Travel Behaviour and Society最新文献_第2页

Measuring the relative impact of factors influencing autonomous vehicle value of travel time 衡量影响自动驾驶汽车旅行时间价值的各种因素的相对影响

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-14 DOI: 10.1016/j.tbs.2024.100958

Fuad Yasin Huda , Graham Currie , Liton Kamruzzaman

Value of travel time (VOT) serves as a crucial metric for understanding the benefits of transport investments and policy initiatives. Despite numerous studies estimating the VOT for Autonomous Vehicles (AVs), consensus remains elusive, and the variability of the factors influencing AV VOT estimates has yet to be thoroughly explored. This study addresses these gaps through a meta-regression analysis of AV VOT estimates drawn from 24 published studies. 22 factors were identified, through a systematic review of the literature, likely to affect AV VOT estimates. The relative impact of each of the factors on AV VOT were estimated, controlling for the effects of other factors. Results show that eight factors have a statistically significant effect on AV VOT. Income was found to have the greatest effect on AV VOT, followed by geographical location and driver’s licence. High-income people, residents in urban areas, and people without driving licence place a higher VOT for AV travel – i.e., these groups are willing to pay more for reducing one unit of their travel time. High-income individuals are willing to pay AU$8 more per hour than low-income individuals, urban residents are willing to pay AU$6.5 more per hour than rural residents, and people without a driving licence are willing to pay AU$3.7 more per hour than those with one. Results aid future research in two ways: identifying factors that could impact the value of travel time for AVs and guiding the design of experimental setups for future AV VOT estimates. Additionally, results will help policymakers assess the benefits and costs of implementing AV-related policies in different contexts.

旅行时间价值（VOT）是了解交通投资和政策措施效益的重要指标。尽管有许多研究对自动驾驶汽车（AV）的出行时间价值进行了估算，但仍未达成共识，影响自动驾驶汽车出行时间价值估算的因素的可变性也有待深入探讨。本研究通过对 24 项已发表研究中的自动驾驶汽车 VOT 估计值进行元回归分析，弥补了这些不足。通过对文献的系统回顾，确定了 22 个可能影响 AV VOT 估计值的因素。在控制其他因素影响的情况下，估算了每个因素对 AV VOT 的相对影响。结果显示，有八个因素对 AV VOT 有显著的统计影响。收入对 AV VOT 的影响最大，其次是地理位置和驾照。高收入人群、城市居民和无驾驶执照者对自动驾驶汽车出行的 VOT 值较高，即这些人群愿意为减少一个单位的出行时间支付更多费用。高收入人群愿意比低收入人群每小时多支付 8 澳元，城市居民愿意比农村居民每小时多支付 6.5 澳元，无驾照人群愿意比有驾照人群每小时多支付 3.7 澳元。研究结果对未来的研究有两方面的帮助：一是确定可能影响自动驾驶汽车旅行时间价值的因素，二是指导未来自动驾驶汽车VOT估算的实验设计。此外，研究结果还有助于政策制定者评估在不同情况下实施与自动驾驶汽车相关政策的收益和成本。

{"title":"Measuring the relative impact of factors influencing autonomous vehicle value of travel time","authors":"Fuad Yasin Huda , Graham Currie , Liton Kamruzzaman","doi":"10.1016/j.tbs.2024.100958","DOIUrl":"10.1016/j.tbs.2024.100958","url":null,"abstract":"<div><div>Value of travel time (VOT) serves as a crucial metric for understanding the benefits of transport investments and policy initiatives. Despite numerous studies estimating the VOT for Autonomous Vehicles (AVs), consensus remains elusive, and the variability of the factors influencing AV VOT estimates has yet to be thoroughly explored. This study addresses these gaps through a <em>meta</em>-regression analysis of AV VOT estimates drawn from 24 published studies. 22 factors were identified, through a systematic review of the literature, likely to affect AV VOT estimates. The relative impact of each of the factors on AV VOT were estimated, controlling for the effects of other factors. Results show that eight factors have a statistically significant effect on AV VOT. Income was found to have the greatest effect on AV VOT, followed by geographical location and driver’s licence. High-income people, residents in urban areas, and people without driving licence place a higher VOT for AV travel – i.e., these groups are willing to pay more for reducing one unit of their travel time. High-income individuals are willing to pay AU$8 more per hour than low-income individuals, urban residents are willing to pay AU$6.5 more per hour than rural residents, and people without a driving licence are willing to pay AU$3.7 more per hour than those with one. Results aid future research in two ways: identifying factors that could impact the value of travel time for AVs and guiding the design of experimental setups for future AV VOT estimates. Additionally, results will help policymakers assess the benefits and costs of implementing AV-related policies in different contexts.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100958"},"PeriodicalIF":5.1,"publicationDate":"2024-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637377","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}

引用次数: 0

Exploring the nexus between risk perception, driving tasks perception, and road safety attitudes among oil and gas tanker drivers 探究油气罐车驾驶员的风险认知、驾驶任务认知和道路安全态度之间的关系

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-14 DOI: 10.1016/j.tbs.2024.100959

Aliyu Mustapha , Mazli Mustapha , Noorhayati Saad , Ahmad Majdi Abdul-Rani

Road accidents globally have an 18 % fatality rate per 100,000 population, with significant regional variations, particularly affecting Africa. The increasing frequency of oil and gas tanker accidents in Nigeria exemplifies this trend, highlighting the need to explore the relationship between risk perception, driving task perception, and road safety attitudes among Nigerian oil and gas tanker drivers. This study utilised a sample of 375 drivers, with 311 valid questionnaires analysed, reflecting consistent and comprehensive responses. Exploratory factor analysis identified three key factors, with factor loadings ranging from 0.580 to 0.915. In contrast, while confirmatory factor analysis validated these constructs χ²/df = 1.285, CFI = 0.996, TLI = 0.971, NFI = 0.984, GFI = 0.995, AGFI = 0.949, RMSEA = 0.048, and SRMR = 0.040. Structural equation modelling further assessed the relationships between drivers’ risk perception, driving task perception, and road safety attitudes, revealing a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05). There is a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05) and a positive correlation between Non-Driving Activities impacting road safety (β = 0.145, p < 0.05). The study found that mid-career drivers, particularly those with limited educational backgrounds, demonstrated specific attitudes and behaviours related to road safety. These findings underscore the need for targeted interventions that address risk perception and driving tasks to improve safety attitudes. Recommendations include tailored training programs for different age groups and experience levels, awareness campaigns to enhance adherence to traffic rules, and continuous monitoring of risk perception and road conditions to facilitate adaptive safety interventions.

