Transportation Research Part F-Traffic Psychology and Behaviour最新文献

{"title":"Design intent gets lost in translation: Cooperative steering expectations and consumer willingness to steer with partial driving automation","authors":"Alexandra S. Mueller ,&nbsp;Marel Montgomery ,&nbsp;Jessica B. Cicchino ,&nbsp;Joseph V. Calvanelli Jr.","doi":"10.1016/j.trf.2025.01.022","DOIUrl":"10.1016/j.trf.2025.01.022","url":null,"abstract":"<div><h3>Introduction</h3><div>Partially automated (Level 2) systems have design factors that may influence driver behavior, such as shared steering control (i.e., cooperative steering). A fundamental characteristic of cooperative steering is that the lane-centering support remains on while the driver steers within the lane. At the time this study was conducted, Ford and Nissan systems had this cooperative design philosophy, whereas Tesla and General Motors (GM) systems did not.</div></div><div><h3>Method</h3><div>An online multimedia survey of 1,260 owners of Tesla, GM, Ford, and Nissan vehicles equipped with partial automation gave us insight into their understanding of their systems’ cooperability.</div></div><div><h3>Results</h3><div>We found that automaker design intent does not always translate into consumer understanding because most respondents, from all owner groups, thought their systems were cooperative. Likewise, many drivers with hands-on-required systems thought they could be used hands-free for extended periods, whereas some people with hands-free-capable systems thought they could not use their systems that way. Nevertheless, after presenting video-based driving situations that varied in hazardousness, we found that cooperability has a situation-specific influence. Specifically, cooperative-system owners were more likely to want to steer to the side of the lane in all scenarios and have their hands on the wheel than noncooperative-system owners in scenarios with a large vehicle present in the adjacent lane.</div></div><div><h3>Conclusion</h3><div>Given the growing concern around driver disengagement and system misuse, our findings suggest that cooperative steering is not only a relatively intuitive design philosophy, but it also may help to maintain driver engagement.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 992-1006"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099937","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Estimation of driver vigilance level for various cognitive distractions when drivers use advanced driving assistance functions","authors":"Mengjiao Wu ,&nbsp;Xuesong Wang ,&nbsp;Chris Lee ,&nbsp;Shikun Liu ,&nbsp;Jiawen Chen ,&nbsp;Yiran Sun","doi":"10.1016/j.trf.2024.12.026","DOIUrl":"10.1016/j.trf.2024.12.026","url":null,"abstract":"<div><div>According to the World Health Organization report, 162 countries have enacted legislation prohibiting distracted driving. The regulations on distracted driving mainly restrict physical and visual distractions related to the use of handheld phones, with less restrictions on cognitive distractions. However, it is not yet clear which cognitive distracted driving behaviors may lead to significant decrease in driver vigilance. The purpose of this study is to assess how different cognitive distractions affect driver vigilance when drivers use advanced driving assistance functions in a monotonous driving highway environment. Using a driving simulator and external devices, the multi-dimensional including mental workload, vigilance reaction time and accuracy, eye movement data were collected from 31 participants. Cognitive distractions types included visual-manual-cognitive distraction tasks, auditory-cognitive distraction tasks and a no-distraction task. Three Multiple Criteria Decision-Making methods were used to evaluate the driver vigilance level during different types of cognitive distractions. The results indicate that participants exhibited lower vigilance levels during visual-manual-cognitive distraction tasks (L3 and L2) compared to auditory-cognitive distraction tasks (L2 and L1) and the no-distraction task (L1). This was due to the nature of the visual-manual-cognitive tasks, such as the message-sending task, which involve both language generation and comprehension, requiring higher levels of brain activation and attention resources. Therefore, visual-manual-cognitive distraction tasks should be limited when drivers use advanced driving assistance functions. In contrast, simple auditory-cognitive distractions, such as listening to new tasks, helped drivers remain alert and maintained vigilance levels comparable to the no-distraction task. This indicates that the auditory-cognitive distractions that involve language comprehension can assist drivers in maintaining an appropriate stimulation level, thereby preventing a decrease in vigilance associated with mind-wandering. Therefore, auditory-cognitive distractions involving language comprehension can be permitted in simple driving environments. As the vigilance level was lower at moderate level for auditory-cognitive involving working memory(1-back), it is recommended to warn this type of distraction.