width that no base model beats, separating it from a remainder that stays bounded but distribution-free unidentifiable. The framework is released as an open-source package with theorem-level tests.

AI agents have recently demonstrated strong performance in automated vulnerability patching. However, existing evaluations often validate a patch only by testing whether the provided Proof-of-Concept (PoC) input still triggers a crash. This leaves two key threats to validity: agents may reproduce memorized historical developer patches, or they may generate surface-level fixes that only suppress the reported crash. We study these concerns for C/C++ vulnerability patching. We introduce a patch similarity metric to detect memorized patches. On average, 25% of the agent patches exhibit substantial similarity to historical developer patches, indicating that patch memorization is a real threat to the validity of vulnerability patching evaluations. Meanwhile, agents also frequently exploit benchmark structures to pass patch validation by patching on the crash stack trace to suppress the crash, rather than localizing and fixing the root cause of the vulnerabilities. To handle these issues, we propose PatchBench, a new benchmark for evaluating AI agents on realistic vulnerability patching tasks. PatchBench selects vulnerabilities whose ground-truth fixes lie outside the crash stack and uses vulnerability transplant and code mutations to migrate historical vulnerabilities into new repository contexts, reducing the risks of surface-level fixes and patch memorization. We develop new patch validation methods that thoroughly evaluate both security and semantic correctness of agent patches. Across 11 state-of-the-art agents, including the top three AIxCC agents, the original PoC-only validation inflates the patching task solve rate of agents by 1.83$\times$ on average. Our results reveal key limitations of current patching agents and point to future research directions for more reliable vulnerability repair.

A framework that persists execution state so a run can be interrupted, survive a crash, and continue must decide what a resume means for effects that already happened. Five widely deployed agent workflow frameworks answer differently, none exposes a machine-checkable contract, and measured behavior violates even the fragments they state. The RESUME CONTRACT states six properties over the persistence API (prefix continuation, effect exactly-once, fork determinism, checkpoint validity, consume-once, recovery determinism), plus fork-intent and liveness obligations. A TLA+ model checks a reference semantics exhaustively, unchanged at scaled bounds (7.4 million states), and the reference conjunction is additionally TLAPS-proved unbounded (196 obligations); a 39-cell fault matrix and two companion modules yield the separating models independence requires. A deterministic, LLM-free harness measures them at pinned releases. LangGraph 1.2.9 durably records a second resume value and never consults it, persists schema-invalid state silently, and re-executes durably recorded work after a real SIGKILL: exactly-once across interrupts, at-least-once across crashes, on one API. CrewAI 1.15.2 re-executes completed effect-bearing methods against its written claim; pydantic-graph 1.x cannot resume after a mid-node crash; no two probed frameworks share a conformance profile. Consume-once holds sequentially and fails under concurrent delivery: k processes resuming one parked interrupt fire the gated effect k times, saturation 1.0 in 36 of 40 cells, and the failure crosses hosts. REMIT, a reference sequencer whose Verus-verified recovery core is line-identical to the shipped executable, repairs the fork and validity cells. The cross-process cell is repaired at the read path: an opt-in gate claims consumption in the shared store, serving one racer and refusing the rest before any node executes.

Terminal User Interfaces (TUIs) combine the stateful, screen-oriented behaviour of GUIs with terminal deployment and are now common in developer tools. Yet they lack a dedicated testing methodology. We survey 197 real-world TUI applications: only 12% of test code exercises the interface, and 45% of those tests never send input, checking a static frame instead. We turn these applications into a headless benchmark spanning ratatui/Rust, bubbletea/Go, textual/Python, and ink/TypeScript, packaging each as an instrumented Docker image. We record line and widget coverage where reliable, rendered terminal states, and crashes. Under equal wall-clock budgets, we compare four frontier LLMs with random exploration. No model dominates. Random is a strong time-budgeted baseline, but its crash advantage comes from higher throughput: per interaction, LLM guidance is more efficient and uniquely reaches input-gated faults. Automatically deriving launch inputs yields the largest practical gain, enabling applications that otherwise never start. Line coverage poorly predicts crash discovery, weakening it as a proxy for test effectiveness. Automated TUI testing is feasible but far from solved, and honest baselines matter more than model choice. We release the coverage tool tuicov at https://github.com/tui-testing/tuicov and the testing framework tuibot at https://github.com/tui-testing/tuibot.