全球道路交通事故死亡率为每 10 万人 18%，地区差异很大，尤其影响到非洲。尼日利亚油气罐车事故的日益频繁就体现了这一趋势，因此有必要探讨尼日利亚油气罐车驾驶员的风险意识、驾驶任务意识和道路安全态度之间的关系。本研究以 375 名驾驶员为样本，分析了 311 份有效问卷，反映了一致而全面的回答。探索性因子分析确定了三个关键因子，因子载荷从 0.580 到 0.915 不等。相比之下，确认性因子分析验证了这些构造 χ2/df = 1.285、CFI = 0.996、TLI = 0.971、NFI = 0.984、GFI = 0.995、AGFI = 0.949、RMSEA = 0.048 和 SRMR = 0.040。结构方程模型进一步评估了驾驶员的风险认知、驾驶任务认知和道路安全态度之间的关系，结果显示风险认知和道路安全态度之间存在正相关（β = 0.611，p <0.05）。风险认知与道路安全态度之间呈正相关（β = 0.611，p < 0.05），而影响道路安全的非驾驶活动之间呈正相关（β = 0.145，p < 0.05）。研究发现，职业生涯中期的驾驶员，尤其是教育背景有限的驾驶员，表现出与道路安全相关的特定态度和行为。这些发现强调，需要针对风险认知和驾驶任务采取有针对性的干预措施，以改善安全态度。建议包括针对不同年龄组和经验水平的定制培训计划，开展宣传活动以加强对交通规则的遵守，以及持续监测风险意识和道路状况以促进适应性安全干预。

{"title":"Exploring the nexus between risk perception, driving tasks perception, and road safety attitudes among oil and gas tanker drivers","authors":"Aliyu Mustapha , Mazli Mustapha , Noorhayati Saad , Ahmad Majdi Abdul-Rani","doi":"10.1016/j.tbs.2024.100959","DOIUrl":"10.1016/j.tbs.2024.100959","url":null,"abstract":"<div><div>Road accidents globally have an 18 % fatality rate per 100,000 population, with significant regional variations, particularly affecting Africa. The increasing frequency of oil and gas tanker accidents in Nigeria exemplifies this trend, highlighting the need to explore the relationship between risk perception, driving task perception, and road safety attitudes among Nigerian oil and gas tanker drivers. This study utilised a sample of 375 drivers, with 311 valid questionnaires analysed, reflecting consistent and comprehensive responses. Exploratory factor analysis identified three key factors, with factor loadings ranging from 0.580 to 0.915. In contrast, while confirmatory factor analysis validated these constructs χ<sup>2</sup>/df = 1.285, CFI = 0.996, TLI = 0.971, NFI = 0.984, GFI = 0.995, AGFI = 0.949, RMSEA = 0.048, and SRMR = 0.040. Structural equation modelling further assessed the relationships between drivers’ risk perception, driving task perception, and road safety attitudes, revealing a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05). There is a positive correlation between Risk Perception and Road Safety Attitude (β = 0.611, p < 0.05) and a positive correlation between Non-Driving Activities impacting road safety (β = 0.145, p < 0.05). The study found that mid-career drivers, particularly those with limited educational backgrounds, demonstrated specific attitudes and behaviours related to road safety. These findings underscore the need for targeted interventions that address risk perception and driving tasks to improve safety attitudes. Recommendations include tailored training programs for different age groups and experience levels, awareness campaigns to enhance adherence to traffic rules, and continuous monitoring of risk perception and road conditions to facilitate adaptive safety interventions.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100959"},"PeriodicalIF":5.1,"publicationDate":"2024-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637366","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}

引用次数: 0

Modeling mode choice behavior of postsecondary students in large metropolitan area: A dynamic tour-based approach 大都市地区中学后学生的模式选择行为建模：基于动态游览的方法

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-13 DOI: 10.1016/j.tbs.2024.100944

Nishat Naila Meghna, Md Sami Hasnine

This paper focuses on the tour-based mode choice pattern of the post-secondary students of the Greater Toronto and Hamilton Area (GTHA). The data for this study was collected from a detailed online-based survey in the GTHA. Based on the survey data, the mode choice model for two-trip tours and three-trip tours is estimated using a dynamic discrete choice modeling approach. The model results capture the complicated travel behavior of the students of this area, and it is seen that travel time, distance, cost, and personal preferences influence a student to make the decision as to which tour-mode combination they would choose for different types of tours. International students are seen to choose transit more over driving. Students going to urban institutions are flexible in taking both driving and transit, and it is similar for part-time students too. Female students have mode choice preferences based on their age range. Female students who are comparatively younger are flexible in taking transit, whereas relatively aged female students prefer driving more. Policy scenario analysis reveals an interesting trend in mode choice preference. In any unavoidable situation, students’ preference changes from taking transit to driving if travel distance increases but an increment in travel time makes them shift toward taking transit instead of driving.

