Journal of Transport & Health最新文献_第3页

Aggressive driving and ADHD symptoms in young male drivers: Examining the roles of personality traits and driving anger 年轻男性司机的攻击性驾驶和多动症症状：人格特质和驾驶愤怒的作用检验

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-17 DOI: 10.1016/j.jth.2025.102249

Mohammad Asif Sheikh

Introduction

Aggressive driving behaviors are linked to attention-deficit/hyperactivity disorder (ADHD) symptoms, yet the moderating roles of personality traits and driving anger remain underexplored, particularly among two-wheeler riders in low- and middle-income countries (LMICs). This study examined associations between aggressive driving violations and ADHD symptom severity, focusing on neuroticism and driving anger as moderators.

Methods

A cross-sectional survey was conducted with 150 male postgraduate two-wheeler riders in India. ADHD symptoms were assessed using the Adult ADHD Self-Report Scale, aggressive driving violations via the Extended Driver Behaviour Questionnaire, driving anger using the Deffenbacher Driving Anger Scale, and personality traits through the 10-item Big Five Inventory. Multiple regression and moderation analyses were performed.

Results

Aggressive driving violations significantly predicted ADHD symptom severity (p < .001), independent of driving anger and neuroticism. A marginal interaction with neuroticism (p = .068) suggested a stronger association at lower neuroticism levels. Driving anger did not significantly moderate this relationship. Age and helmet non-use were also independently associated with ADHD symptoms (p = .045 and p = .024, respectively).

Conclusions

Aggressive driving violations show a stable association with ADHD symptom severity in young male two-wheeler riders in an LMIC context, with preliminary evidence for neuroticism as a moderator. These findings underscore the need for personality-informed interventions addressing self-regulatory and behavioral aspects of driving behavior in ADHD populations.

攻击性驾驶行为与注意力缺陷/多动障碍（ADHD）症状有关，但人格特征和驾驶愤怒的调节作用仍未得到充分研究，特别是在低收入和中等收入国家（LMICs）的两轮车骑手中。这项研究考察了攻击性驾驶违规行为与多动症症状严重程度之间的关系，重点关注神经质和驾驶愤怒作为调节因素。方法对印度150名男性研究生骑两轮车进行横断面调查。ADHD症状评估采用成人ADHD自我报告量表，攻击性驾驶违规行为评估采用扩展驾驶行为问卷，驾驶愤怒评估采用Deffenbacher驾驶愤怒量表，人格特征评估采用10项大五量表。进行多元回归和适度分析。结果攻击性驾驶违规与ADHD症状严重程度有显著相关性（p < .001），与驾驶愤怒和神经质无关。与神经质的边际相互作用（p = 0.068）表明，在较低的神经质水平上，相关性更强。驾驶愤怒并没有显著缓和这一关系。年龄和不使用头盔也与ADHD症状独立相关（p = 0.045和p = 0.024）。结论：在LMIC背景下，攻击性驾驶违规行为与年轻男性两轮车司机ADHD症状严重程度有稳定的关联，初步证据表明神经质是调节因素。这些发现强调了对ADHD人群驾驶行为的自我调节和行为方面进行个性知情干预的必要性。

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引用次数: 0

Health effects of exposure to different urban walking environments: A systematic review and meta-analysis 暴露于不同城市步行环境对健康的影响：一项系统综述和荟萃分析

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-16 DOI: 10.1016/j.jth.2025.102246

Ruoxiang Tu , Yiqiang Xiao , Juqing Huang , Jiayu Zhou , Shi Yin , Song Song

Background

Walking is a fundamental mode of transportation and an essential form of sustainable physical activity for urban residents. Prior research supports the health benefits of walking, yet few studies have rigorously compared natural and artificial walking environments to provide a valid assessment of environmental effects. This review addresses this gap by synthesizing the effects of exposure to natural walking environments on physiological and psychological outcomes and summarizing the major walking environment factors.

Methods

A total of 55 intervention studies were included, identified through database searches (WOS, Scopus, PubMed) using targeted queries on urban outdoor walking environment exposures, supplemented by citation tracking. Meta-analyses were performed on physiological (e.g., cardiovascular measures, cortisol) and psychological outcomes (commonly used scales) reported in the included studies, comparing natural and artificial walking environments.

