Transportation Research Part F-Traffic Psychology and Behaviour最新文献_第7页

Micro mobility safety challenges: a study on drivers overtaking bicycles and E-scooters in relation to road conditions and prior riding experience 微交通安全挑战：驾驶员超车自行车和电动滑板车与道路条件和先前骑行经验的关系研究

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-17 DOI: 10.1016/j.trf.2025.103482

Hyunchul Park, Taeho Oh, Jaehyuck Lim, Inhi Kim

While micromobility offers flexible solutions for first and last mile transportation, harmonizing with the existing public transportation, it raises substantial safety concerns, especially when overtaken by vehicles. Since the road infrastructure and regulations for micromobility have not kept pace with the rapid expansion, understanding the unique safety issues related to micromobility remains a critical task. This study aims to investigate the influence of cross-modal experience—drivers' direct experience with micromobility and road conditions on overtaking behavior towards micromobility, which includes e-scooters and bicycles, representatively. Using a VR-based simulator experiment, data were collected from 30 participants to analyze overtaking behavior. A linear mixed model was applied to assess how these factors impact driver's behaviors, such as lateral clearance, overtaking speed, and gaze fixation counts. The results indicate that drivers with cross-modal experience maintain wider lateral clearances when overtaking both e-scooters and bicycles, reflecting heightened awareness of micromobility safety needs. Additionally, poor road conditions make drivers increase lateral clearance and gaze fixation, emphasizing the importance of road infrastructure in ensuring safety. However, cross-modal experience did not significantly affect overtaking speed and road conditions for e-scooters. Conversely, a significant interaction with bicycles highlights the complexity of driving behavior and the need for comprehensive safety strategies. These findings support the development of educational programs promoting cross-modal experiences and targeted infrastructure improvements, such as dedicated e-scooter lanes, to enhance road safety for all users.

虽然微型交通为第一英里和最后一英里的交通提供了灵活的解决方案，与现有的公共交通相协调，但它引发了重大的安全问题，尤其是在被车辆超越的时候。由于道路基础设施和微交通法规没有跟上快速扩张的步伐，了解与微交通相关的独特安全问题仍然是一项关键任务。本研究旨在探讨跨模式体验——驾驶员对微交通工具的直接体验和道路条件对微交通工具超车行为的影响，以电动滑板车和自行车为代表。采用基于vr的仿真实验，收集30名参与者的数据，分析超车行为。采用线性混合模型来评估这些因素如何影响驾驶员的行为，如横向间隙、超车速度和注视次数。结果表明，具有跨模式经验的驾驶员在超车时保持更大的横向间隙，这反映了他们对微移动安全需求的意识提高。此外，恶劣的道路条件使驾驶员增加横向间隙和注视，强调了道路基础设施在确保安全方面的重要性。然而，跨模式体验对电动滑板车的超车速度和路况没有显著影响。相反，与自行车的重要互动凸显了驾驶行为的复杂性和综合安全策略的必要性。这些发现支持制定促进跨模式体验的教育计划和有针对性的基础设施改进，例如专用电动滑板车车道，以提高所有用户的道路安全。

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引用次数: 0

Preliminary efficacy of ‘high-alert’ a brief smartphone intervention to reduce Cannabis-impaired driving among youth: A pilot randomized controlled trial “高度警惕”智能手机干预减少青少年大麻驾驶的初步效果：一项随机对照试验

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-17 DOI: 10.1016/j.trf.2025.103489

Robert Colonna , Patricia Tucker , Angela Mandich , Liliana Alvarez

Introduction

Driving under the influence of cannabis (DUIC) is a growing public health concern, particularly among young drivers. This pilot study explores the short-term preliminary efficacy of High Alert, a brief smartphone intervention designed to reduce DUIC among youth.

Methods

An online pilot randomized controlled trial was conducted with 102 youth aged 18–24 who had a history of DUIC (≥3 times in the past 3 months). Participants were randomized into three groups: High Alert (n = 37), Active Control (n = 34), or Passive Control (n = 31). High Alert included two web-based sessions on cannabis and DUIC education. The Active Control received a single session reviewing six DUIC-related infographics, while the Passive Control received no intervention. The primary outcome was self-reported DUIC incidents (alone or with other substances) over 3 months, assessed at baseline and 3-month follow-up.