本文重点研究了大多伦多和汉密尔顿地区（GTHA）大专学生的旅游方式选择模式。本研究的数据来自于在大多伦多和汉密尔顿地区进行的一项详细的在线调查。根据调查数据，采用动态离散选择建模方法估算了两程游和三程游的模式选择模型。模型结果反映了该地区学生复杂的旅行行为，可以看出，旅行时间、距离、成本和个人偏好会影响学生在不同类型的旅行中选择哪种旅行模式组合。与自驾游相比，留学生更倾向于选择交通方式。就读于城市院校的学生则会灵活选择驾车或乘坐公交车，兼职学生也是如此。女生在选择交通工具时的偏好取决于她们的年龄段。年龄相对较小的女学生在乘坐公交车方面比较灵活，而年龄相对较大的女学生则更喜欢开车。政策情景分析显示了一种有趣的模式选择偏好趋势。在任何不可避免的情况下，如果出行距离增加，学生的偏好会从乘坐公交车变为开车，但出行时间的增加会使他们转向乘坐公交车而不是开车。

{"title":"Modeling mode choice behavior of postsecondary students in large metropolitan area: A dynamic tour-based approach","authors":"Nishat Naila Meghna, Md Sami Hasnine","doi":"10.1016/j.tbs.2024.100944","DOIUrl":"10.1016/j.tbs.2024.100944","url":null,"abstract":"<div><div>This paper focuses on the tour-based mode choice pattern of the post-secondary students of the Greater Toronto and Hamilton Area (GTHA). The data for this study was collected from a detailed online-based survey in the GTHA. Based on the survey data, the mode choice model for two-trip tours and three-trip tours is estimated using a dynamic discrete choice modeling approach. The model results capture the complicated travel behavior of the students of this area, and it is seen that travel time, distance, cost, and personal preferences influence a student to make the decision as to which tour-mode combination they would choose for different types of tours. International students are seen to choose transit more over driving. Students going to urban institutions are flexible in taking both driving and transit, and it is similar for part-time students too. Female students have mode choice preferences based on their age range. Female students who are comparatively younger are flexible in taking transit, whereas relatively aged female students prefer driving more. Policy scenario analysis reveals an interesting trend in mode choice preference. In any unavoidable situation, students’ preference changes from taking transit to driving if travel distance increases but an increment in travel time makes them shift toward taking transit instead of driving.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100944"},"PeriodicalIF":5.1,"publicationDate":"2024-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637378","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}

引用次数: 0

Studying transfers in informal transport networks using volunteered GPS data 利用志愿提供的 GPS 数据研究非正规交通网络中的换乘情况

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-12 DOI: 10.1016/j.tbs.2024.100936

Genevivie Ankunda, Christo Venter

Multimodal integration is an important issue in public transport systems due to its influence on both passenger experience and overall network efficiency. In most countries in the global South, achieving integration is particularly problematic because of the informal nature of most public transport. Decentralised service planning and demand responsiveness lead to often uncoordinated, highly variable service patterns, which are not optimised from a passenger perspective. Efforts to promote integration are also hampered by a lack of planning data on routes, service frequencies, and transfer locations. This research asks whether GPS data supplied by passengers as they move through the network can be used to help form a better understanding of the extent and quality of the transfer experience. The data was collected in the City of Tshwane, South Africa, among informal minibus-taxi passengers. Post-processing involved the use of a machine learning algorithm to identify in-vehicle, wait and walk segments, which were used to identify transfers between one vehicle and another. The results showed that many transfers are spatially efficient with short walk and wait times, but that a minority of transferring passengers may experience very long transfers. Transfers encompass a diverse range of behaviours including pacing, shopping and browsing, and typically involve much more walking than waiting. Transfers also occur across a wide range of locations, but tend to be concentrated in certain nodes and along street segments. Strategies to improve transfer facilities as well as general walkability might be targeted at such locations. The study demonstrated that volunteered GPS data is a promising source of information to help planners understand the transfer experience in multimodal networks in data-poor environments.

多式联运一体化对乘客体验和整体网络效率都有影响，因此是公共交通系统中的一个重要问题。在全球南部的大多数国家，由于大多数公共交通的非正规性质，实现一体化尤其困难。分散的服务规划和对需求的响应导致服务模式往往不协调、变化很大，从乘客的角度来看无法实现最优化。由于缺乏有关路线、服务频率和换乘地点的规划数据，促进一体化的努力也受到了阻碍。本研究提出的问题是，乘客在网络中移动时提供的 GPS 数据是否有助于更好地了解换乘体验的范围和质量。数据是在南非茨瓦内市非正式小巴-出租车乘客中收集的。后期处理包括使用机器学习算法来识别车内、等待和步行片段，这些片段用于识别一辆车与另一辆车之间的换乘。结果表明，许多换乘在空间上是高效的，步行和等待时间都很短，但少数换乘乘客的换乘时间可能很长。换乘包含多种行为，包括踱步、购物和浏览，通常涉及的步行时间比等待时间要长得多。换乘也发生在各种地点，但往往集中在某些节点和沿街路段。改善换乘设施和步行便利性的策略可以针对这些地点。这项研究表明，自愿提供的 GPS 数据是一种很有前景的信息来源，可帮助规划人员了解在数据匮乏的环境中多式联运网络中的换乘体验。

{"title":"Studying transfers in informal transport networks using volunteered GPS data","authors":"Genevivie Ankunda, Christo Venter","doi":"10.1016/j.tbs.2024.100936","DOIUrl":"10.1016/j.tbs.2024.100936","url":null,"abstract":"<div><div>Multimodal integration is an important issue in public transport systems due to its influence on both passenger experience and overall network efficiency. In most countries in the global South, achieving integration is particularly problematic because of the informal nature of most public transport. Decentralised service planning and demand responsiveness lead to often uncoordinated, highly variable service patterns, which are not optimised from a passenger perspective. Efforts to promote integration are also hampered by a lack of planning data on routes, service frequencies, and transfer locations. This research asks whether GPS data supplied by passengers as they move through the network can be used to help form a better understanding of the extent and quality of the transfer experience. The data was collected in the City of Tshwane, South Africa, among informal minibus-taxi passengers. Post-processing involved the use of a machine learning algorithm to identify in-vehicle, wait and walk segments, which were used to identify transfers between one vehicle and another. The results showed that many transfers are spatially efficient with short walk and wait times, but that a minority of transferring passengers may experience very long transfers. Transfers encompass a diverse range of behaviours including pacing, shopping and browsing, and typically involve much more walking than waiting. Transfers also occur across a wide range of locations, but tend to be concentrated in certain nodes and along street segments. Strategies to improve transfer facilities as well as general walkability might be targeted at such locations. The study demonstrated that volunteered GPS data is a promising source of information to help planners understand the transfer experience in multimodal networks in data-poor environments.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100936"},"PeriodicalIF":5.1,"publicationDate":"2024-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637380","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}

