Road traffic crashes are the leading cause of death for young people, among whom cyclists account for a higher percentage of injuries and deaths than any other road users. This study aimed to examine ...the factor structure of the Young Cyclist Behavior Questionnaire (YCBQ) and investigate the relationships among demographic characteristics, cycling use‐related variables, perceived risk, perceived cycling skills, and risky cycling behaviors among young people. A sample of 448 cyclists (mean age of 20.37 years) completed the questionnaire. Exploratory factor analysis, confirmatory factor analysis, and structural equation modeling were utilized. The YCBQ had a clear factorial structure, items with high factor loadings, and good internal consistency. The five‐factor structure included traffic violations, impulsive behaviors, ordinary violations, distractions, and errors. Risky cycling behaviors could be explained by gender, age, perceived risk, and perceived cycling skills, with the model explaining 37% of the variance. Gender had the greatest impact on risky cycling behaviors; male individuals were more likely to engage in risky behaviors. Young cyclists with higher levels of perceived risk had lower probabilities of engaging in risky cycling behaviors. Cyclists with lower scores on perceived cycling skills were more likely to report engaging in risky cycling behaviors. Age significantly explained risky behaviors; the younger the cyclist was, the higher his or her risky behaviors score. This research provides a theoretical foundation for the prevention of risky behaviors among young cyclists. Regarding intervention design, attention to the identified gender differences, the need to strengthen the ability to perceive risk, and the importance of road safety education for young cyclists may promote safer cycling.
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BFBNIB, FSPLJ, FZAB, GIS, IJS, IZUM, KILJ, NLZOH, NUK, OILJ, PILJ, SAZU, SBCE, SBMB, UL, UM, UPUK
•An outdoor-environment experiment was designed to explore the role of mobile phone distraction on pedestrians’ crossing performance.•The crossing behavior and visual attention allocation were used ...to explore how mobile phone distraction affect pedestrians’ crossing safety.•Text distraction has the greatest effects on the unsafe behavior of pedestrians, then phone conversation distraction and music distraction.
With the rapid growth in mobile phone use worldwide, traffic safety experts have begun to consider the impact of mobile phone distractions on pedestrian crossing safety. This study sought to investigate how mobile phone distractions (music distraction, phone conversation distraction and text distraction) affect the behavior of pedestrians while they are crossing the street. An outdoor-environment experiment was conducted among 28 college student pedestrians. Two HD videos and an eye tracker were employed to record and analyze crossing behavior and visual attention allocation. The results of the research showed that the three mobile phone distractions cause different levels of impairment to pedestrians’ crossing performance, with the greatest effect from text distraction, followed by phone conversation distraction and music distraction. Pedestrians distracted by music initiate crossing later, have increased pupil diameter, and reduce their scanning frequency, fixation points and fixation times toward traffic signal area priorities. In addition to the above effects, pedestrians distracted by phone conversation cross the street more slowly, direct fewer fixation points to the right traffic area, and spend less fixation time and lower average fixation duration on the left traffic area. Moreover, pedestrians distracted by texting look left and right less often and switch, distribute and maintain less visual attention on the traffic environment. These findings may inform researchers, policy makers, and pedestrians.
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GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UL, UM, UPCLJ, UPUK, ZRSKP
•A continuous division method is developed for the dynamic boundary of single congested region.•A congested area range estimation method is applied to determine the boundary change trend.•A ...three-dimensional MFD surface model is proposed considering the scope of the sub-region.•A sliding mode control method is integrated for the perimeter flow of dynamic changing congested sub-region.•The proposed control method can improve the efficiency of road network compared to PI and PIDB.