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 571-587"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099978","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Assessing human emotional experience in pedestrian environments using wearable sensing and machine learning with anomaly detection","authors":"Taeeun Kim ,&nbsp;Siyeon Kim ,&nbsp;Meesung Lee ,&nbsp;Youngcheol Kang ,&nbsp;Sungjoo Hwang","doi":"10.1016/j.trf.2024.12.031","DOIUrl":"10.1016/j.trf.2024.12.031","url":null,"abstract":"<div><div>Enhancing the walkability of pedestrian environments is essential for promoting physical and mental health. Increasing attention has been directed toward the subjective dimensions of walkability, such as individuals’ emotional responses to specific environments, due to their significant association with walking intentions. However, assessing subjective feelings through surveys is challenging to apply consistently across numerous alleyways. Therefore, this study investigates the potential of smart wearable sensors to assess pedestrians’ emotional experiences during walking. Specifically, the research focuses on classifying emotional states, which are categorized as pleasant or unpleasant (i.e., valence)–within pedestrian environments. This classification is achieved by integrating multi-sensor data and anomaly detection techniques. Participants’ physiological and movement data, including electrodermal activity, heart rate variability, and acceleration, were collected via wearable devices while simultaneously surveying their emotions for data labeling. Machine learning algorithms were used to classify emotions by integrating features derived from sensor data and anomaly detection outcomes. The results demonstrate that integrating data from multiple sensors significantly improved the accuracy of emotion classification compared to relying on single-sensor data alone. The performance was further enhanced by incorporating anomaly features into the analysis. These findings advance the understanding of pedestrians’ subjective emotional experiences and their momentary feelings within pedestrian environments through the continuous application of wearable sensors. This study provides valuable insights into improving walkability by identifying environmental factors and their spatiotemporal characteristics that contribute to pleasant or unpleasant emotional responses in pedestrian environments.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 540-555"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099980","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Analyzing micromobility patterns: A gender perspective on behavior and risk perception","authors":"Almudena Sanjurjo-de-No,&nbsp;Ana María Pérez-Zuriaga,&nbsp;Carlos Hortelano,&nbsp;Alfredo García","doi":"10.1016/j.trf.2025.01.044","DOIUrl":"10.1016/j.trf.2025.01.044","url":null,"abstract":"<div><div>The use of micromobility vehicles, particularly e-scooters and bicycles, has seen significant growth in recent years, yet gender differences in usage patterns, behavior, and risk perception remain underexplored. This study aims to address this gap by analyzing gender-based differences in micromobility usage across various cycling infrastructures in Valencia, Spain. Several factors, such as speed, lateral positioning, and risk perception among male and female users of personal bicycles, public bike-sharing systems, and e-scooters, have been examined. Data was collected through video recordings across six different bike lanes. The results reveal that men tend to ride faster than women, particularly when using personal bicycles, though the differences in speed are minimal, especially for e-scooter users. Additionally, women exhibit a greater preference for riding farther from motorized traffic, especially in areas with higher traffic volume and speed. These findings highlight the importance of considering gender-specific needs in the design of micromobility infrastructure to improve safety and encourage broader usage, particularly among women. This study provides empirical evidence of gendered behaviors in micromobility use and offers practical recommendations for urban planners and policymakers.