Results

Meta-analyses showed that natural walking environments significantly improved positive affect (based on 11 studies, p < 0.00001) and reduced anxiety (5 studies, p = 0.03) compared with artificial environments, and subgroup analyses further indicated that walking approximately 1.5–2.5 km in natural environments can significantly improve positive affect. No significant differences were found in heart rate, blood pressure, cortisol, mood, or cognitive performance between the two walking environments.

Conclusion

Natural walking environments offer significant mental health benefits, although evidence for direct physiological improvements remains limited. These benefits depend on walking distance and duration and may be partially offset by uncomfortable walking settings, suggesting that adequate walking space and physical environmental factors should also be integrated into urban design.

步行是一种基本的交通方式，也是城市居民可持续体育活动的基本形式。先前的研究支持步行对健康的益处，但很少有研究严格比较自然和人工步行环境，以提供对环境影响的有效评估。本综述通过综合暴露于自然步行环境对生理和心理结果的影响并总结主要步行环境因素来解决这一空白。方法通过数据库检索（WOS、Scopus、PubMed），以城市户外步行环境暴露为目标查询，辅以引文跟踪，共纳入55项干预研究。对纳入研究中报告的生理（如心血管测量、皮质醇）和心理结果（常用量表）进行荟萃分析，比较自然和人工步行环境。结果荟萃分析显示，与人工环境相比，自然步行环境显著提高了积极情绪（基于11项研究，p < 0.00001），显著降低了焦虑（5项研究，p = 0.03），亚组分析进一步表明，在自然环境中步行约1.5-2.5 km可显著提高积极情绪。两种步行环境在心率、血压、皮质醇、情绪或认知表现方面没有发现显著差异。结论：自然散步环境对心理健康有显著的益处，尽管直接改善生理状况的证据仍然有限。这些好处取决于步行距离和持续时间，可能会被不舒适的步行环境部分抵消，这表明适当的步行空间和物理环境因素也应纳入城市设计。

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引用次数: 0

A comparative study of the spatial variability of cyclist, pedestrian, and motorised two-wheeler rider fatalities in an urban area 城市地区骑自行车者、行人和机动两轮骑自行车者死亡的空间变异性比较研究

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-11 DOI: 10.1016/j.jth.2025.102228

Rashmeet Kaur Khanuja , Geetam Tiwari

Introduction

Road traffic deaths and air pollution by motorised traffic are the two major health concerns that require evidence-based policies to reduce the burden, especially in developing nations like India. Cycling can help reduce air pollution, but the mode share of bicycles is reducing due to safety concerns. Understanding bicycle fatalities is important to recognise the deterrents to bicycle use. Many studies combine bicycle fatalities with pedestrians and motorised two-wheeler riders. But the share of cyclist fatalities is less; hence, combining it with other Vulnerable Road User (VRU) fatalities may result in misleading outcomes.

Methodology

In the study, spatial variability and predictor variables of the cyclists' fatalities are compared with those of pedestrians and motorised two-wheeler riders’ fatalities. All the spatial analyses were performed at the level of Traffic Analysis Zones.

Results

Moran's I statistics revealed that for the data used in the study, spatial orientation for cyclist fatality is random, while for pedestrians and motorised two-wheeler riders, it is clustered. The model outcomes underscore the impact of various predictor variables on VRU safety. The results also highlight that the predictors of cyclists' fatalities differ from other VRU fatalities. The presence of bus stops has a higher negative impact on cyclist safety as compared to pedestrian and motorised two-wheeler rider safety. Cyclist safety is also influenced by industrial land use and public spaces; however, no such relations for the other VRU safety are observed.

Conclusion

Studies disaggregated by road user types are recommended because the fatality pattern and causal factors differ among the VRUs. These studies will assist in planning targeted interventions to implement effective countermeasures for improving road safety.