The urban traffic system is a complex dynamic system, and its state changes with the real-time traffic demand; correspondingly, the range of congested areas also continuously transforms spatiotemporally. Affected by the traffic congestion range, the dynamics of a road network and the macroscopic control model that describes the road network also change. The existing sub-region division methods divide sub-regions based on cluster algorithms, and their results cannot be directly used to establish a dynamic congested area model with varying ranges or to implement perimeter control because they fail to consider the continuity of congested area transfer. To achieve control of the dynamic entrance boundary of a continuously changing congested range, this paper carries out three related analyses. First, depending on the section data of the kernel congested area, a continuous division method for generating sub-regions is proposed on the basis of similarity theory to determine the dynamic boundary of the congested area. Then, after the boundary intersections of bottlenecks are categorized as output, input, or passing types, a congested area range estimation model is established using the density wave transfer speed to estimate the boundary range change trend caused by the influence of traffic congestion diffusion or dissipation. A three-dimensional macroscopic fundamental diagram (MFD) surface model with an independent section length, traffic flow density, and road network trip completion rate of the congested area is then established according to the changes in the congested area. On the basis of the three-dimensional MFD surface model, a sliding mode control with dynamic boundary (SMCDB) method is proposed to determine the entrance of the congested area. With a regional road network in Hefei taken as an example, numerical experiments are carried out, and the simulation results are compared with those of PI control with and without boundary changes, showing that the SMCDB method can track congested boundaries and adjust boundary flows according to the traffic state, protect the centre network from over-saturation, effectively improve the trip completion flow, and decrease the network travel delay.
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GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UILJ, UL, UM, UPCLJ, UPUK, ZAGLJ, ZRSKP
Considering the complexity of lane changing using automated vehicles and the frequency of turning lanes in city settings, this paper aims to generate an accelerated lane-changing trajectory using ...vehicle-to-vehicle collaboration (V2VC). Based on the characteristics of accelerated lane changing, we used a polynomial method and cooperative strategies for trajectory planning to establish a lane-changing model under different degrees of collaboration with the following vehicle in the target lane by considering vehicle kinematics and comfort requirements. Furthermore, considering the shortcomings of the traditional elliptical vehicle and round vehicle models, we established a rectangular vehicle model with collision boundary conditions by analysing the relationships between the possible collision points and the outline of the vehicle. Then, we established a simulation model for the accelerated lane-changing process in different environments under different degrees of collaboration. The results show that, by using V2VC, we can achieve safe accelerated lane-changing trajectories and simultaneously satisfy the requirements of vehicle kinematics and comfort control.
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CEKLJ, FZAB, GIS, IJS, IZUM, KILJ, NLZOH, NUK, OILJ, PILJ, PNG, SAZU, SBCE, SBMB, UL, UM, UPUK
With the continuous development of information technology, the information environment while driving is constantly being enriched, and driver information processing and application are also ...dynamically evolving. Analysing information processing and application can better provide information services and is particularly important for traffic safety. Based on VOSviewer bibliometric software, this paper explores the research hotspots and future development trends of the driver information processing and application fields using the Web of Science (WoS) core collection as the data source. The results show that the field has a long history and has grown steadily in recent years. The United States, China and Germany are the top three countries in terms of the number of published articles. “Situational awareness and visual load”, “route selection under variable information signs”, “en-route information and behaviour” and “new information technology attitudes” are important knowledge bases for driver information processing and application. En-route information sources, human-computer interaction, and autonomous vehicle information are the research trends of the driver information processing and application field. The results of this research can help people comprehensively and systematically understand the current situation of driver information processing and application research, provide directions for future driver information processing and application research, and promote the engineering application of such research.
•A scientometric analysis of driver information processing and application studies was performed.•Descriptive analysis, co-citation analysis, keyword co-occurrence analysis, and thematic evolution analysis were conducted.•Four research mainstreams of driver information processing and application were obtained.•En-route, human–computer interaction, and autonomous vehicle information are promising research directions.
