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111.
    
The Institute of Medicine (IOM) is one of the nation's more influential health‐related non‐profit organizations. It plays a large role in shaping health policy by commissioning panels to develop “white papers” describing research and recommendations on a variety of health topics. These white paper publications are often used to help make policy decisions at the legislative and executive levels. Such a prominent institution might seem like a natural ally for policy‐related collaborative efforts. As community psychologists, we strongly endorse efforts to positively influence public policy at the national level. However, while serving on influential panels and commissions like the IOM might seem to be very much part of the ethos of our discipline, there are occasions when such institutions are pursuing a mission that inadvertently has the potential to instigate divisive friction among community activists and organizations. A case study is presented whereby I describe my decision not to accept an invitation to serve on a controversial IOM panel. I explore the ethical challenges regarding maintaining my independence from this institution and its attempt to redefine chronic fatigue syndrome (CFS) and myalgic encephalomyelitis (ME), as well as the process of searching for alternative avenues for collaborating with community activists to influence policy related to these debilitating illnesses.  相似文献   
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A bicycle sharing system (BSS) offers multiple benefits to a city as well as numerous challenges for effective implementation, especially if the system is connected to other modes of transportation. User-centred assessments of BSSs have been recognised as a paramount factor in transportation research, although it has received relatively little attention. This ethnographic study implemented a user experiential approach for assessing EnCicla, which is a new BSS in the city of Medellin, Colombia. A deeper understanding of users was needed for identifying the perceived journey maps; including route stages, functional likes and dislikes, affective reactions, and motivations for using the system. Findings identified not only the functional but also the affective aspects of the user experience. The 40 participants were also classified into four user groups: Lover, Civic, Grateful, and Adapted. Managerial implications involved recommendations for improving the service design and the communication and promotion strategies of the system. Limitations have to do with the specific characteristics of the sample.  相似文献   
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The aim of this article is to show that a diagnosis of psychosocial risks based on a mixed and participative methodology contributes to improving the quality of life at work. It is based on a “Quality of life at work” approach set up within a public educational institution for agricultural studies. The quantitative part includes the Job Content Questionnaire by Karasek, Siegrist's Effort/Reward Imbalance Questionnaire, the Maslach Burnout Inventory, the Negative Acts Questionnaire (revised) and the Hospital Anxiety and Depression Scale from Zigmond and Snaith. The qualitative part is based on focus group discussions. Results have brought to light the groups of employees which are most exposed to risks, especially those in the “school life” sector. They also show that lack of recognition, support and communication are problems experienced by all the staff members of the school. In order to enhance employees’ quality of life within the working environment, a multitude of co-constructed “tailor-made” ways and means of improvement have been suggested. The study shows how the selected methodology contributes to the quality of the diagnosis.  相似文献   
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Walking is a more common transport mode to school than cycling among adolescents in many countries worldwide. Adolescents' and their parents' have different perceptions of walking versus cycling to school. This study compared adolescents' perceptions of school neighbourhood built environment characteristics for walking versus cycling to school. Adolescents familiar with their school neighbourhoods (n=411; age: 15.0 ± 1.2 years; male: 31.3%) from six secondary schools in Dunedin, New Zealand completed an online survey about their travel to school and perceptions of their school neighbourhood environments for walking and cycling to school. Overall, 32.8% of adolescents walked to school, and only 1.2% cycled. More adolescents reported sufficient footpaths than cycle paths (77.9% vs 42.3%) in their school neighbourhoods. Compared to walking, adolescents reported that their school neighbourhood environments provided less support for cycling to school, including fewer crossings/signals for cyclists versus pedestrians (52.8% vs 69.3%), fewer street lights (cycling vs walking; 57.9% vs 70.3%) and fewer destinations within easy cycling versus walking distance from their school (65.5% vs 50.4%) (all p<0.05). Active transport users perceived lower traffic volume, higher traffic speed, and fewer hilly streets along the walking and cycling routes to school than motorised and mixed transport users (all p<0.05). Future active transport interventions in school neighbourhoods need to be tailored to address walking- and/or cycling-specific barriers, including built environment and traffic safety in a local context.  相似文献   
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Connected vehicles offer considerable promise for reducing congestion, pollution, and crashes. Nonetheless, less than a third of road users are aware of the potential for connected vehicles to transform transport systems. This study examined the effectiveness of messaging aimed to increase the public’s knowledge of connected vehicle technologies using a short, animated video and its effects as assessed via a survey. Participants were assigned to either a control group, who were not exposed to the messaging, or an intervention group, who were exposed to the messaging, within a pre-post design. Participants (in the intervention group) answered questions about their knowledge of and experience with connected vehicle technologies prior to seeing the messaging and again following being exposed to such messaging together with their intentions to use these technologies in the future. As a theoretically informed investigation, the Theory of Planned Behaviour (TPB) constructs of attitudes, subjective norms, and perceived behavioural control were also measured. The results showed that the messaging increased knowledge about and intention to use connected vehicle technologies. Furthermore, changes in how the TPB constructs predicted intentions were found between the control and intervention groups which may help to explain how the messaging influenced participants’ intentions to use such technology in the future.  相似文献   
117.