道路交通死亡和机动交通造成的空气污染是两个主要的健康问题，需要以证据为基础的政策来减轻负担，特别是在印度等发展中国家。骑自行车有助于减少空气污染，但出于安全考虑，自行车的模式份额正在减少。了解自行车死亡事故对于认识到阻止骑自行车的因素很重要。许多研究将骑自行车的死亡人数与行人和骑两轮摩托车的人联系起来。但骑自行车的人死亡的比例更低；因此，将其与其他弱势道路使用者（VRU）死亡人数相结合可能会导致误导性结果。在这项研究中，骑车者死亡的空间变异性和预测变量与行人和机动两轮车的死亡进行了比较。所有的空间分析都是在交通分析区水平上进行的。结果moran的I统计数据显示，对于研究中使用的数据，骑自行车死亡的空间方向是随机的，而对于行人和电动两轮车骑行者来说，它是聚集的。模型结果强调了各种预测变量对VRU安全性的影响。研究结果还强调，骑自行车者的死亡预测因素与其他VRU死亡预测因素不同。与行人和机动两轮车乘客的安全相比，公交车站的存在对骑自行车的人的安全产生了更大的负面影响。骑自行车者的安全也受到工业用地和公共空间的影响；然而，其他VRU的安全性没有观察到这种关系。结论不同道路使用者的死亡模式和致病因素不同，建议按道路使用者类型进行分类研究。这些研究将有助于规划有针对性的干预措施，以执行有效的对策，改善道路安全。

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引用次数: 0

Levelling-up walking as a mode of transport - a case for changing hierarchies 提升步行作为一种交通方式的水平——改变等级制度的一个例子

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-09 DOI: 10.1016/j.jth.2025.102242

David Chapman , Charlotta Johansson , Glenn Berggård , David Lindelöw , Agneta Larsson , Luisa Merlo , Finn Nilson

Introduction

Walking has a key role in achieving the compact and 15-min city, improving public health, and reaching sustainability goals. However, whilst walking is placed at the top of the transport hierarchy in public documents throughout Scandinavia, in reality, walking as a mode of transport is consistently downplayed and hierarchically placed in the bottom of the transport hierarchy. Focus in the public and planning discourse is instead commonly on either motorised transport, public transport, or cycling, regardless of whether the focus is on city planning, logistics or safety.

Methods

To better understand why this is the case – as well as attempting to suggest solutions to levelling-up walking as a mode of transport – academics, policymakers, and practitioners from across Scandinavia were strategically selected to contribute with their knowledge through focus groups and individual surveys during 2021 and 2023.

Results

In the analysis of the material, it became clear that walking was largely viewed in the parallel perspectives of two fields: planning and safety. These fields coexist as disparate and disconnected fields, basing their work on different methodologies and input data, resulting in an incoherent understanding of walking as a mode of transport. However, the analysis also enabled the development of a thematic model: realising walking as a mode of transport, illustrating an ideal construct in which planning and safety perspectives work coherently.

Conclusion

The results suggest that there is a strong desire to level-up walking as a mode of transport and change the status and hierarchy in the transport system. However, to do so requires a more holistic and multi-disciplinary view.

步行在实现紧凑的15分钟城市、改善公共卫生和实现可持续发展目标方面发挥着关键作用。然而，尽管步行在斯堪的纳维亚的公共文件中被置于交通等级的顶端，但实际上，步行作为一种交通方式一直被淡化，并在等级上被置于交通等级的底部。相反，公共和规划话语的重点通常放在机动交通、公共交通或自行车上，而不管重点是城市规划、物流还是安全。为了更好地理解为什么会出现这种情况，并试图提出将步行作为一种交通方式的解决方案，我们战略性地选择了来自斯堪的纳维亚半岛各地的学者、政策制定者和从业者，通过2021年和2023年的焦点小组和个人调查贡献他们的知识。结果在对材料的分析中，很明显，步行在很大程度上被视为两个平行的领域：规划和安全。这些领域作为不同的和不相关的领域共存，基于不同的方法和输入数据，导致对步行作为一种交通方式的不连贯理解。然而，分析也促进了主题模型的发展：实现步行作为一种交通方式，说明了一个理想的结构，在这个结构中，规划和安全的观点是一致的。结论步行作为一种交通方式，在交通系统中的地位和等级发生变化的愿望是强烈的。然而，要做到这一点，需要一个更全面和多学科的观点。

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引用次数: 0

Two wheels, better years? A systematic review on Health-Related Quality of Life (HRQoL) outcomes in older cyclists 两个轮子，更好的岁月？老年骑自行车者健康相关生活质量（HRQoL）结果的系统回顾

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-03 DOI: 10.1016/j.jth.2025.102225

Sergio A. Useche , Pau Llopis , Francisco Alonso , Ana Pablos

Population aging raises health and mobility issues that affect daily functioning and well-being. Cycling is a feasible, low-impact option in later life, but evidence on its physical and mental health effects in older adults remains fragmented.