Results

Among the 52 participants who completed the 3-month follow-up (High Alert: n = 16; Active Control: n = 16; Passive Control: n = 20), High Alert showed the greatest mean reduction in DUIC incidents (-7.44, Cohen’s d = -0.40), compared to Active Control (-3.62, d = -0.49) and Passive Control (-3.05, d = -0.38). The reduction was statistically significant compared to Passive Control (β = -0.61, p = .03), but not Active Control (β = -0.08, p = .781).

Conclusions

Preliminary findings suggest that High Alert may show promise in reducing self-reported DUIC behaviours compared to a no-contact control group, but additional research with larger samples and longer follow-ups is needed.

ClinicalTrials.gov registration

NCT06098573.

在大麻影响下驾驶（DUIC）是一个日益严重的公共卫生问题，特别是在年轻司机中。这项试点研究探讨了高警报的短期初步效果，这是一种旨在减少青少年DUIC的简短智能手机干预。方法对102例18-24岁有DUIC病史（过去3个月内≥3次）的青年患者进行在线先导随机对照试验。参与者被随机分为三组：高度警戒组（n = 37）、主动控制组（n = 34）和被动控制组（n = 31）。“高度警戒”包括两次关于大麻和DUIC教育的网络会议。主动控制组接受单次回顾6张duic相关信息图，而被动控制组不接受干预。主要结局是自我报告的DUIC事件（单独或与其他物质）超过3个月，在基线和3个月的随访中进行评估。结果在完成3个月随访的52名参与者中（高警戒组：n = 16；主动对照组：n = 16；被动对照组：n = 20），与主动对照组（-3.62,d = -0.49）和被动对照组（-3.05,d = -0.38）相比，高警戒组DUIC事件的平均减少幅度最大（-7.44,Cohen’s d = -0.40）。与被动对照组相比，减少有统计学意义（β = -0.61, p = .03），但与主动对照组相比，减少无统计学意义（β = -0.08, p = .781）。初步研究结果表明，与无接触对照组相比，High Alert可能在减少自我报告的DUIC行为方面显示出希望，但需要更多的样本和更长时间的随访研究。

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引用次数: 0

Investigating factors influencing different types of risky mobile phone use among delivery riders: Using work-related apps, calling, and using navigation apps 调查影响快递员不同类型手机使用风险的因素：使用与工作相关的应用程序、打电话和使用导航应用程序

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-16 DOI: 10.1016/j.trf.2025.103490

Maedeh Rajabi , Zeinab Karami , Kayvan Aghabayk , Sina Rejali , Massoud Palassi

Mobile phone use while riding is a common risky behavior among Iranian delivery riders, posing a significant risk to their safety. This study examines delivery riders' intentions and self-reported behavior regarding using work-related apps, calling, and using navigation apps based on an extended Theory of Planned Behavior (TPB) model. The extended model considered riding in extreme conditions, mobile phone involvement, risk perception, and distraction perception in explaining mobile phone use. To gain a deeper understanding of the salient beliefs, open-ended questions were also provided. Data gathered from 419 delivery riders using face-to-face survey interviewing in Tehran, Iran and were examined using Structural Equation Modeling (SEM). Additionally, Multiple Indicator Multiple Causes (MIMIC) models and Multi-Group Analysis (MGA) were employed to address heterogeneity across various individual groups. The results revealed that behavioral intention, followed by riding in extreme conditions and perceived behavioral control, were the strongest predictors of mobile phone use across all models. However, attitude was significant only for work-related apps and calling. In addition, risk perception and distraction perception indirectly influenced mobile phone use through perceived behavioral control for all three behaviors, while the effect of mobile phone involvement was strongest for calling behavior and negligible for work-related and navigation apps. The results showed that riders with prior crash experience used work-related apps and calls more, while experienced riders and those with longer working hours used navigation apps less. Based on the findings of this study, several implications, including targeted interventions and suggestions for employers to reduce mobile phone use, were proposed.