This research analyzes relation between the various types of career plateauing (objective, structural, content) and work emotional commitment. It also examines the influence of perceived social support from hierarchy on the different types of career plateauing, most especially its moderating role on the relation between the different types of career plateauing and emotional commitment. The results, which were obtained through data collected from 615 workers highlight that perceived social support from hierarchy limits and almost moderates negative relations between the different types of content plateauing (objective, content) and emotional commitment. Its direct effect on content plateauing is negative whereas the relation is positive with structural plateauing.  相似文献   
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This paper presents people’s impressions after a demonstration of a fully robotized electric vehicle in Rambouillet, a peri-urban area connected with rural sections in France. 155 participants experienced a 6.5 km ride that included driving in a narrow two-way road, negotiating roundabouts, traversing a tunnel and interacting with other users of the road such as vehicles, pedestrians and cyclists. 298 impressions from 114 respondents were collected from a written questionnaire and open interviews. Users’ comments were classified in categories as follows: system capabilities, purpose and benefits, travel destination and encouraging remarks. Major results show that participants felt safe, where only 1.01% of comments denoted apprehension despite the increase of speed (up to 50 km/h) with respect to other studies. Users’ were satisfied with the automated vehicle (AV) performance, where only 3.5% criticized the system, denoting they expected a higher level of autonomy. 22% of users mentioned train stations as useful application (i.e. potential destination) for an automated on-demand mobility service. More than 200 comments were related to travel destinations, pointing towards various scenarios where an AV service could be useful for them. Conclusions show that realistic vehicle speed increases passenger acceptance of automated vehicles, increasing system confidence with respect to previous studies in the field.  相似文献   
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PurposeUrban environments and transport systems can enable and encourage walking, and therefore play a key role in climate action, public health, equity of access, and population wellbeing. The question, especially in cities that have been dominated by car traffic, is how? The challenge is heightened by the multidisciplinary involvements in the design, operation, and maintenance of urban infrastructure.This study examines the views of professionals from different disciplines involved in delivering walking environments in Auckland, New Zealand. The study examines agreements and disagreements regarding users’ needs, priorities, challenges, and evidence gaps for delivering quality walking environments in a car-dominated city.MethodsPrimary data were collected through an online survey (N = 28) and a focus group, both involving professionals active in urban design, road safety, transport planning, public health, urban development and strategy. Analysis involved content coding and comparing the frequency of responses across professional groups.ResultsThe results indicated a consensus on the complexity associated with providing walking environments, as well as the importance of the quality of street environments. The lack of priority given to walking, car-dominated environments, and the inability to deliver change were seen as challenges. The inputs suggested a negative chain reaction linking the low priority of walking and the lack of consensus relative to users’ experience. There appeared to be a lack of common understanding of users’ needs and experiences and a paucity of evidence on this topic.ConclusionThe findings suggest the need for urban retrofit rooted in a sound understanding of users’ needs and experiences, and walkability as a sub-system of the urban environment. Recommendations include higher interdisciplinary collaboration at the policy and practice level, reviewed delivery processes, and better-quality data.  相似文献   
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