Aim

This literature review study aimed to synthesize empirical evidence on health-related quality of life (HRQoL) outcomes of cycling among adults aged ≥65 years, with specific attention to physical and mental health, and to document reported risks or vulnerabilities.

Methods

Systematic searches were conducted in PubMed, Scopus, and Web of Science (1990–2025) following PRISMA procedures. Inclusion was restricted to peer-reviewed journal articles in English reporting real-world cycling exposure among older adults. Study quality was appraised using design-appropriate tools (NOS, JBI, AMSTAR-2, CASP). Outcomes were grouped as physical health, mental health, and risks/vulnerabilities.

Results

Twenty-eight studies met eligibility. Most were quantitative and cross-sectional, with limited longitudinal or intervention designs, and were predominantly conducted in high-income settings. Sixteen studies reported physical health outcomes (e.g., better mobility, balance/leg strength, cardiometabolic markers), eleven addressed mental/psychosocial health (e.g., lower distress, higher life satisfaction and overall mental HRQoL; mixed findings for cognition/anxiety), and eight reported risks or vulnerabilities (e.g., greater injury severity with age, skill limitations in specific maneuvers, higher inhaled NO₂ relative to some modes, and safety/infrastructure concerns). Some studies reported multiple domains, leading to overlaps in these counts. Measurement approaches varied across studies.

Conclusion

Cycling in later life shows associations with improved functional capacity and selected mental health indicators, while participation and outcomes depend on safety perceptions, infrastructure, and demographic factors. Evidence would clearly benefit from further longitudinal and intervention studies, standardized outcome measures, and equity-focused analyses to inform age-friendly infrastructure, skills programs, and inclusive access to cycling.

人口老龄化引发了影响日常功能和福祉的健康和流动性问题。骑自行车是一种可行的、对老年人影响较小的选择，但关于骑自行车对老年人身心健康影响的证据仍然不完整。目的：本文献综述研究旨在综合65岁以上成人骑行与健康相关的生活质量（HRQoL）结果的经验证据，特别关注身体和心理健康，并记录报告的风险或脆弱性。方法按照PRISMA程序系统检索PubMed、Scopus和Web of Science（1990-2025）。纳入仅限于同行评议的英文期刊文章，这些文章报道了老年人真实的自行车暴露情况。采用适合设计的工具（NOS、JBI、AMSTAR-2、CASP）评价研究质量。结果分为身体健康、心理健康和风险/脆弱性。结果28项研究符合入选条件。大多数是定量和横断面的，纵向或干预设计有限，主要在高收入环境中进行。16项研究报告了身体健康结果（例如，更好的流动性、平衡/腿部力量、心脏代谢指标），11项研究报告了精神/心理社会健康（例如，更低的痛苦、更高的生活满意度和总体精神HRQoL；认知/焦虑的结果喜忧不齐），8项研究报告了风险或脆弱性（例如，随着年龄的增长，更严重的伤害程度，特定动作的技能限制，相对于某些模式，吸入的二氧化氮更高，以及安全/基础设施问题）。一些研究报告了多个域，导致这些计数重叠。不同研究的测量方法各不相同。结论晚年骑车与功能能力和某些心理健康指标的改善有关，而参与程度和结果取决于安全认知、基础设施和人口因素。证据显然将受益于进一步的纵向和干预研究、标准化的结果测量和以公平为重点的分析，为老年人友好型基础设施、技能项目和包容性骑行提供信息。

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引用次数: 0

LGBTQI+ public transport rider harassment experiences and anti-violence strategy recommendations LGBTQI+公共交通乘客骚扰经历及反暴力策略建议

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-02 DOI: 10.1016/j.jth.2025.102233

Kirsten J. Tilleman, Subeh Chowdhury, Theunis F.P. Henning

Introduction

LGBTQI+ public transport (PT) riders face elevated rates of violence based on gender, sexual orientation, and visible “queerness.” People who are transgender, non-binary, and have intersectional marginalised identities are especially at risk of violence.