乘车时使用手机是伊朗快递员中常见的危险行为，对他们的安全构成重大风险。本研究基于扩展的计划行为理论（TPB）模型，调查了快递员在使用与工作相关的应用程序、打电话和使用导航应用程序方面的意图和自我报告行为。扩展模型在解释手机使用时考虑了极端条件下的骑行、手机卷入、风险感知和分心感知。为了更深入地了解突出的信念，还提供了开放式问题。通过对伊朗德黑兰的419名快递员进行面对面调查访谈，并使用结构方程模型（SEM）对数据进行了检验。此外，采用多指标多原因（MIMIC）模型和多群体分析（MGA）来解决不同个体群体之间的异质性。结果显示，行为意图，其次是在极端条件下骑行和感知行为控制，是所有模型中最强的手机使用预测因素。然而，态度只对与工作相关的应用程序和电话有影响。此外，风险感知和分心感知通过感知行为控制间接影响手机使用，而手机参与对通话行为的影响最大，对工作相关和导航应用的影响可以忽略不计。结果显示，有过车祸经历的乘客更多地使用与工作相关的应用程序和电话，而有经验的乘客和工作时间较长的乘客则较少使用导航应用程序。基于本研究的发现，提出了一些启示，包括有针对性的干预措施和雇主减少手机使用的建议。

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引用次数: 0

Determinants of risky riding behaviors among motorcycle taxi riders in Dar Es Salaam, Tanzania 坦桑尼亚达累斯萨拉姆摩托车出租车乘客危险驾驶行为的决定因素

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-16 DOI: 10.1016/j.trf.2025.103486

Katondo Salvatory Nambiza , An Neven , Wilfred Gordian Kazaura , Kris Brijs

Background

Motorcycle taxi riders (MTRs) are vital for urban mobility in many low- and middle-income countries (LMICs), yet they experience a disproportionately high rate of involvement in road traffic crashes. This is primarily linked to risky riding behaviors whose underlying drivers remain insufficiently understood.

Objective

This study examines the prevalence of risky riding behaviors among MTRs in Dar es Salaam (DSM), Tanzania, and identifies the key motivations driving these behaviors.

Methods

A cross-sectional survey was conducted with 853 MTRs in urban and peri-urban areas of DSM. Data were analyzed using descriptive statistics, Spearman correlation, and logistic regression to explore associations between reported behaviors and motivational factors.

Results

Key predictors of risky behaviors included financial pressure, passenger and peer influence, and deficits in risk perception. Riders under financial strain were more likely to overload passengers, ignore traffic signals, and speed. Influences from peers and passengers also led to behaviors such as lane splitting, riding on restricted roads, and using phones while riding. Despite weak enforcement, some riders demonstrate a degree of self-regulation. However, training programs and public awareness campaigns did not consistently lower risk levels.

Conclusion

Risky behaviors among MTRs in DSM are often rational responses to local economic and systemic constraints rather than just recklessness. Effective interventions must move beyond punitive measures to encompass training reform, infrastructure improvements, inclusive enforcement, and financial support. To enhance safety, it is essential to engage riders as partners in road safety rather than merely subjects of regulation.

在许多低收入和中等收入国家，摩托车出租车乘客对城市交通至关重要，但他们参与道路交通碰撞的比例却高得不成比例。这主要与危险的驾驶行为有关，其潜在的驱动因素仍然没有得到充分的了解。目的本研究调查了坦桑尼亚达累斯萨拉姆（DSM）地铁乘客中危险骑行行为的流行程度，并确定了驱动这些行为的主要动机。方法采用横断面调查方法，对DSM市区和城郊853名mtr进行调查。数据分析采用描述性统计、Spearman相关和逻辑回归来探讨报告行为与动机因素之间的关联。结果风险行为的主要预测因子包括经济压力、乘客和同伴影响以及风险认知缺陷。经济紧张的乘客更有可能让乘客超载，无视交通信号，超速行驶。来自同伴和乘客的影响也导致了诸如分车道、在限制道路上骑行、骑行时使用手机等行为。尽管执法不力，但一些乘客表现出一定程度的自律。然而，培训计划和公众意识运动并没有持续降低风险水平。结论DSM中mtr的风险行为往往是对当地经济和制度约束的理性反应，而不仅仅是鲁莽行为。有效的干预措施必须超越惩罚性措施，包括培训改革、基础设施改善、包容性执法和财政支持。为了加强安全，必须让乘客成为道路安全的合作伙伴，而不仅仅是监管的对象。

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引用次数: 0

An educational video can improve pedestrians' appreciation of nighttime conspicuity issues 一个教育视频可以提高行人对夜间显眼问题的认识

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-16 DOI: 10.1016/j.trf.2025.103485