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 1365-1382"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099556","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"A systematic review of studies investigating the impact of sleep deprivation on drivers’ physiology and driving performance","authors":"Meenu Tomson,&nbsp;Tom V. Mathew,&nbsp;Nagendra Rao Velaga","doi":"10.1016/j.trf.2024.12.001","DOIUrl":"10.1016/j.trf.2024.12.001","url":null,"abstract":"<div><div>Driving is a multifaceted and risky activity that requires activation and utilisation of both cognitive and physiological capabilities. Sleep deprivation tends to impair cognitive function, which compromises drivers’ capabilities and increases the likelihood of crashes. Researchers have developed driver monitoring systems that can detect driving impairment by utilising driving performance measures and drivers’ physiological measures. However, sleep deprivation could induce specific physiological variations accompanied by changes in driving performance, thereby rendering detection of driving impairment challenging. This study aims to categorise drivers’ physiological and driving performance indicators associated with sleep deprivation and to evaluate existing evidence using a systematic review. Additionally, by examining the combined measures of behavioural and physiological state of vigilance, this review identifies correlations between various driving performance metrics and drivers’ physiological responses that can help in detecting the state transitions of drivers. The twenty-five studies that met the review criteria were chosen in accordance with the PRISMA framework from four research databases: Scopus, Web of Science, Transportation Research International Documentation (TRID), and IEEE Xplore digital library. Findings from this systematic review provide consistent evidence that sleep deprived driving induces physiological variations and leads to driving performance deficits. Sleep deprived driving resulted in increased electroencephalographic slow activity (alpha and theta power) of the brain and correlated with driving performance deficits. Ocular markers, including saccadic velocity, mean blink duration, variations in gaze behaviour, and PERCLOS, were able to detect physiological impairments while driving in sleep-deprived conditions. Combining physiological measures, such as slow eye movements and increased power in the alpha and theta bands of the EEG, also served as a robust measure of impaired driving performance. Notably, this review acknowledges limitations due to the diversity of methodologies across the studies, which complicates direct comparisons of findings. Nonetheless, these research findings will give directions for future research in developing strategies for robust real-time warning systems incorporating hybrid measures to mitigate the consequences of sleep deprived driving.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 458-479"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099887","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"ISA in the USA? The likelihood of U.S. drivers accepting and using intelligent speed assistance","authors":"Ian J. Reagan,&nbsp;Jessica B. Cicchino","doi":"10.1016/j.trf.2024.12.004","DOIUrl":"10.1016/j.trf.2024.12.004","url":null,"abstract":"<div><h3>Introduction</h3><div>Speeding has contributed to thousands of fatalities in the Unites States annually for decades, despite long-standing awareness of its risks. Intelligence speed assistance (ISA) is a technology designed for speed limit compliance that has been shown to reduce speeding, and European law has mandated ISA for all new vehicles sold from July 2024. The United States lags in ISA deployment, with research specific to the U.S. driving population lacking in spite of lives lost. We studied attitudes toward ISA to understand how the intervention options specified for European vehicles are associated with ISA acceptability among U.S. drivers.</div></div><div><h3>Method</h3><div>U.S. adult drivers (<em>N</em> = 1,802) completed a survey that measured their agreement with statements about ISA and their driving-related attitudes and behaviors. Between-subjects assignment tied respondents to one intervention group (advisory warning, supportive accelerator pedal, or intelligent speed limiter) prior to rating ISA acceptability. Analyses estimated the likelihood of agreement that ISA would be acceptable and would be kept turned on, and agreement of the acceptability of interventions that would occur at 1–2 mph, 5 mph, or 10 mph over the speed limit.</div></div><div><h3>Results</h3><div>About three fourths of respondents agreed ISA would reduce speeding-related crashes. Over 60% agreed that ISA with an advisory warning would be acceptable or kept turned on, whereas agreement hovered around 50% for ISA with a supportive accelerator pedal or an intelligent speed limiter. Adjusting for multiple covariates minimized the preference for advisory warnings and found a significantly higher likelihood (21% higher) that a supportive accelerator pedal would be kept turned on relative to an intelligent speed limiter. A quarter to a third of each intervention group agreed that ISA interventions at 1–2 mph over the limit would be acceptable, whereas majorities agreed ISA interventions at 10 mph would be acceptable.