Methodology

The current study evaluates data from focus groups and interviews with 25 LGBTQI+ women (cisgender and transgender) and non-binary individuals. We adapted reflexive thematic analysis to a systems theory framework for deep engagement with the dataset and to evaluate interconnected elements of a dynamic and layered PT security environment for practical solutions.

Analysis

Our analysis generated an overarching theme of a PT collective safety agreement that draws its safety/security strength from community relationships and partnerships. Three supporting themes reflect areas participants described as necessary for creating a PT environment where they can ride free from harassment, fear, and violence: behavioural expectations, inclusive communication, and PT authority responsibilities. Applied in a systems framework, we evaluated the overarching theme as a system that requires PT authorities to enforce consequences for unacceptable behaviour while providing safety/security support and resources, active allyship, and inclusive communications.

Conclusion

Attempts to meaningfully increase safety/security cannot be done with a limited scope and siloed approach. For safer and more secure PT networks, PT authorities should consider a systems-level approach that supports multiple interconnected elements with appropriately-sized physical, financial, and personnel resources. Committing to a PT collective safety agreement will not provide overnight results; but such a system can provide lasting results over time.

lgbtqi +公共交通（PT）乘客面临着基于性别、性取向和明显的“酷儿”的暴力发生率上升。跨性别、非二元和具有交叉性边缘身份的人尤其容易遭受暴力。目前的研究评估了25名LGBTQI+女性（顺性和变性）和非二元个体的焦点小组和访谈数据。我们将反思性主题分析适应于系统理论框架，以便与数据集深入接触，并评估动态和分层PT安全环境的相互关联元素，以寻求实际解决方案。分析我们的分析得出了PT集体安全协议的总体主题，该协议从社区关系和伙伴关系中汲取安全/安保力量。三个支持主题反映了与会者认为创造一个使他们免受骚扰、恐惧和暴力的PT环境所必需的领域：行为期望、包容性沟通和PT当局的责任。在系统框架中，我们评估了总体主题作为一个系统，该系统要求PT当局对不可接受的行为执行后果，同时提供安全/安保支持和资源、积极的盟友关系和包容性通信。结论：通过有限的范围和孤立的方法无法有效地提高安全性。为了更安全、更可靠的PT网络，PT当局应该考虑一种系统级的方法，该方法支持具有适当大小的物理、财务和人员资源的多个相互连接的元素。承诺达成PT集体安全协议不会带来一蹴而就的结果；但随着时间的推移，这样的系统可以提供持久的效果。

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引用次数: 0

Exploring the non-linear relationship between the built environment and older people's cycling behavior in Seoul, South Korea 探索韩国首尔建筑环境与老年人骑行行为之间的非线性关系

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-01 DOI: 10.1016/j.jth.2025.102230

Hyeonjeong Lee, Jinhyun Hong

引用次数: 0

Disentangling the effects of COVID-19 on pedestrian injury severity in motorcycle-related crashes: Evidence from mixed logit modelling 解开COVID-19对摩托车相关碰撞中行人受伤严重程度的影响：来自混合logit模型的证据

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-01 DOI: 10.1016/j.jth.2025.102232

Yasir Ali

Introduction

Past research has thoroughly investigated pedestrian safety, whereby most studies analysed vehicle-pedestrian interactions and the underlying pedestrian injury determinants. However, motorcyclists exhibit significantly different behaviours than car drivers, which may lead to comparable or even greater injuries to pedestrians, and possibly with different injury severity determinants. Further, with COVID-19 encouraging increased walking and single-person travel (like motorcycle riding), whether and how pedestrian injury severities vary in motorcycle-related crashes need further exploration. This study answers these questions.

Method

Using three-year data from the UK STATS19, separate year-wise mixed logit models are estimated to examine pedestrian injury severity outcomes in motorcycle-related crashes during COVID-19. The likelihood ratio tests are performed to investigate temporally unstable patterns in pedestrian injury severity.