Police crash narratives contain information that may supplement structured crash databases, but manual review is labor-intensive and it remains unclear how well large language models (LLMs) reproduce official crash coding. This study benchmarked six frontier LLMs by comparing narrative-derived crash attribute codes with corresponding fields in the Arkansas fatal-crash database. The analysis linked 5,587 fatal-crash narratives with 5,889 structured crash records from Arkansas (2015-2025), yielding 4,194 matched crashes. Six LLMs were evaluated using an identical zero-shot prompt to code crash manner, non-motorist relation, intersection type, work-zone relation, roadway surface condition, and light condition. Performance was evaluated using agreement, macro-averaged F1 score, Cohen's kappa, coverage, selective agreement, and comparisons with always-majority, always-Unknown, and keyword-rule baselines. Repeated-measures analyses and a generalized estimating equations model assessed differences among models and attributes. GPT-5.5 High achieved the highest agreement among the evaluated LLMs, but the always-majority baseline produced higher raw agreement and the keyword-rule baseline achieved macro-averaged F1 score and Cohen's kappa comparable to the best-performing LLM. Agreement was highest for non-motorist relation and crash manner and lowest for light condition, roadway surface condition, and work-zone relation. Differences across crash attributes exceeded differences across models. These results provide a benchmark for evaluating LLM-based crash coding and show that deployment should be evaluated on an attribute-specific basis using transparent baselines and human review.

Reinforcement Learning (RL) agents are increasingly deployed in safety-critical domains such as robotics, autonomous driving, and drone control, where unexpected behaviors may lead to severe real-world consequences. Fuzz testing has recently emerged as a promising method for exploring the vast state spaces of RL agents and exposing crashes. Although numerous RL fuzzing methods have been proposed, existing studies often differ in evaluation settings, baselines, and metrics, making it difficult to draw reliable conclusions about their relative effectiveness and practical usefulness. To address this gap, we present the first comprehensive empirical study that systematically evaluates RL fuzzing methods from four complementary perspectives: effectiveness, diversity, efficiency, and practical utility. We benchmark five state-of-the-art methods alongside random testing under unified configurations across three environments of increasing complexity (MountainCar, BipedalWalker, and CARLA), and further assess the downstream usefulness of detected crashes for agent robustness improvement and safety monitoring. Our results reveal several key insights. For instance,throughput-oriented methods like MDPFuzz demonstrate superior effectiveness and efficiency in crash discovery, while methods explicitly designed to encourage exploration like SeqDivFuzz excel at uncovering diverse crash behaviors. We also show that fuzzing-generated crashes can meaningfully improve agent robustness and enable accurate safety monitoring with strong cross-method generalization. Beyond these empirical findings, we distill actionable guidance for both researchers and practitioners, highlighting the benefits of combining complementary fuzzing strategies and adopting multi-level diversity analysis to achieve more comprehensive and practical RL testing.

Road crashes remain among the gravest threats to public safety, and preventing them is a defining task of transportation systems worldwide. Much of that harm concentrates at hotspots, yet a hotspot is less a place than an episode; it emerges quietly at an intersection or along an arterial, intensifies for weeks, then subsides, only to reappear elsewhere. Enforcement guided by maps of past crashes inevitably trails this cycle, patrolling yesterday's hotspots while tomorrow's form unwatched. Breaking that lag requires three capabilities at once: detecting hotspots as they are born, forecasting where they will sit next week, and following each one through its life. We introduce HERALD (Hotspot Emergence, Risk Anticipation, and Life-cycle Dynamics), a unified deep learning framework that provides all three from a single statewide model. HERALD distills each county's recent crash history into weekly risk maps and forecasts the next with a CNN--Transformer, whose mixture-of-experts lets one model serve dense urban cores and sparse rural corridors alike. Each forecast is anchored in the county's long-run crash geography, sharpened by the self-exciting effect of recent crashes, and paired with explicit warnings of where new hotspots are about to appear. Followed over time, every hotspot acquires a legible life story, from birth through growth and stability to decline and death. Across six heterogeneous Wisconsin counties, HERALD forecasts more accurately than five identically trained baselines, locates hotspots most precisely, and flags emerging risks before they take hold. A single adjustable setting trades accuracy for extra sensitivity where deployment demands it. The result shifts hotspot management from mapping the past to anticipating the future.