引用次数: 0

Interdependencies among changes in residence, occupation, and car ownership − A life course approach 居住地、职业和汽车拥有量变化之间的相互依存关系--一种生命历程方法

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-07 DOI: 10.1016/j.tbs.2024.100942

Xuemei Fu

Given the dynamic nature of human behavioral decisions over time, a life course approach is adopted to understand the interdependencies among key events in different life domains including residence, occupation, and car ownership. Based on a combination of binomial logit and decision tree, intertwined relationships for all three domains have been confirmed with respect to a quasi-longitudinal dataset. The interactions among inter-domain changes are demonstrated to be complicated, with leading, lagged, and concurrent effects all observed. Residential relocation and car-purchasing behaviors are likely to be performed within the same period, reflecting a concurrent effect, while there is a temporal sequence between major changes in residence and occupation, as well as in occupation and car ownership. The intra-domain continuity investigation by examining the roles played by past experience and future expectation primarily reflects an inhibiting effect on current behavior, indicating people’s inclination for stability. Empirically, identification about these interdependencies enables a better understanding of people’s reactions to changes in personal and family life. The findings are expected to be valuable for policies aiming at integrated urban land-use planning and travel behavior change.

鉴于人类行为决策随时间变化的动态性质，本研究采用生命历程方法来了解不同生活领域（包括居住地、职业和汽车所有权）中关键事件之间的相互依存关系。基于二叉对数和决策树的组合，在准纵向数据集上确认了所有三个领域的相互交织关系。各领域间变化的交互作用被证明是复杂的，可以观察到前导效应、滞后效应和并发效应。住宅搬迁和购车行为很可能是在同一时期进行的，反映了并发效应，而住宅和职业以及职业和汽车拥有量的重大变化之间存在时间顺序。通过研究过去经验和未来预期所起的作用，对域内连续性的调查主要反映了对当前行为的抑制作用，表明人们倾向于稳定。从经验上讲，对这些相互依存关系的识别有助于更好地理解人们对个人和家庭生活变化的反应。这些研究结果有望对旨在整合城市土地使用规划和旅行行为改变的政策产生重要价值。

{"title":"Interdependencies among changes in residence, occupation, and car ownership − A life course approach","authors":"Xuemei Fu","doi":"10.1016/j.tbs.2024.100942","DOIUrl":"10.1016/j.tbs.2024.100942","url":null,"abstract":"<div><div>Given the dynamic nature of human behavioral decisions over time, a life course approach is adopted to understand the interdependencies among key events in different life domains including residence, occupation, and car ownership. Based on a combination of binomial logit and decision tree, intertwined relationships for all three domains have been confirmed with respect to a quasi-longitudinal dataset. The interactions among inter-domain changes are demonstrated to be complicated, with leading, lagged, and concurrent effects all observed. Residential relocation and car-purchasing behaviors are likely to be performed within the same period, reflecting a concurrent effect, while there is a temporal sequence between major changes in residence and occupation, as well as in occupation and car ownership. The intra-domain continuity investigation by examining the roles played by past experience and future expectation primarily reflects an inhibiting effect on current behavior, indicating people’s inclination for stability. Empirically, identification about these interdependencies enables a better understanding of people’s reactions to changes in personal and family life. The findings are expected to be valuable for policies aiming at integrated urban land-use planning and travel behavior change.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100942"},"PeriodicalIF":5.1,"publicationDate":"2024-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142637379","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}

引用次数: 0

Latent class approach to classify e-scooter non-users: A comparative study of Helsinki and Tokyo 对不使用电动摩托车者进行分类的潜在类方法：赫尔辛基和东京的比较研究

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-05 DOI: 10.1016/j.tbs.2024.100941

Samira Dibaj , Hizaki Keiichi , Rie Goto , Ayako Taniguchi , Miloš N. Mladenović

Recent years have seen a rapid deployment of shared electric scooters (e-scooters), across hundreds of cities worldwide. Despite the global diffusion, most urban residents are still not using e-scooters, and they often bear the negative consequences of e- scooter deployment. This comparative study investigates the attitudes and characteristics of the e-scooter non-users in Helsinki, Finland and Tokyo, Japan using latent class clustering analysis. Our findings reveal five classes of e-scooter non-users, ranging from very negative perspectives to the least negative perspectives towards e-scooter deployment. Non-users also have a diverse set of socio-demographics background, including variation across age, gender, and income. In addition, non-users mostly do not feel the necessity of using an e-scooter as well as lack competences and have safety concerns. Safety concerns are dominant among those with more negative perceptions, while classes with the least negative perceptions and low income tend to not use e-scooters due to high rental costs. Understanding the different categories and perspectives of non-users, alongside with understanding users, has clear smart mobility policy and management implications. On the one hand, it should help with understanding the effectiveness of different interventions stemming from e-scooter operators and public policy actors. On the other hand, this study’s findings contribute to understanding public acceptability of e-scooter technology and associated policy and management actions. The study also opens further pathways for both comparative studies and for understanding different groups of users and non-users of smart mobility technologies.