Results

The results confirm that the presence of temporal variation in pedestrian severity outcomes is linked to pronounced effects of COVID-19. The developed models suggest some pedestrian injury severity determinants are stable, whereby speed limit (40 mph or 64 kph), evening time, and junction indicators show consistent effects across years, highlighting that these factors are not impacted by COVID-19. Contrastingly, some factors reveal varied effects across years, highlighting the effect of COVID-19, for example, the 30 mph (or 48 kph) speed limit, pedestrian crossing, urban areas, pedestrian age, and motorcyclist location change signs. Injury severity determinants are compared/contrasted between vehicle- and motorcyclist-pedestrian crashes, highlighting the need to separately analyse these interactions and frame targeted, tailored policies to minimise pedestrian injury severity.

Conclusions

The study findings indicate pedestrian injury determinants when interacting with motorcyclists shift over time, which is attributed to COVID-19, thus requiring tailored safety interventions for pedestrians and motorcyclists.

Practical applications

The results will underpin developing effective countermeasures, which will promote walking and contribute to the national agendas on increasing active travel uptake and achieving net-zero goals.

过去的研究已经彻底调查了行人安全，其中大多数研究分析了车辆与行人的相互作用和潜在的行人伤害决定因素。然而，摩托车手表现出与汽车司机明显不同的行为，这可能导致对行人的伤害相当甚至更大，并且可能具有不同的伤害严重程度决定因素。此外，由于COVID-19鼓励增加步行和单人旅行（如骑摩托车），需要进一步探索摩托车相关碰撞中行人受伤严重程度是否以及如何不同。这项研究回答了这些问题。方法使用来自英国STATS19的三年数据，估计单独的年度混合logit模型，以检查COVID-19期间摩托车相关碰撞中行人伤害严重程度的结果。进行似然比检验，以调查行人损伤严重程度的时间不稳定模式。结果证实，行人严重程度结果的时间变化与COVID-19的显著影响有关。开发的模型表明，一些行人伤害严重程度的决定因素是稳定的，其中限速（40英里/小时或64公里/小时）、夜间时间和路口指标在多年间表现出一致的影响，强调这些因素不受COVID-19的影响。相比之下，一些因素在不同年份显示出不同的影响，突出了COVID-19的影响，例如30英里/小时（或48公里/小时）的限速、人行横道、城市地区、行人年龄和摩托车手的位置变化标志。对车辆和摩托车与行人碰撞的伤害严重程度决定因素进行了比较/对比，强调需要分别分析这些相互作用，并制定有针对性的量身定制政策，以最大限度地减少行人伤害严重程度。研究结果表明，行人与摩托车手互动时的伤害决定因素会随着时间的推移而变化，这归因于COVID-19，因此需要针对行人和摩托车手的量身定制的安全干预措施。实际应用研究结果将为制定有效的对策提供基础，这些对策将促进步行，并有助于提高主动出行率和实现净零目标的国家议程。

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引用次数: 0

Assessing public space design at transport stations during emergency situations using a data-driven agent-based model 使用数据驱动的基于主体的模型评估紧急情况下交通站点的公共空间设计

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-12-01 DOI: 10.1016/j.jth.2025.102229

Liu Yang , Fangfang Zhao , Huijin Zhang , Koen H. van Dam , Arnab Majumdar

Introduction

Designing livable and resilient public spaces around transit stations is increasingly recognized as essential for promoting public health and well-being. Nevertheless, limited research has examined how different spatial configurations influence crowd behavior under both normal and high-risk scenarios. This study explored the design of high-quality public spaces around transit stations, focusing on crowds and considering responses to emergencies through computer-aided tools.

Methods

A literature review was conducted to identify urban design approaches relevant to infectious disease control and emergency management. Building on these insights, a data-driven, agent-based pedestrian model was developed to quantitatively assess design alternatives. The model incorporated diverse walking purposes and a heterogeneous population informed by observed behavior and tracking data. Using this model, a case study was conducted in Nanjing to test design strategies, such as street furniture, bollards at exits, and decentralized small open spaces, contributing to urban design guidelines for accommodating crowds in normal and risky conditions.

Results

Simulation analyses highlighted a set of urban design guidelines that improve the quality of public spaces around transit stations while enhancing resilience to infectious disease outbreaks and emergencies.

Conclusions

This study contributes to resilient transit-oriented development by providing evidence-based insights that can inform urban design practices and policymaking for public transport hubs.