</div></div><div><h3>Conclusion</h3><div>This study highlights opportunities to improve upon a modest level of agreement that ISA would be acceptable to U.S. drivers. A strong relationship between high intervention thresholds and acceptance implies there may be an ideal balance between effectiveness and acceptance. Deploying ISA in environments with vulnerable road users also has promise, given ISA’s potential to reduce injury crashes and the high acceptance for its use in school zones and among urban residents. The relationship between increased fleet penetration and increased ISA acceptability suggests that U.S. driver attitudes toward the technology may adapt positively with time.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 242-254"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099889","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Decoding the silent dialogue: Unveiling driver-pedestrian communication dynamics with a hidden Markov model","authors":"Linda Pipkorn ,&nbsp;Joshua Domeyer ,&nbsp;Bruce Mehler ,&nbsp;Bryan Reimer ,&nbsp;Pnina Gershon","doi":"10.1016/j.trf.2025.01.011","DOIUrl":"10.1016/j.trf.2025.01.011","url":null,"abstract":"<div><h3>Motivation</h3><div>To enable vehicle automation to negotiate in a mixed traffic environment there is a need for formal methods that describe the communication process between drivers and pedestrians.</div></div><div><h3>Aim</h3><div>This work aims to model the underlying states of communication that a dyad of a pedestrian-driver system experiences when a pedestrian crosses the road in front of an approaching vehicle.</div></div><div><h3>Method</h3><div>We analyzed a naturalistic driving dataset comprised of 328 encounters which were identified using a forward-facing camera from 61 drivers. A Hidden Markov Model (HMM) was employed to model the underlying communication states in these encounters. The model accounted for observable behaviors, including vehicle and pedestrian movement, pedestrian and driver gaze, and instances of driver waving, capturing the dynamic interplay between both parties.</div></div><div><h3>Results</h3><div>The HMM revealed six distinct communication states: four representing <em>unidirectional</em> communication, where the driver either braked or accelerated/cruised while looking toward or away from the pedestrian and two <em>bidirectional</em> communication states including signs of negotiation, where drivers and pedestrians were likely to look in the direction of one another and pedestrians were likely to pause, with or without vehicle movement. Notably, bidirectional communication occurred in approximately 60% of the encounters, typically early on, but diminished as the encounter progressed. In contrast, unidirectional communication involving an accelerating/cruising vehicle became more frequent toward the end of the encounters.</div></div><div><h3>Conclusion</h3><div>This study introduces a novel model for analyzing pedestrian-driver encounters, highlighting the importance of bidirectional communication in the early stages of interactions. The findings suggest that not all encounters involve reciprocal communication and that communication patterns shift over time. Future work can build on this model to identify instances of communication breakdowns and explore potential strategies for mitigating them.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 965-976"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099910","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Applicability of the contextual mediated model to predicting road crashes in Ghana and the United Kingdom","authors":"John Enoch Kwasi Dotse ,&nbsp;Richard Rowe","doi":"10.1016/j.trf.2024.12.023","DOIUrl":"10.1016/j.trf.2024.12.023","url":null,"abstract":"<div><div>Models of driver crash risks have been developed in high income countries (e.g., the contextual mediated model). However, the extent to which these models apply to motoring in low and middle income countries, which bear the majority of the world’s road crash fatalities is unknown. We investigate the applicability of a modified contextual mediated model which distinguishes between distal and proximal factors that increase crash liability. The model was applied to 404 UK and 478 Ghanaian motorists to examine the extent to which the processes underlying crash risk are culture specific. Path analyses showed that distal factors (e.g., anxiety, distracted driving susceptibility) predicted crash involvement directly and indirectly through errors, violations and hazard monitoring in both countries. Hazard monitoring was a significant predictor of crash involvement, independent of DBQ factors in both UK and Ghana, highlighting its importance in understanding driver behaviour and crash risk. The findings provide empirical support for the usefulness of the revised contextual mediated model to explain driving behaviour in Ghana as well as the UK.