近年来，共享电动滑板车（电动滑板车）在全球数百个城市迅速普及。尽管电动滑板车已在全球普及，但大多数城市居民仍然不使用电动滑板车，他们往往要承担电动滑板车使用带来的负面影响。这项比较研究采用潜类聚类分析方法，调查了芬兰赫尔辛基和日本东京不使用电动滑板车的人的态度和特征。我们的研究结果显示，非电动滑板车用户分为五类，从对使用电动滑板车持非常消极的观点到最不消极的观点不等。非用户的社会人口背景也各不相同，包括年龄、性别和收入方面的差异。此外，非使用者大多认为没有必要使用电动代步车，而且缺乏能力和存在安全顾虑。在负面看法较多的人群中，安全顾虑占主导地位，而负面看法最少且收入较低的人群则倾向于不使用电动代步车，原因是租车费用较高。在了解使用者的同时，了解非使用者的不同类别和观点，对智能交通政策和管理具有明显的意义。一方面，它有助于了解电动代步车运营商和公共政策参与者采取的不同干预措施的有效性。另一方面，本研究的发现有助于了解公众对电动摩托车技术的接受程度以及相关的政策和管理措施。本研究还为开展比较研究以及了解智能交通技术的不同用户群体和非用户群体开辟了更多途径。

{"title":"Latent class approach to classify e-scooter non-users: A comparative study of Helsinki and Tokyo","authors":"Samira Dibaj , Hizaki Keiichi , Rie Goto , Ayako Taniguchi , Miloš N. Mladenović","doi":"10.1016/j.tbs.2024.100941","DOIUrl":"10.1016/j.tbs.2024.100941","url":null,"abstract":"<div><div>Recent years have seen a rapid deployment of shared electric scooters (e-scooters), across hundreds of cities worldwide. Despite the global diffusion, most urban residents are still not using e-scooters, and they often bear the negative consequences of e- scooter deployment. This comparative study investigates the attitudes and characteristics of the e-scooter non-users in Helsinki, Finland and Tokyo, Japan using latent class clustering analysis. Our findings reveal five classes of e-scooter non-users, ranging from very negative perspectives to the least negative perspectives towards e-scooter deployment. Non-users also have a diverse set of socio-demographics background, including variation across age, gender, and income. In addition, non-users mostly do not feel the necessity of using an e-scooter as well as lack competences and have safety concerns. Safety concerns are dominant among those with more negative perceptions, while classes with the least negative perceptions and low income tend to not use e-scooters due to high rental costs. Understanding the different categories and perspectives of non-users, alongside with understanding users, has clear smart mobility policy and management implications. On the one hand, it should help with understanding the effectiveness of different interventions stemming from e-scooter operators and public policy actors. On the other hand, this study’s findings contribute to understanding public acceptability of e-scooter technology and associated policy and management actions. The study also opens further pathways for both comparative studies and for understanding different groups of users and non-users of smart mobility technologies.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100941"},"PeriodicalIF":5.1,"publicationDate":"2024-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142586851","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}

引用次数: 0

Q_EDQ: Efficient path planning in multimodal travel scenarios based on reinforcement learning Q_EDQ：基于强化学习的多模式旅行场景中的高效路径规划

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-05 DOI: 10.1016/j.tbs.2024.100943

JianQiang Yan , Yinxiang Li , Yuan Gao , BoTing Qu , Jing Chen

Recently, Mobility as a Service (MaaS) has garnered increasing attention by integrating various modes of transportation to provide users with a unified travel solution. However, In multimodal transportation planning, we primarily face three challenges: Firstly, a multimodal travel network is constructed that covers multiple travel modes and is highly scalable. Secondly, the routing algorithm fully considers the dynamic and real-time nature of the multimodal travel process. Finally, a generalized travel cost objective function is constructed that considers the psychological burden of transfers on passengers in multimodal travel scenarios. In this study, we firstly constructed an integrated multimodal transport network based on graph theory, which covers four transport modes, namely, the metro, the bus, the car-sharing and the walking. Subsequently, by introducing a double-Q learning mechanism and an optimized dynamic exploration strategy, we propose a new algorithm, Q_EDQ, the algorithm aims to learn the globally optimal path as efficiently as possible, with faster convergence speed and improved stability. Experiments utilizing real bus and metro data from Xi’an, Shaanxi Province, were conducted to compare the Q_EDQ algorithm with traditional genetic algorithms. In the conducted four experiments, compared to the optimal paths planned by traditional genetic algorithms, the improved Q-algorithm achieved a minimum efficiency increase of 12.52% and a maximum of 35%. These results demonstrate the enhanced capability of the improved Q-algorithm to learn globally optimal paths in complex multimodal transportation networks. Compared to the classical Q algorithm, the algorithmic model in this study shows an average performance improvement of 10% to 30% in global optimal path search, as well as convergence performance including loss and reward values.

最近，"移动即服务"（MaaS）通过整合各种交通方式，为用户提供统一的出行解决方案，受到越来越多的关注。然而，在多模式交通规划中，我们主要面临三个挑战：首先，构建一个涵盖多种出行方式且具有高度可扩展性的多模式出行网络。其次，路由算法要充分考虑多模式出行过程的动态性和实时性。最后，构建了广义的出行成本目标函数，考虑了多式联运出行场景中换乘给乘客带来的心理负担。在本研究中，我们首先基于图论构建了一个综合多式联运网络，涵盖了地铁、公交、共享汽车和步行四种交通方式。随后，通过引入双 Q 学习机制和优化的动态探索策略，我们提出了一种新算法 Q_EDQ，该算法旨在尽可能高效地学习全局最优路径，具有更快的收敛速度和更高的稳定性。我们利用陕西省西安市的真实公交和地铁数据进行了实验，将 Q_EDQ 算法与传统遗传算法进行了比较。在所进行的四次实验中，与传统遗传算法规划的最优路径相比，改进的 Q 算法的效率最低提高了 12.52%，最高提高了 35%。这些结果表明，改进型 Q 算法在复杂的多式联运网络中学习全局最优路径的能力得到了增强。与经典 Q 算法相比，本研究中的算法模型在全局最优路径搜索以及包括损失和奖励值在内的收敛性能方面平均提高了 10% 至 30%。