在交通站点周围设计宜居和有弹性的公共空间越来越被认为是促进公众健康和福祉的必要条件。然而，有限的研究考察了不同的空间配置在正常和高风险情景下对人群行为的影响。本研究探讨了交通站点周围高质量公共空间的设计，重点关注人群，并考虑通过计算机辅助工具应对突发事件。方法通过文献综述，找出与传染病控制和应急管理相关的城市设计方法。在这些见解的基础上，开发了一个数据驱动的、基于代理的行人模型，以定量评估设计方案。该模型结合了不同的步行目的和通过观察行为和跟踪数据得知的异质人群。使用该模型，在南京进行了一个案例研究，以测试设计策略，例如街道家具，出口护柱和分散的小型开放空间，为城市设计指南提供在正常和危险条件下容纳人群的指导。结果：模拟分析强调了一套城市设计准则，这些准则提高了交通车站周围公共空间的质量，同时增强了对传染病爆发和紧急情况的抵御能力。本研究通过提供基于证据的见解，为公共交通枢纽的城市设计实践和政策制定提供信息，有助于弹性交通导向发展。

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引用次数: 0

Outdoor lighting and active travel: A high-resolution analysis using satellite imagery and Strava data in Glasgow 户外照明和主动出行：格拉斯哥使用卫星图像和Strava数据的高分辨率分析

IF 3.3 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-11-30 DOI: 10.1016/j.jth.2025.102224

Eugeni Vidal-Tortosa , Eva Heinen , Jim Uttley , Demet Yesiltepe , Steve Fotios , Robin Lovelace

Introduction:

The benefits of active travel are well-established. While previous research has explored how built environment factors (such as population density, accessibility, land use, and infrastructure) influence active travel, micro-scale features like outdoor lighting have received less attention. This study examines associations between outdoor lighting levels and active travel in Glasgow, accounting for broader contextual factors and distinguishing between daylight and dark conditions.

Methods:

We used Strava data, satellite-derived outdoor lighting imagery, and other spatial datasets aggregated to small-area zones in Glasgow. Bayesian spatial models (Besag–York–Mollié) were fitted to estimate associations between contextual variables and distances travelled on foot, by bike, and by both modes combined, separately for daylight and dark hours.

Results:

Outdoor lighting levels derived from night-time satellite imagery were positively associated with walking, cycling, and overall active-travel distances during both light conditions (daylight and dark). These associations were stronger during dark hours, particularly for cycling. Several contextual relationships also varied by light condition: industrial density was positively associated with cycling only during daylight, while quietness and gradient showed stronger associations during daylight. Population and income deprivation were negatively associated across all modes under both light conditions.

Conclusions:

Our findings underscore the potential relevance of lighting in shaping active travel patterns after dark, particularly for cycling. They also highlight the need for future research that considers light conditions and time of day in environmental studies of mobility, as well as across broader contexts, specific locations, and diverse population groups – to better inform equitable and effective active travel policy.

导读：积极旅行的好处是众所周知的。虽然之前的研究已经探讨了建筑环境因素（如人口密度、可达性、土地利用和基础设施）如何影响主动出行，但像户外照明这样的微观尺度特征却很少受到关注。这项研究调查了格拉斯哥户外照明水平和活跃出行之间的关系，考虑了更广泛的背景因素，并区分了日光和黑暗条件。方法：我们使用Strava数据、卫星衍生的室外照明图像和其他空间数据集，这些数据集聚集在格拉斯哥的小区域。贝叶斯空间模型（besag - york - molli）被用来估计环境变量与步行、骑自行车以及两种模式结合的距离之间的联系，分别用于白天和黑夜。结果：从夜间卫星图像得出的室外照明水平与步行、骑车和在光照条件下（白天和黑暗）的总体主动旅行距离呈正相关。这些关联在黑暗的时间更强，尤其是骑自行车的时候。几个上下文关系也因光照条件而异：工业密度仅在白天与骑行呈正相关，而安静和梯度在白天表现出更强的关联。在两种光照条件下，人口和收入剥夺在所有模式下都呈负相关。结论：我们的研究结果强调了照明在天黑后形成积极的旅行模式方面的潜在相关性，特别是对于骑自行车。他们还强调，未来的研究需要考虑交通环境研究中的光照条件和时间，以及更广泛的背景、特定地点和不同的人口群体，以便更好地为公平有效的积极出行政策提供信息。

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