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 635-651"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099974","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Applying extended theory of planned behaviour to develop a high school traffic education programme","authors":"Manh Thong Vo ,&nbsp;Xuan Long Nguyen","doi":"10.1016/j.trf.2024.12.032","DOIUrl":"10.1016/j.trf.2024.12.032","url":null,"abstract":"<div><div>Although many traffic safety programmes have been developed to date, few integrate the identification of the causes of risky riding behaviours with the creation of targeted educational content. Therefore, the objective of this study is to develop an educational programme with appropriate content to raise awareness among high school students by targeting the latent factors affecting their intention to engage in risky riding behaviours. To accomplish this goal, this study was conducted in two phases. In the first phase, a TPB model and personality traits were applied to identify the causes of dangerous motorcycle-riding behaviours among high school students in Ba Ria-Vung Tau province, Vietnam. A total of 205 samples were analysed from the 399 questionnaires distributed to 10 classes. The data underwent exploratory factor analysis (EFA), partial least squares structural equation modelling (PLS-SEM), and Importance-Performance Map Analysis (IPMA) to identify the most significant latent factors influencing the intention to engage in risky riding behaviours. In the second phase, the findings from the PLS-SEM were used as a reference for the traffic safety education programme, which was combined with rational emotional behaviour therapy (REBT) to develop the programme’s content. Two classes, corresponding to the intervention and control groups, were selected from the initial phase to implement the developed education programme. To test the programme’s effectiveness, a Wilcoxon signed-ranks test was conducted, evaluating the level of improvement in awareness before and after participation using effect size (r). The findings indicate that the traffic safety education programme influenced attitude (r = 0.314) and descriptive norm (r = 0.712), thereby reducing their influence on the intention (r = 0.494) to engage in risky riding behaviours. This demonstrates the effectiveness of educational programmes in reducing risky riding behaviours among students. The study design, analytical methods, and results of the present study could assist educators to develop traffic safety education programs customized to specific areas, resulting in promoting efforts aimed at reducing risky riding behaviours among students.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 588-606"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099975","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"When what’s on the outside counts: Protective motorcycle apparel","authors":"Darren Wishart,&nbsp;Shelly Weaver,&nbsp;Tobias Scholl","doi":"10.1016/j.trf.2024.12.033","DOIUrl":"10.1016/j.trf.2024.12.033","url":null,"abstract":"<div><div>The present study aims to investigate the intention to use non-mandatory protective motorcycle apparel in a sample of Australian motorcycle riders. Past research indicates that not all motorcyclists wear non-mandatory protective apparel on every ride. Given the efficacy of protective motorcycle apparel to reduce the severity of injuries and likelihood of fatality, it is important to understand the factors contributing to usage rates. The present study applied the Theory of Planned Behaviour to examine the factors driving and impeding use of mandatory and non-mandatory protective motorcycle apparel. Participants were 398 licenced motorcycle riders (80.9% male, 18.8% female, 0.3% other) who took part in an online survey assessing licence status, riding experience, primary reason for riding, returning rider status, protective motorcycle apparel use on their most recent ride, and all Theory of Planned Behaviour constructs (i.e., attitudes, subjective norms, perceived behavioural control, and intentions to wear protective motorcycle apparel), including the extended constructs of descriptive norms and anticipated regret. Overall, the results showed that the majority of riders in every age category wore a full faced helmet, motorcycle-specific top, gloves, boots, and impact protectors on their most recent ride. The results indicated that both the original and extended Theory of Planned Behaviour constructs were positively associated with intention to use protective motorcycle apparel. The present study provides preliminary evidence to suggest that the efforts by industry stakeholders to improve non-mandated protective motorcycle apparel use by Queensland motorcyclists have been efficacious..</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"109 ","pages":"Pages 607-618"},"PeriodicalIF":3.5,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143099976","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}