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GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UILJ, UL, UM, UPCLJ, UPUK, ZAGLJ, ZRSKP
The present study examined the types of situations that caused Chinese professional and non-professional drivers to become angry and investigated the differences in driving-elicited anger, ...considering the influences of type A behavior pattern and trait anger between the two groups. The 20-item revised Driving Anger Scale (DAS) was used to assess a sample of 232 drivers (57% professional, 43% non-professional). The non-professional drivers reported significantly higher levels of anger than the professional drivers on the overall Driving Anger Scale (DAS) and the traffic obstructions and discourtesy subscales. In both groups, the preferred driving speeds were positively related to driving anger. Furthermore, drivers with a type A personality exhibited higher overall driving anger scores and higher anger scores in response to traffic obstructions and slow driving than drivers with a type B personality. Trait anger was significantly related to driving anger in both groups. In the non-professional group, type A behavior patterns (TABPs) and time hurry (TH) were positively correlated with anger evoked by slow driving. In the professional group, TABPs, TH and competitive hostility (CH) were positively related to driving anger, and the TABPs exerted an indirect effect on driving anger by mediating the influence of trait anger. Overall, these findings provide a theoretical basis for implementing targeted interventions for driving anger in both professional and non-professional drivers.
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DOBA, IZUM, KILJ, NUK, PILJ, PNG, SAZU, SIK, UILJ, UKNU, UL, UM, UPUK
As one of the most important modes of transportation, buses play an essential part in people's journeys. However, less has been known about whether and under what circumstances people will choose to ...travel by bus during the COVID-19 epidemic. Based on the theory of planned behaviour (TPB), the study examined how the impact of the different stages of COVID-19 (middle stage and later stage), the quality of public transport services and the fear of COVID-19 (FCV-19) are associated with individual choices.
An online survey of 404 participants from Anhui Province, China was conducted. We collected data on demography information, together with related TPB constructs (behavioural intentions, self-reported bus use, attitudes, subjective norm, perceived behavioural control, fear of COVID-19 and bus passenger satisfaction). After verifying the scales and the basic TPB model, we established a structural equation model (SEM).
Our analysis of the survey data yielded the following results: 1) In the middle stage of the COVID-19 epidemic, fear of COVID-19 was significantly related to the intention to take the bus, and passenger satisfaction was insignificantly related to travel by bus. 2) In the later stage of the COVID-19 epidemic, passenger satisfaction was significantly related to the decision to take the bus, and fear of COVID-19 was significantly related to the intention to travel by bus.
These research results not only reveal the internal mechanism of passengers choosing to take the bus but also provide important information for future disaster emergency management. On this basis, some feasible suggestions are made to avoid the decrease of bus ridership and help the public transportation system recover from the crisis.
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GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UILJ, UL, UM, UPCLJ, UPUK, ZAGLJ, ZRSKP
Primary school children are likely to participate in traffic as pedestrian road users. Due to their immature levels of physical and cognitive development, it is difficult for children to make safe ...decisions while crossing roads. The aim of this study was to analyse the behaviour characteristics and visual attention distribution of children in primary school as they cross roads. In total, 10 children successively passed through an unsignalised intersection, an unsignalised T-intersection and a signalised intersection on a designated test route in an outdoor road environment. Three HD cameras and an eye tracker were employed to record and analyse their crossing behaviour and visual attention allocation. When crossing the three types of intersections, the children allocated more fixation points and a larger proportion of fixation time in the small area in front of their bodies and the area where their eyes were facing and lacked a visual search of the traffic areas on the left and right sides of the zebra crossing. The fixation area was relatively singular. The most common unsafe behaviour was crossing without observing the traffic environment. The frequency of left and right observations of the traffic environment was low, reaching the lowest level at the unsignalised T-intersection. Children in primary school have not yet fully mastered safe crossing behaviours. These findings indicate the need for targeted programmes to train children to cross roads safely and correctly, and provide useful information for researchers and road designers.