{"title":"Q_EDQ: Efficient path planning in multimodal travel scenarios based on reinforcement learning","authors":"JianQiang Yan , Yinxiang Li , Yuan Gao , BoTing Qu , Jing Chen","doi":"10.1016/j.tbs.2024.100943","DOIUrl":"10.1016/j.tbs.2024.100943","url":null,"abstract":"<div><div>Recently, Mobility as a Service (MaaS) has garnered increasing attention by integrating various modes of transportation to provide users with a unified travel solution. However, In multimodal transportation planning, we primarily face three challenges: Firstly, a multimodal travel network is constructed that covers multiple travel modes and is highly scalable. Secondly, the routing algorithm fully considers the dynamic and real-time nature of the multimodal travel process. Finally, a generalized travel cost objective function is constructed that considers the psychological burden of transfers on passengers in multimodal travel scenarios. In this study, we firstly constructed an integrated multimodal transport network based on graph theory, which covers four transport modes, namely, the metro, the bus, the car-sharing and the walking. Subsequently, by introducing a double-Q learning mechanism and an optimized dynamic exploration strategy, we propose a new algorithm, Q_EDQ, the algorithm aims to learn the globally optimal path as efficiently as possible, with faster convergence speed and improved stability. Experiments utilizing real bus and metro data from Xi’an, Shaanxi Province, were conducted to compare the Q_EDQ algorithm with traditional genetic algorithms. In the conducted four experiments, compared to the optimal paths planned by traditional genetic algorithms, the improved Q-algorithm achieved a minimum efficiency increase of 12.52% and a maximum of 35%. These results demonstrate the enhanced capability of the improved Q-algorithm to learn globally optimal paths in complex multimodal transportation networks. Compared to the classical Q algorithm, the algorithmic model in this study shows an average performance improvement of 10% to 30% in global optimal path search, as well as convergence performance including loss and reward values.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"39 ","pages":"Article 100943"},"PeriodicalIF":5.1,"publicationDate":"2024-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142586982","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}

引用次数: 0

Analysis of emotions of online car-hailing drivers under different driving conditions and scenarios 不同驾驶条件和场景下的网约车司机情绪分析

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-02 DOI: 10.1016/j.tbs.2024.100937

Yongfeng Ma , Yaqian Xing , Ying Wu , Shuyan Chen , Fengxiang Qiao , Xiaojian Hu , Jian Lu

Emotion is an important factor that affects driving behavior, and thus, drivers’ emotions are closely related to overall traffic safety. We investigated the emotional expressions of online car-hailing drivers under two driving conditions: with passenger(s) and without passenger(s). We recruited 16 male car-hailing drivers and collected a total of 91.5 h of data using non-contact equipment. We employed FaceReader 8.0 software to analyze the collected video data and extract the drivers’ facial expression information, thereby identifying six emotions expressed by the drivers. We then compared the frequency of the occurrence of the six emotions between the two conditions. The frequency rates indicate that the drivers exhibited more emotions when no passengers were in the vehicle. The chi-square test results indicate significant differences in the drivers’ emotions under the two conditions. For example, happiness is related to chatting with passengers. Also, the drivers exhibited more aggressive driving behavior during trips without passengers, and such behavior often was accompanied by negative emotions, such as anger. We also investigated drivers’ emotions under three scenarios that often occur while online car-hailing drivers are working: driver distractions, passenger interaction, and the traffic environment. The understanding of drivers’ emotions and the relationships between those emotions and scenarios that take place under different driving conditions can facilitate the identification of drivers’ intentions and provide guidance for the development of safe driving assistance warning systems. Dangerous driving behavior can be reduced through intervention and the monitoring of drivers’ emotions for the enhanced overall safety of roadway travel.

情绪是影响驾驶行为的重要因素，因此驾驶员的情绪与整体交通安全密切相关。我们研究了网约车司机在有乘客和无乘客两种驾驶条件下的情绪表达。我们招募了 16 名男性网约车司机，并使用非接触式设备收集了共计 91.5 小时的数据。我们使用 FaceReader 8.0 软件对收集到的视频数据进行分析，提取司机的面部表情信息，从而识别出司机所表达的六种情绪。然后，我们比较了这六种情绪在两种情况下出现的频率。频率表明，当车内没有乘客时，司机表现出更多的情绪。卡方检验结果表明，两种情况下驾驶员的情绪存在显著差异。例如，快乐与与乘客聊天有关。此外，在没有乘客的情况下，驾驶员的驾驶行为更具攻击性，而这种行为往往伴随着愤怒等负面情绪。我们还调查了网约车司机工作时经常出现的三种情况下的司机情绪：司机分心、乘客互动和交通环境。了解驾驶员的情绪以及这些情绪与不同驾驶条件下发生的情景之间的关系，有助于识别驾驶员的意图，并为开发安全驾驶辅助预警系统提供指导。通过干预和监测驾驶员的情绪，可以减少危险驾驶行为，从而提高道路交通的整体安全性。

{"title":"Analysis of emotions of online car-hailing drivers under different driving conditions and scenarios","authors":"Yongfeng Ma , Yaqian Xing , Ying Wu , Shuyan Chen , Fengxiang Qiao , Xiaojian Hu , Jian Lu","doi":"10.1016/j.tbs.2024.100937","DOIUrl":"10.1016/j.tbs.2024.100937","url":null,"abstract":"<div><div>Emotion is an important factor that affects driving behavior, and thus, drivers’ emotions are closely related to overall traffic safety. We investigated the emotional expressions of online car-hailing drivers under two driving conditions: with passenger(s) and without passenger(s). We recruited 16 male car-hailing drivers and collected a total of 91.5 h of data using non-contact equipment. We employed FaceReader 8.0 software to analyze the collected video data and extract the drivers’ facial expression information, thereby identifying six emotions expressed by the drivers. We then compared the frequency of the occurrence of the six emotions between the two conditions. The frequency rates indicate that the drivers exhibited more emotions when no passengers were in the vehicle. The chi-square test results indicate significant differences in the drivers’ emotions under the two conditions. For example, happiness is related to chatting with passengers. Also, the drivers exhibited more aggressive driving behavior during trips without passengers, and such behavior often was accompanied by negative emotions, such as anger. We also investigated drivers’ emotions under three scenarios that often occur while online car-hailing drivers are working: driver distractions, passenger interaction, and the traffic environment. The understanding of drivers’ emotions and the relationships between those emotions and scenarios that take place under different driving conditions can facilitate the identification of drivers’ intentions and provide guidance for the development of safe driving assistance warning systems. Dangerous driving behavior can be reduced through intervention and the monitoring of drivers’ emotions for the enhanced overall safety of roadway travel.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"38 ","pages":"Article 100937"},"PeriodicalIF":5.1,"publicationDate":"2024-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142571605","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}