Morgan D. McCree , Richard A. Tyrrell , Joanne M. Wood

Most pedestrian fatalities occur at night, and poor conspicuity has been identified as a critical problem. Recent evidence suggests that road users typically do not appreciate the conspicuity benefits of enhancing contrast, incorporating retroreflectivity, and configuring retroreflective markers in a biological motion configuration. This experiment investigated the efficacy of an educational video aimed to educate road users regarding relevant safety-critical principles that impact the nighttime conspicuity of pedestrians. Fifty-four college students (mean age = 19.2 ± 1.2 years) were randomly assigned to either watch the video (intervention; n = 27) or not (control; n = 27). Participants selected photographs from a series of arrays to provide quantitative judgments of the nighttime visibility of a pedestrian wearing each of five clothing configurations. Relative to the control group, those who watched the video (1) appropriately estimated shorter recognition distances for clothing configurations that did not include retroreflective markings, and (2) appropriately estimated longer recognition distances for configurations that included retroreflective markings configured to highlight biological motion. Further, this pattern was also present in participants' ratings of safety and visibility and in their rankings of the visibility of the clothing configurations. In addition, participants who watched the video demonstrated a better understanding of critical concepts regarding pedestrian conspicuity at night. Overall, these results provide strong support for using a video to help road users understand (1) the dangers of interacting with traffic at night, and (2) simple and inexpensive ways to maximize their own conspicuity to approaching drivers at night.

大多数行人死亡事故发生在夜间，能见度差已被确定为一个关键问题。最近的证据表明，道路使用者通常没有意识到在生物运动配置中增强对比度、加入反向反射和配置反向反射标记的显著性好处。本实验调查了一段教育视频的效果，该视频旨在教育道路使用者有关影响行人夜间显著性的相关安全关键原则。54名大学生（平均年龄= 19.2±1.2岁）被随机分配观看视频组（干预组，n = 27）和不观看视频组（对照组，n = 27）。参与者从一系列阵列中选择照片，以提供对穿着五种服装的行人夜间能见度的定量判断。与对照组相比，那些观看视频的人(1)适当地估计了不包括反光标记的服装配置的识别距离较短，(2)适当地估计了包含反光标记的服装配置的识别距离较长，以突出生物运动。此外，这种模式也出现在参与者对安全性和可见度的评级以及他们对服装配置可见度的排名中。此外，观看视频的参与者对夜间行人显眼性的关键概念有了更好的理解。总的来说，这些结果为使用视频来帮助道路使用者了解(1)夜间与车辆互动的危险，以及(2)简单而廉价的方法来最大限度地提高自己对夜间接近的司机的可视性提供了强有力的支持。

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引用次数: 0

Investigating the effect of road lighting color temperature on road visibility at night 研究夜间道路照明色温对道路能见度的影响

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-15 DOI: 10.1016/j.trf.2025.103481

Kang-Hung Liu , Pin-Ling Liu , Jun-Rui Guo , Ta-En Hung , Chien-Chi Chang

This study investigated the effects of road lighting correlated color temperature (CCT) on visual performance and subjective experience under mesopic conditions (∼28 lx). Through controlled experiments, it assessed four CCTs (1800 K, 3000 K, 4000 K, and 5000 K) with 24 participants aged 23–27 years. Visual performance was assessed through target detection and reading tasks, while subjective responses were evaluated using questionnaires measuring eye fatigue, discomfort, tension, and concentration levels. The setup replicated realistic driving conditions, with participants observing stimuli from a stationary vehicle through a windshield. Results revealed a threshold effect where performance remained stable across 1800 K–4000 K but showed a deficit at 5000 K rather than following a linear trend. Specifically, 5000 K lighting required significantly higher contrast for target detection compared to lower CCTs. While reading performance showed no statistically significant differences across CCTs, accuracy was highest under 4000 K lighting (97.13 %). Subjective assessments indicated increased tension levels at higher CCTs, with peak concentration reported at 4000 K. These findings suggest that 4000 K lighting may provide an optimal balance between visual performance and user comfort in nighttime driving environments, contributing empirical evidence for road lighting design under mesopic conditions.