Traffic microsimulation combined with surrogate safety measures has increasingly been used as a proactive alternative to historical crash data for predicting crash frequency for current or planned road infrastructure designs. However, existing microsimulation-based safety studies have adopted simplified rule-based behaviour models, which reproduce traffic flow reasonably well but often fail to generate realistic conflict dynamics, limiting crash prediction accuracy. Recent advances in machine learning (ML)-based behaviour models offer a promising opportunity to potentially improve microsimulation realism and crash frequency predictions by learning human driving behaviour directly from large-scale trajectory datasets. To investigate this possibility, traffic microsimulation was conducted for five real-world signalised intersections in Leeds, UK, using both a standard rule-based model and a state-of-the-art ML model. Simulated vehicle trajectories were analysed using a two-dimensional Time-to-Collision metric to identify simulated conflicts, which were then modelled using Extreme Value Theory to predict crash frequency. Results show that conflicts from the ML model yielded crash predictions in line with the real-world crash data, whereas the rule-based model did not permit meaningful predictions, presumably due to a lack of model calibration to the specific simulated intersections. Directly using ML-generated simulated crashes to predict real-world crash frequency also yielded poor results, suggesting that while current ML models can realistically reproduce conflicts, they are not yet able to generate realistic crashes. Overall, the findings demonstrate that ML-based behaviour models are promising for improving crash prediction from simulated conflicts, without a need for location-specific model calibration, and suggest clear future directions for ML-based traffic microsimulation.

We introduce VZCrash, the largest publicly available dataset of real-world vehicle collision data featuring Inertial Measurement Unit (IMU) telemetry. The dataset contains more than 31,000 validated crashes and 158,000 negative samples, including hard cases and distractors. Each sample includes acceleration and angular velocity at 100 Hz, and GPS speed at 1 Hz. Events in VZCrash were captured by devices installed on a fleet of 73,010 commercial vehicles of different sizes driving in the United States over the span of several years. We also present an extensive experimental study enabled by the volume of the dataset. We first benchmark several different approaches, from a simple threshold-based heuristic to state-of-the-art deep learning models. Then, we present an experiment demonstrating the importance of scaling data to train high-quality crash detection models, and we show that scale is especially important when these models need to be deployed into a real-world environment.

Accurate and reliable vehicle trajectory prediction is essential for safe autonomous driving. Recent studies have incorporated safety risk into trajectory prediction to quantify dangers posed by surrounding agents. However, most risk-aware approaches use past risk information as a secondary signal to help guide decisions, overlooking its future evolution and uncertainty. In this paper, we propose a risk horizon profiling (RHP) module that incorporates a continuous, learnable potential field model for risk-aware trajectory prediction. The RHP module calculates the spatial-temporal proximity of surrounding objects to profile risk distributions across future horizons, which supports better trajectory prediction by adaptively identifying what human drivers perceive as critical moments. We evaluate our method on two datasets from different driving settings, highD for highway corridors and SHRP2 for urban streets, which cover diverse risk scenarios including safe, near-crash, and crash events. Compared to the baseline methods, our framework achieves a 25.0% reduction in 5s RMSE on the highD dataset and a 29.1% reduction in 5s minFDE on SHRP2. These results indicate strong performance for both short and long horizon prediction and robust generalization across highway and urban scenarios. The proposed method enables more realistic AV path planning and strategic selection, thereby supporting safer autonomous driving and more advanced driver-assistance systems. The source code for this work is available at: https://github.com/bilab-nyu/RHP