引用次数: 0

Augmenting last-mile connectivity with multimodal transport: Do choice riders favor integrated bike taxi-bus service in metro cities? 利用多式联运加强最后一英里的连接：自选乘客是否青睐地铁城市的自行车出租车公交一体化服务？

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-11-01 DOI: 10.1016/j.tbs.2024.100938

Munavar Fairooz Cheranchery , M.G. Karthika , N. Firoz

While the pursuit of sustainable measures to arrest private vehicle usage and externalities continues, poor last-mile connectivity remains a major deterrent for choice riders (car owners) considering the use of public transport. The present study proposes an integrated Bike Taxi-Bus Service (BTBS) system as a solution to last-mile connectivity concerns and investigates the perception of choice riders towards BTBS. The research was carried out in two Indian metro cities, tier 1 (Bangalore) and tier 2 (Kochi), where bike taxi and bus services operate independently, albeit without integration. The study investigates the perception of choice riders in two stages. Firstly, to identify key intervention areas for the development of an integrated BTBS system. Secondly, to develop econometric models for the estimation of choice riders’ Willingness to Pay (WTP) for BTBS attributes and their potential shift in demand towards BTBS. Additionally, a sensitivity analysis was conducted to explore the influence of various attributes on demand shift and to establish appropriate attribute levels to attract choice riders. While intervention areas are identified using Revised Importance Satisfaction Analysis (Revised ISA), Mixed Logit (ML) models are developed to estimate demand and WTP values. Unlike previous studies, intervention areas are identified using factor structure and management schemes. The study demonstrates the application of Revised ISA in attribute selection for econometric modelling. The work identified 50% of the listed attributes as intervention areas and notably higher WTP values of choice riders for BTBS attributes. This indicates the promise of BTBS while emphasizing the need for urgent attention.

尽管人们一直在寻求可持续的措施来减少私家车的使用和外部效应，但最后一英里连接不畅仍然是阻碍自选乘车者（车主）考虑使用公共交通的一个主要因素。本研究提出了一个综合自行车出租车-公交车服务（BTBS）系统，作为最后一英里连接问题的解决方案，并调查了自选乘车者对 BTBS 的看法。研究在印度的两个一线城市（班加罗尔）和二线城市（高知）进行，这两个城市的自行车出租车和公交车服务虽然没有整合，但各自独立运营。研究分两个阶段调查了选择骑车者的看法。首先，确定发展综合 BTBS 系统的关键干预领域。其次，建立计量经济学模型，估算自选乘客对 BTBS 系统属性的支付意愿（WTP）以及他们对 BTBS 系统的潜在需求转移。此外，还进行了敏感性分析，以探讨各种属性对需求转移的影响，并确定吸引自选乘客的适当属性水平。在使用修订的重要性满意度分析（修订的 ISA）确定干预区域的同时，还开发了混合 Logit（ML）模型来估算需求和 WTP 值。与以往研究不同的是，干预区域是通过因素结构和管理方案确定的。该研究展示了修订版 ISA 在计量经济学模型属性选择中的应用。这项工作确定了 50%的所列属性为干预区域，而且选择 BTBS 属性的骑行者的 WTP 值明显更高。这表明了 BTBS 的前景，同时也强调了亟需关注的问题。

{"title":"Augmenting last-mile connectivity with multimodal transport: Do choice riders favor integrated bike taxi-bus service in metro cities?","authors":"Munavar Fairooz Cheranchery , M.G. Karthika , N. Firoz","doi":"10.1016/j.tbs.2024.100938","DOIUrl":"10.1016/j.tbs.2024.100938","url":null,"abstract":"<div><div>While the pursuit of sustainable measures to arrest private vehicle usage and externalities continues, poor last-mile connectivity remains a major deterrent for choice riders (car owners) considering the use of public transport. The present study proposes an integrated Bike Taxi-Bus Service (BTBS) system as a solution to last-mile connectivity concerns and investigates the perception of choice riders towards BTBS. The research was carried out in two Indian metro cities, tier 1 (Bangalore) and tier 2 (Kochi), where bike taxi and bus services operate independently, albeit without integration. The study investigates the perception of choice riders in two stages. Firstly, to identify key intervention areas for the development of an integrated BTBS system. Secondly, to develop econometric models for the estimation of choice riders’ Willingness to Pay (WTP) for BTBS attributes and their potential shift in demand towards BTBS. Additionally, a sensitivity analysis was conducted to explore the influence of various attributes on demand shift and to establish appropriate attribute levels to attract choice riders. While intervention areas are identified using Revised Importance Satisfaction Analysis (Revised ISA), Mixed Logit (ML) models are developed to estimate demand and WTP values. Unlike previous studies, intervention areas are identified using factor structure and management schemes. The study demonstrates the application of Revised ISA in attribute selection for econometric modelling. The work identified 50% of the listed attributes as intervention areas and notably higher WTP values of choice riders for BTBS attributes. This indicates the promise of BTBS while emphasizing the need for urgent attention.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"38 ","pages":"Article 100938"},"PeriodicalIF":5.1,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142571604","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}

引用次数: 0

New insights into factors affecting the severity of autonomous vehicle crashes from two sources of AV incident records 从两种自动驾驶汽车事故记录来源了解影响自动驾驶汽车碰撞严重性的新因素