本研究调查了中视条件下（~ 28 lx）道路照明相关色温（CCT）对视觉表现和主观体验的影响。通过对照实验，对24名年龄在23-27岁的参与者进行了4项cct （1800k、3000k、4000k和5000k）评估。通过目标检测和阅读任务来评估视觉表现，而主观反应则通过测量眼睛疲劳、不适、紧张和注意力水平的问卷来评估。该装置模拟了真实的驾驶条件，参与者通过挡风玻璃观察静止车辆的刺激。结果显示了阈值效应，在1800 K - 4000 K时性能保持稳定，但在5000 K时表现出缺陷，而不是遵循线性趋势。具体来说，与较低的cct相比，5000 K照明对目标检测的对比度要求明显更高。虽然不同cct的阅读表现没有统计学上的显著差异，但4000 K照明下的准确率最高（97.13%）。主观评估表明，在较高的cct下，张力水平增加，在4000 K时达到峰值。这些发现表明，4000 K照明可以在夜间驾驶环境中提供视觉性能和用户舒适度之间的最佳平衡，为中视条件下的道路照明设计提供经验证据。

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引用次数: 0

Transforming road instructor training through Attitude Change: long-term impact of a GDE-aligned Model for safe driving education 通过态度改变转变道路指导员培训：与gde一致的安全驾驶教育模式的长期影响

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-13 DOI: 10.1016/j.trf.2025.103467

Jose Tello-Sánchez, Mercè Jariot-García, Montserrat Rodríguez-Parrón

Despite growing awareness of the human and social costs of road traffic incidents, training programmes for driving instructors often remain limited to procedural content, lacking transformative impact on attitudes and values. This study evaluates the long-term effectiveness of an educational model centred on attitudinal change, developed by the ERES’v research group at the Universitat Autònoma de Barcelona. Grounded in the upper levels of the Goals for Driver Education (GDE) matrix, the model was implemented in the official training programme for driving instructors in Catalonia, Spain.

A quasi-experimental longitudinal design was applied to an entire cohort (n = 48), with data collected at four time points: pre-test, post-test, and 6- and 48-month follow-ups. Two validated instruments (APRECONS and CPFV) measured predisposition to teach safe driving, beliefs about road risks, self-reported behaviours, and ethical commitments. Analyses included paired-samples t-tests, repeated measures ANOVA, Cochran’s Q, and McNemar’s test.

Results showed statistically significant and durable improvements in seven out of nine attitudinal dimensions, with notable gains in risk anticipation, emotional engagement with road safety, and long-term professional commitment. Although certain indicators declined slightly at six months, most stabilised or improved by the 48-month mark—indicating sustained internalisation.

These findings offer robust empirical support for integrating value-oriented, emotionally grounded educational models into instructor certification. The demonstrated impact over four years highlights the model’s potential to redefine the role of the driving instructor—not merely as a technical trainer, but as a socially engaged educator committed to the protection of life and promotion of ethical mobility.

尽管人们日益认识到道路交通事故对人类和社会造成的代价，但驾驶教员培训方案往往仍然局限于程序性内容，对态度和价值观缺乏变革的影响。这项研究评估了一种以态度改变为中心的教育模式的长期有效性，该模式是由巴塞罗那大学Autònoma的ERES研究小组开发的。该模型以驾驶员教育目标（GDE）矩阵的上层为基础，在西班牙加泰罗尼亚的驾驶教练官方培训计划中实施。准实验纵向设计应用于整个队列（n = 48），在四个时间点收集数据：测试前、测试后、6个月和48个月的随访。两个经过验证的工具（APRECONS和CPFV）测量了教授安全驾驶的倾向、对道路风险的信念、自我报告的行为和道德承诺。分析包括配对样本t检验、重复测量方差分析、科克伦Q检验和麦克尼马尔检验。结果显示，在9个态度维度中，有7个维度在统计上有显著和持久的改善，在风险预期、道路安全的情感投入和长期的职业承诺方面有显著的提高。虽然某些指标在6个月时略有下降，但大多数指标在48个月时企稳或有所改善，表明持续的内部化。这些发现为将以价值为导向、以情感为基础的教育模式整合到教师认证中提供了强有力的实证支持。四年来所展示的影响突出了该模式重新定义驾驶教练角色的潜力-不仅仅是作为技术培训师，而是作为致力于保护生命和促进道德流动的社会参与教育者。

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引用次数: 0

Psychological determinants affecting e-bikers’ distracted riding behaviors: A study based on the extended theory of planned behavior 影响电动自行车骑行分心行为的心理因素：基于扩展计划行为理论的研究

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-12 DOI: 10.1016/j.trf.2025.103456