Police-reported crash statistics remain the standard input for urban road-safety assessment, but their incompleteness and reporting lag limit their usefulness for timely, fine-grained intervention design. Harsh acceleration and braking events are widely used as surrogate safety indicators, but have so far been studied only in comparatively small urban samples. This study analyses harsh events across the urban road network of Milan, combining high-resolution telematics from more than 4.2 million vehicles equipped with On-Board Units, segment-level traffic metrics from TomTom, street-network and infrastructure attributes from OpenStreetMap, and visual streetscape features extracted from Google Street View via semantic segmentation using a OneFormer model. We employ an analytical framework combining non-parametric Mann--Whitney U tests of segment-feature distributions between high- and low-harshness groups with supervised machine-learning regressors. We find that, once exposure is controlled for, wider carriageways, crossings and transit stops, and more open visual fields (higher sky- and road-pixel proportions) are associated with higher harsh-event intensity, while denser built frontage is associated with lower intensity. Finally, the cycling-infrastructure case study identifies a gradient in harsh-event intensity across facility types: markings-only cycle lanes are associated with a 19.5% higher harshness score, and mixed-traffic configurations with an 11.5% higher score, relative to physically separated cycle paths, conditional on the included controls. These results support context-specific rather than uniform urban-safety interventions and illustrate how large-scale telematics combined with open geospatial and visual data can inform Vision Zero decision-making at the metropolitan scale.

Full-vehicle crash simulations are computationally expensive, limiting their use in iterative design exploration. This work investigates learned hybrid surrogate models (MeshTransolver, MeshGeoTransolver, and MeshGeoFLARE) for predicting time-resolved structural deformation fields in an industrial lateral pole-impact benchmark. We evaluate whether neural surrogates can reproduce full-field crash kinematics with sufficient accuracy, spatial regularity, and structural plausibility for engineering interpretation. The proposed architectures combine local mesh message passing, geometry-aware global attention, and sparse contact-aware correction for autoregressive crash rollout. We compare mesh-based graph neural networks, attention-based geometric models, and hybrid architectures under a common training and hyperparameter configuration. The hybrid models capture both short-range structural interactions and long-range deformation patterns, while a sparse contact-aware variant assesses the effect of dynamic proximity interactions during rollout. On a 25-sample full-vehicle test set, the best hybrid model achieves a temporal mean root-mean-square error of 3.20 mm. While geometry-aware attention baselines are quantitatively competitive, qualitative side-view inspection shows they can introduce local spatial noise and deformation irregularities that complicate structural interpretation. In contrast, hybrid mesh-attention models provide the best balance between scalar accuracy, survival-space consistency, and physically interpretable displacement fields. These results suggest that crash surrogate assessment should combine global error metrics with downstream safety-relevant quantities and qualitative field inspection. The proposed methodology enables fast full-field predictions while preserving essential structural information for industrial crash-engineering analysis.

Crash simulation is a cornerstone of modern vehicle development because it reduces the need for costly physical prototypes, accelerates safety-driven design iteration, and increasingly supports virtual testing workflows. At the same time, modeling structural crash mechanics remains exceptionally challenging: the response is governed by nonlinear contact, large deformation, material plasticity, failure, and complex multi-body interactions evolving over space and time on high-resolution finite-element meshes. In this work, we introduce CarCrashNet, a public high-fidelity open-source benchmark for data-driven structural crash simulation. CarCrashNet combines component-scale and full-vehicle simulations in a multi-modal format, including more than 14,000 bumper-beam pole-impact simulations with varying geometry, materials, and boundary conditions, together with 825 full-vehicle crash simulations built from three industry-standard vehicle models of increasing structural complexity: Dodge Neon, Toyota Yaris, and Chevrolet Silverado. To establish the reliability of the benchmark, we validate our open-source finite-element workflow based on OpenRadioss against both experimental crash data and the commercial solver Ansys LS-DYNA. We also introduce CrashSolver, a machine-learning model designed for full-vehicle crash prediction from high-resolution finite-element crash data. We further perform extensive benchmarking across the released datasets and evaluate CrashSolver against state-of-the-art geometric deep learning and transformer-based neural solvers. Our results position CarCrashNet as a foundation for reproducible research in structural simulation, crashworthiness modeling, and AI-driven virtual crash testing. The dataset is available at https://github.com/Mohamedelrefaie/CarCrashNet.