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EMUNI, FIS, FZAB, GEOZS, GIS, IJS, IMTLJ, KILJ, KISLJ, MFDPS, NLZOH, NUK, ODKLJ, OILJ, PNG, SAZU, SBCE, SBJE, SBMB, SBNM, UKNU, UL, UM, UPUK, VKSCE, ZAGLJ
This research aims to develop a public traffic safety awareness questionnaire and explore the factors influencing public traffic safety awareness in China. A questionnaire survey was conducted with ...5200 people in Jiaozuo, China, to assess their public traffic safety awareness. Based on 5029 effective samples, the developed public traffic safety awareness scale passed the reliability and validity tests and identified three factors: traffic safety behaviour, traffic safety attitude and traffic accident cognition. The Chinese version of the Traffic Climate Scale (three factors: external affective demand, internal requirements and functionality) and the Ten-Item Personality Inventory in China (five factors: extraversion, agreeableness, conscientiousness, emotional stability and openness) were also used in the questionnaire. The results of correlation analysis, difference analysis and multiple linear regression analysis show that in terms of individual factors, public traffic safety awareness is significantly related to age, education level, number of children and personality traits, and there are significant differences between genders and across occupations. In terms of environmental factors, public traffic safety awareness is significantly related to traffic safety education, traffic violation records, approval of traffic violations and traffic climate. Internal requirements, external emotional demands, conscientiousness and agreeableness can effectively explain and predict public traffic safety awareness. The research results provide a strong reference to help road traffic safety management departments formulate policies and play a positive role in preventing and reducing traffic accidents and ensuring public safety.
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EMUNI, FIS, FZAB, GEOZS, GIS, IJS, IMTLJ, KILJ, KISLJ, MFDPS, NLZOH, NUK, ODKLJ, OILJ, PNG, SAZU, SBCE, SBJE, SBMB, SBNM, UKNU, UL, UM, UPUK, VKSCE, ZAGLJ
Most road crashes are caused by human factors. Risky behaviors and lack of driving skills are two human factors that contribute to crashes. Considering the existing evidence, risky driving behaviors ...and driving skills have been regarded as potential decisive factors explaining and preventing crashes. Nighttime accidents are relatively frequent and serious compared with daytime accidents. Therefore, it is important to focus on driving behaviors and skills to reduce traffic accidents and enhance safe driving in low illumination conditions. In this paper, we examined the relation between drivers’ risk perception and propensity for risky driving behavior and conducted a comparative analysis of the associations between risk perception, propensity for risky driving behavior, and other factors in the presence and absence of streetlights. Participants in Hefei city, China, were asked to complete a demographic questionnaire, the Driver Behavior Questionnaire (DBQ), and the Driver Skill Inventory (DSI). Multiple linear regression analyses identified some predictors of driver behavior. The results indicated that both the DBQ and DSI are valuable instruments in traffic safety analysis in low illumination conditions and indicated that errors, lapses, and risk perception were significantly different between with and without streetlight conditions. Pearson’s correlation test found that elderly and experienced drivers had a lower likelihood of risky driving behaviors when driving in low illumination conditions, and crash involvement was positively related to risky driving behaviors. Regarding the relationship between study variables and driving skills, the research suggested that age, driving experience, and annual distance were positively associated with driving skills, while myopia, penalty points, and driving self-assessment were negatively related to driving skills. Furthermore, the differences across age groups in errors, lapses, violations, and risk perception in the presence of streetlights were remarkable, and the driving performance of drivers aged 45–55 years was superior to that of drivers in other age groups. Finally, multiple linear regression analyses showed that education background and crash involvement had a positive influence on error, whereas risk perception had a negative effect on errors; crash involvement had a positive influence, while risk perception had a negative effect on lapse; driving experience and crash involvement had a positive influence on violation; and age had a negative influence on it.
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CEKLJ, FZAB, GIS, IJS, IZUM, KILJ, NLZOH, NUK, OILJ, PILJ, PNG, SAZU, SBCE, SBMB, UL, UM, UPUK
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