Yang Liu , Hong Chen , Enze Liu , Yun Xiao , Xiaobao Yang

With the growing popularity of electric bikes (e-bikes) in China, the rate of e-bike accidents is increasing, with distracted riding behavior identified as a key contributor to e-bike crashes. This study examines the psychological factors influencing e-bikers’ distracted riding behaviors (DRB) based on the extended theo-ry of planned behavior (TPB). A scale incorporating TPB constructs along with additional variables (risk perception and transportation environment) was developed to collect empirical data. Four hundred and twenty-three valid questionnaires were collected; subsequently, the reliability and validity of the scale were confirmed. Socio-demographic variations in distracted riding behaviors were assessed using analysis of variance (ANOVA). Structural equation modeling (SEM) and mediation analysis were employed to examine the relationships between distracted riding behaviors and psychological factors. The results indi-cated that the extended TPB model effectively explained and predicted distracted riding behaviors and intentions among e-bikers. The influence of intentions, perceived behavioral control, transportation envi-ronment, risk perception, and attitudes on distracted riding behavior was significant, in descending order of effect, while subjective norms had no significant effect. The partial effect of perceived behavioral control on distracted riding behavior was mediated by intentions and risk perception. Moreover, risk per-ception had no significant direct effect on distracted riding behavior; rather, attitudes and intentions played a mediating role in the relationship between risk perception and distracted riding behavior. Addi-tionally, this study revealed the different influences of risk perception and perceived behavioral control on mobile phone-related and non-mobile phone-related distractions. These findings provide a theoretical basis and valuable insights for designing more effective interventions and safety education programs aimed at reducing e-bikers’ distracted riding behavior.

随着电动自行车（e-bike）在中国的日益普及，电动自行车事故的发生率正在上升，骑自行车时分心的行为被认为是导致电动自行车事故的主要原因。本研究基于扩展的计划行为理论（TPB），探讨了影响电动自行车驾驶者分心骑行行为的心理因素。为了收集经验数据，我们开发了一个包含TPB结构以及附加变量（风险感知和运输环境）的量表。共回收有效问卷423份；随后，对量表的信度和效度进行了验证。使用方差分析（ANOVA）评估分心驾驶行为的社会人口统计学差异。采用结构方程模型（SEM）和中介分析方法，研究了分心驾驶行为与心理因素之间的关系。结果表明，扩展的TPB模型能够有效地解释和预测电动自行车骑行者的分心行为和意图。意向、感知行为控制、交通环境、风险感知和态度对分心骑行行为的影响由大到小显著，主观规范对分心骑行行为的影响不显著。知觉行为控制对分心骑行行为的部分影响是由意图和风险知觉介导的。此外，风险知觉对分心骑行行为没有显著的直接影响；相反，态度和意图在风险感知和分心骑行行为之间的关系中起中介作用。此外，本研究还揭示了风险感知和感知行为控制对手机相关和非手机相关干扰的不同影响。这些发现为设计更有效的干预措施和安全教育计划提供了理论基础和有价值的见解，旨在减少电动自行车骑行者的分心行为。

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引用次数: 0

Understanding angles of change to reduce car dependency in rural areas: Evidence from Switzerland 了解减少农村地区对汽车依赖的变化角度：来自瑞士的证据

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-11 DOI: 10.1016/j.trf.2025.103479

Mirjam Baumann , Iljana Schubert , Uros Tomic , Andrea Del Duce

The mobility sector is a major contributor to climate change, largely due to the high reliance on private cars. While urban areas are increasingly adopting policies and alternative mobility solutions to promote a reduction in car usage, alternatives are far more limited in rural regions, which remain heavily car-dependent. Hence, a deep understanding of mobility needs and attitudes in rural areas is needed to foster their transition towards sustainable transport solutions. Through a survey among 973 mobility users living in rural areas, this paper examines the relationship between current mobility patterns, attitudes, and needs in German-speaking rural Switzerland, focusing on car use reduction and the development of multi- and intermodal mobility options. Moreover, the Bamberg Stage Model is employed to investigate the factors influencing the reduction of car use at different decision-making stages. Our results indicate that cars are, as expected, the most commonly used mode of transport, followed by public transport, while the practice of combining multiple modes of transport (intermodality) remains very low. The findings show that improving public transport infrastructure, including longer operating hours and more frequent services, could promote inter- and multimodality and reduce car dependency. Moreover, we identify different strategies for reducing car use at different stages of behaviour change, highlighting the need for tailored interventions at each stage. These interventions include information campaigns to fill the knowledge gap about existing services and to emphasise biospheric values, which can motivate a shift towards more sustainable transportation choices.