Although intersections are the most complex parts of the roadway network, pedestrian crashes at non-intersection locations are disproportionately frequent, highlighting a serious traffic safety concern. This study investigates non-intersection crashes involving pedestrians using a crash database (2017-2021) collected from Louisiana State. As the risk of pedestrian crashes tends to vary with distance from the intersection, the research team utilized a unique framework "distance to intersection" to capture the differences in crash patterns at non-intersection locations. The study identified that around 50% of non-intersection pedestrian crashes occurred within 198 ft. of the intersection. In the next step, the collected 3,135 pedestrian crashes at non-intersection locations during the study period were subdivided into three zones: D1 zone designates crashes occurring within 150 ft. of an intersection (1,277 crashes), D2 zone designates crashes occurring within 151 ft. to 435 ft. of an intersection (1,060 crashes) and D3 zone designates crashes occurring at 435 ft. or higher from an intersection (798 crashes). To explore the complex interaction of multiple factors, an intuitive data mining technique, Association Rules Mining was used. A total of the top 60 interesting association rules (20 for each zone) were identified by the algorithm (based on lift and support measures). In addition, a total of 124 rules were explored based on Lift Increase Criterion (LIC) measure. The findings of this research provide critical insights into pedestrian crash involvement at non-intersection locations and the variation in crash patterns according to the "distance to intersection". Based on the findings, some of the targeted problem-specific countermeasures are also recommended to address the crash patterns at non-intersection locations.

We present CRADIPOR, a numerical dispersion prediction tool for automotive crash simulations. Finite Element (FE) crash models are widely used throughout vehicle development, but their predictions are not strictly repeatable because of parallel computation and model complexity. As a result, performance criteria evaluated during post-processing may exhibit significant numerical dispersion, which complicates engineering decision-making. Although dispersion can be estimated by repeating the same simulation, this approach is generally impractical because of its high computational cost. This work therefore investigates a prediction tool that can be applied during routine crash-simulation post-processing without repeating the computation. The proposed approach relies on a Rank Reduction Autoencoder (RRAE) combined with supervised classification in order to identify regions sensitive to numerical dispersion. The comparative analysis suggests that the RRAE-based framework is more effective than the Random Forest baseline on the studied dataset. Among the tested signal representations, wavelet-based and slope-based inputs appear to be the most promising, with slope variations providing the best classification performance. These results support the use of structured latent representations for improving numerical-dispersion detection in automotive crash post-processing.

Tree-involved crashes represent a critical subset of run-off-road (ROR) collisions, often resulting in fatal or severe injuries due to high-energy impacts. This study develops a comprehensive analytical framework to identify and quantify risk factors contributing to crash severity in tree-involved collisions using the Crash Report Sampling System (CRSS) database spanning 2020-2023. The modeling framework follows a multi-step process. First, a machine learning based classification model (CatBoost) identifies key factors associated with binary crash injury severity (KA: fatal or incapacitating injury versus BC: non-incapacitating or possible injury). Second, SHapley Additive exPlanations (SHAP) tool is used to quantify and visualize the marginal effects of top influential factors on crash severity. Third, a binary logistic regression model estimates factor effects and validates SHAP-derived importance measures. Finally, SHAP interaction plots examine the combined effects of key contributing factors. Results reveal restraint non-use as the most influential predictor, with unrestrained occupants nearly three times more likely to experience severe outcomes due to ejection risk. Vehicle age, speeding violations, and driver impairment demonstrate substantial effects, reflecting reduced crashworthiness, increased impact forces, and reduced control capabilities. Critical interactions emerge between lighting conditions and vehicle age, speeding and lighting conditions, restraint use and vehicle age, and road surface and speeding, demonstrating additive risk effects with specific interactions. These findings provide critical insights for targeted safe system-based interventions, including enhanced seat belt enforcement, speed management in reduced visibility conditions, and vehicle fleet modernization.