IF 5.1 2区工程技术 Q1 TRANSPORTATION

Travel Behaviour and Society

Pub Date : 2024-10-30 DOI: 10.1016/j.tbs.2024.100934

Hanlong Fu , Shi Ye , Xiaowen Fu , Tiantian Chen , Jinhua Zhao

Superior safety is the main banner value of promoting autonomous vehicle (AV) technology, but it is difficult to responsibly claim it. The potential for AVs to reduce crash and injury risks would be overshadowed by technological limitations, regardless of their ability to mitigate or eliminate human error. This study aims to identify the key factors affecting crash severity by analyzing real-world AV crash data from the U.S. between 2015 and 2022. We integrated two open data sources from the California DMV and NHTSA. Mixed multinomial logit models incorporating the interaction effects were estimated using the crash severity level, addressing the observed and unobserved heterogeneities. Our results show that Advanced Driver Assistance System (ADAS) engagement is associated with a higher likelihood of slight injury crashes, whereas Automated Driving System (ADS) engagements show the opposite effect. In addition, we found that various environmental and road factors, including lighting conditions, weather, road type, and road surface conditions, significantly affect the severity of AV crashes. For instance, daylight conditions contribute to a lower likelihood of slight-injury crashes. On the other hand, driving under unfavorable weather conditions (cloudy, foggy, rainy, or snowy), on the highway, and on non-dry road surfaces are associated with an increase in the likelihood of severe injury crashes. Furthermore, several significant interaction effects were revealed. First, the mitigating effect of ADS engagement on the likelihood of slight injury crashes is reduced by the rear-end collision type. Second, the likelihood of slight injury crashes increases when AV interacts with heavy trucks on highways. Third, the likelihood of severe injuries increases when AVs collide with Vulnerable Road Users (VRUs) on urban streets. Overall, this research is expected to provide policymakers and AV manufacturers with valuable insights into AV safety, stressing that addressing the identified factors will lead to improved AV design and control algorithms.

卓越的安全性是推广自动驾驶汽车（AV）技术的主要旗帜价值，但很难负责任地宣称这一点。无论自动驾驶汽车能否减轻或消除人为失误，其降低碰撞和伤害风险的潜力都会因技术限制而黯然失色。本研究旨在通过分析 2015 年至 2022 年期间美国真实世界的自动驾驶汽车碰撞数据，找出影响碰撞严重程度的关键因素。我们整合了加州车管局和美国国家公路交通安全管理局的两个开放数据源。使用碰撞严重程度估算了包含交互效应的混合多叉对数模型，解决了观察到的和未观察到的异质性问题。我们的结果表明，高级驾驶辅助系统（ADAS）的使用与发生轻伤碰撞事故的可能性较高有关，而自动驾驶系统（ADS）的使用则显示出相反的效果。此外，我们还发现各种环境和道路因素，包括照明条件、天气、道路类型和路面状况，都会对视听碰撞事故的严重程度产生重大影响。例如，在日光条件下发生轻伤碰撞事故的可能性较低。另一方面，在不利的天气条件下（阴天、雾天、雨天或下雪天）、在高速公路上以及在不干燥的路面上驾驶时，发生严重受伤车祸的可能性会增加。此外，还发现了几种重要的交互效应。首先，追尾碰撞类型会降低 ADS 对轻伤碰撞可能性的缓解作用。其次，当自动驾驶汽车与高速公路上的重型卡车发生交互作用时，轻伤碰撞的可能性会增加。第三，在城市道路上，当自动驾驶汽车与易受伤害的道路使用者（VRU）发生碰撞时，严重受伤的可能性会增加。总之，这项研究有望为政策制定者和自动驾驶汽车制造商提供有关自动驾驶汽车安全的宝贵见解，并强调解决已确定的因素将有助于改进自动驾驶汽车的设计和控制算法。

{"title":"New insights into factors affecting the severity of autonomous vehicle crashes from two sources of AV incident records","authors":"Hanlong Fu , Shi Ye , Xiaowen Fu , Tiantian Chen , Jinhua Zhao","doi":"10.1016/j.tbs.2024.100934","DOIUrl":"10.1016/j.tbs.2024.100934","url":null,"abstract":"<div><div>Superior safety is the main banner value of promoting autonomous vehicle (AV) technology, but it is difficult to responsibly claim it. The potential for AVs to reduce crash and injury risks would be overshadowed by technological limitations, regardless of their ability to mitigate or eliminate human error. This study aims to identify the key factors affecting crash severity by analyzing real-world AV crash data from the U.S. between 2015 and 2022. We integrated two open data sources from the California DMV and NHTSA. Mixed multinomial logit models incorporating the interaction effects were estimated using the crash severity level, addressing the observed and unobserved heterogeneities. Our results show that Advanced Driver Assistance System (ADAS) engagement is associated with a higher likelihood of slight injury crashes, whereas Automated Driving System (ADS) engagements show the opposite effect. In addition, we found that various environmental and road factors, including lighting conditions, weather, road type, and road surface conditions, significantly affect the severity of AV crashes. For instance, daylight conditions contribute to a lower likelihood of slight-injury crashes. On the other hand, driving under unfavorable weather conditions (cloudy, foggy, rainy, or snowy), on the highway, and on non-dry road surfaces are associated with an increase in the likelihood of severe injury crashes. Furthermore, several significant interaction effects were revealed. First, the mitigating effect of ADS engagement on the likelihood of slight injury crashes is reduced by the rear-end collision type. Second, the likelihood of slight injury crashes increases when AV interacts with heavy trucks on highways. Third, the likelihood of severe injuries increases when AVs collide with Vulnerable Road Users (VRUs) on urban streets. Overall, this research is expected to provide policymakers and AV manufacturers with valuable insights into AV safety, stressing that addressing the identified factors will lead to improved AV design and control algorithms.</div></div>","PeriodicalId":51534,"journal":{"name":"Travel Behaviour and Society","volume":"38 ","pages":"Article 100934"},"PeriodicalIF":5.1,"publicationDate":"2024-10-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142554014","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}

引用次数: 0