交通部门是气候变化的主要原因，很大程度上是由于对私家车的高度依赖。虽然城市地区越来越多地采取政策和替代交通解决方案来促进减少汽车的使用，但在农村地区，替代方案要有限得多，农村地区仍然严重依赖汽车。因此，需要深入了解农村地区的交通需求和态度，以促进他们向可持续交通解决方案过渡。通过对973名生活在农村地区的出行用户的调查，本文研究了瑞士德语区农村当前出行模式、态度和需求之间的关系，重点关注汽车使用减少和多式联运出行选择的发展。此外，采用班贝格阶段模型研究了在不同决策阶段影响汽车使用减少的因素。我们的研究结果表明，正如预期的那样，汽车是最常用的交通方式，其次是公共交通，而结合多种交通方式（多式联运）的做法仍然非常少。研究结果表明，改善公共交通基础设施，包括延长运营时间和增加班次，可以促进多式联运，减少对汽车的依赖。此外，我们确定了在行为改变的不同阶段减少汽车使用的不同策略，强调了在每个阶段量身定制干预措施的必要性。这些干预措施包括宣传活动，以填补有关现有服务的知识空白，并强调生物圈价值，这可以激励人们转向更可持续的交通选择。

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引用次数: 0

When there is no rush to take over: evaluating multi-stage takeover request designs in conditionally automated driving 当不急于接管时：评估有条件自动驾驶中的多阶段接管请求设计

IF 4.4 2区工程技术 Q1 PSYCHOLOGY, APPLIED

Transportation Research Part F-Traffic Psychology and Behaviour

Pub Date : 2025-12-11 DOI: 10.1016/j.trf.2025.103465

Xiaomei Tan , Yiqi Zhang

Conditionally automated vehicles (AVs) allow drivers to divert their attention from the road under specific conditions defined by the Operational Design Domain (ODD) but require drivers to resume manual control when approaching the ODD boundary. In such scheduled takeover scenarios, drivers are afforded more time to restore situation awareness and manage the takeover task at their own pace. This study focuses on a typical ODD exit scenario—freeway exits—and investigates the effectiveness of a multistage takeover request (ToR) design comprising three stages: information, warning, and command. A driving simulator experiment involving 32 participants evaluated how ToR presence (single-stage vs. multistage) and modality (semantic speech, dynamic visuals, or both) affected the takeover process, including takeover strategy, pre-takeover situation awareness, post-takeover vehicle control performance, and subjective evaluations. Results showed that multistage ToR designs significantly improved behavioral performance, including faster eyes-on-road and takeover responses, shorter preparation times, and enhanced perceptual and cognitive preparedness. These designs also enhanced user experience, particularly by increasing trust and reducing mental workload. The performance benefits were most pronounced for female drivers and for those who delayed initiating their takeover response until the command stage. These findings highlight the value of incorporating structured, multimodal ToR designs for scheduled takeover scenarios, and support the development of adaptive systems tailored to individual differences in driver response tyle and characteristics.

有条件自动驾驶汽车（AVs）允许驾驶员在操作设计域（ODD）定义的特定条件下将注意力从道路上转移，但在接近ODD边界时要求驾驶员恢复手动控制。在这种预定接管场景中，司机有更多的时间来恢复情况感知，并按照自己的节奏管理接管任务。本研究的重点是典型的ODD出口场景——高速公路出口，并研究了由三个阶段组成的多阶段接管请求（ToR）设计的有效性：信息、警告和命令。一项涉及32名参与者的驾驶模拟器实验评估了ToR的存在（单阶段与多阶段）和形态（语义语音、动态视觉或两者兼而有之）如何影响接管过程，包括接管策略、接管前情境意识、接管后车辆控制性能和主观评价。结果表明，多阶段ToR设计显著提高了行为表现，包括更快的注视和接管反应，更短的准备时间，增强了感知和认知准备。这些设计还增强了用户体验，特别是通过增加信任和减少心理工作量。对于女性司机和那些将接管反应推迟到命令阶段的人来说，性能上的好处最为明显。这些发现强调了将结构化的、多模式的ToR设计纳入预定接管方案的价值，并支持了针对驾驶员反应类型和特征的个体差异量身定制的自适应系统的开发。

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引用次数: 0