Serving large language models under latency service-level objectives (SLOs) is a configuration-heavy systems problem with an unusually failure-prone search space: many plausible configurations crash outright or miss user-visible latency targets, and standard black-box optimizers treat these failures as wasted trials. We present SLO-Guard, a crash-aware autotuner for vLLM serving that treats crashes as first-class observations. SLO-Guard combines a feasible-first Thermal Budget Annealing (TBA) exploration phase with a warm-started Tree-structured Parzen Estimator (TPE) exploitation phase; the handoff replays all exploration history, including crashes encoded as extreme constraint violations. We additionally contribute a configuration-repair pass, a GPU-aware KV-cache memory guard, and a four-category crash taxonomy. We evaluate SLO-Guard on Qwen2-1.5B served with vLLM 0.19 on an NVIDIA A100 40GB. Across a pre-specified five-seed study, both SLO-Guard and uniform random search attain 75/75 feasibility with zero crashes under the corrected concurrent harness, and are statistically tied on best-achieved latency (Mann-Whitney two-sided p=0.84). SLO-Guard's advantage is in budget consistency: more trials in the fast-serving regime (10.20 vs. 7.40 out of 15; one-sided p=0.014) and higher post-handoff consistency (0.876 vs. 0.539; p=0.010). Under concurrent load, SLO-Guard's cross-seed standard deviation on best latency is 4.4x tighter than random search's (2.26 ms vs. 10.00 ms). A harness-replication analysis shows that the consistency findings survive an independent sequential-dispatch measurement condition. The central claim is not that SLO-Guard finds a better final configuration, but that it spends a fixed tuning budget more predictably once the fast regime has been found.

We present GeoTransolver, a multiscale geometry-aware physics attention transformer for Computer Aided Engineering (CAE). GeoTransolver extends the Transolver backbone with GALE (Geometry-Aware Latent Embeddings) attention, which pairs physics-aware self-attention on learned state slices with cross-attention to a shared geometry and global context computed via multi-scale ball queries (inspired by Domino) and reused in every block. Implemented and released in NVIDIA PhysicsNeMo, GeoTransolver persistently projects geometry and global parameters, into physical state spaces to anchor computations to domain structure and operating regimes. We benchmark on DrivAerML, SHIFT-SUV, and SHIFT-Wing against Domino, Transolver (PhysicsNeMo implementation), and literature-reported AB-UPT, evaluating drag/lift R2 and relative L1 errors on field variables. As an additional nonlinear structural mechanics application, we also report Transolver and GeoTransolver results on bumper-beam and full-vehicle Body-in-White (BIW) crash-dynamics benchmarks, evaluating relative L2 trajectory error and probe-level kinematic MSE. GeoTransolver delivers improved accuracy, robustness to geometry and regime shifts, and favorable data efficiency; we include DrivAerML ablations and qualitative contour and design-trend results, advancing operator learning for high-fidelity surrogates on complex, irregular, non-linear domains.

Fuzzing frameworks like syzkaller have uncovered thousands of Linux kernel crashes, many of which are critical and security-sensitive. However, the ability to rapidly repair these crashes has not kept pace, particularly given the complexity and low-level nature of kernel code. Predominantly targeting user-space applications, existing LLM-based program repair techniques are not tailored to the unique challenges posed by kernel fuzz bugs-such as the absence of natural language bug reports, lack of exhaustive test oracles, and highly specialized crash artifacts. Thus, in this work, we first identify the prevalent bottlenecks that generic agents struggle with in complex systems such as the Linux kernel. Guided by these findings, we then build kAgent, a workflow-based agent inspired by how kernel developers diagnose and fix bugs, and kGym++, the co-designed toolstack supporting kAgent's requests. kAgent inspects relevant execution logs, generates execution-grounded natural language hypotheses, synthesizes candidate patches, validates patches through crash reproduction, and iteratively refines its reasoning. We ablate these agentic system features in kAgent and quantitatively analyze their contributions to the overall performance. We also report our experience on building agents for kernel crash repair. Although derived from this work on Linux, we note that our experience applies broadly to fuzzing-discovered bugs in complex systems software. We evaluate kAgent on kBenchSyz and show that it can repair up to 54.5% of crashes without localization and 65% with correct file hints. We also show kAgent's generalization on a few wild Syzkaller bugs, and how different patch types offer varying utility to developers who debug complex system software.