首页 | 本学科首页   官方微博 | 高级检索  
文章检索
  按 检索   检索词:      
出版年份:   被引次数:   他引次数: 提示:输入*表示无穷大
  收费全文   189篇
  免费   1篇
  190篇
  2025年   1篇
  2024年   1篇
  2022年   14篇
  2021年   14篇
  2020年   24篇
  2019年   6篇
  2018年   24篇
  2017年   13篇
  2016年   23篇
  2015年   10篇
  2014年   10篇
  2013年   9篇
  2011年   3篇
  2009年   1篇
  2008年   7篇
  2007年   2篇
  2006年   3篇
  2005年   2篇
  2004年   1篇
  2003年   2篇
  2001年   4篇
  2000年   1篇
  1999年   3篇
  1998年   2篇
  1997年   1篇
  1996年   3篇
  1994年   2篇
  1985年   1篇
  1984年   1篇
  1981年   1篇
  1980年   1篇
排序方式: 共有190条查询结果,搜索用时 0 毫秒
151.
152.
    
Among different types of crashes, hit-and-run is driver’s failure to stop after a vehicle crash. There are many accidents where drivers could actually be at fault or totally innocent, and leaving the scene would turn an innocent driver into a criminal. The current paper aims to contribute to the literature by exploring the association of different variables pertaining to the condition of infrastructure, environment, driver, population of the area, and crash severity and type with hit-and-run crashes. The analysis is performed for two data sets: (i) crashes where the driver was distracted; and (ii) crashes where driver was not distracted. Hit-and-run crash data with corresponding factors are police-reported data for crashes within Cook County, Illinois, occurring between 2004 and 2012. A logistic regression model assessed 43 variables within 16 categories for statistically significant association with hit-and-run crashes, for drivers with and without distraction. For both driver distraction statuses, 17 variables were associated with a significant increased probability of a hit-and-run crash and 10 variables were associated with a significant decreased probability. Additionally, it was found that crashes on curve level and curve hillcrest road alignment types were associated with increased likelihood of a hit-and-run crash when the driver was distracted and decreased likelihood when the driver was not distracted. Variables related to hit-and-run crashes vary depending on driver’s distraction status. When comparing likelihood to flee the scene after a crash, non-distracted drivers are 27% less likely to do so compared to distracted drivers.  相似文献   
153.
    
In some Chinese cities, traffic wardens are employed to maintain traffic order at the intersections with a high mixed traffic flow in peak hours. The main work of a traffic warden is to advise pedestrians and riders to wait at the appropriate area during red light periods. In many other countries, there are also traffic wardens at the areas with dense crowds or vehicles, such as at some large parking lots near parks and shopping malls. This paper investigated the effects of traffic wardens on the crossing behavior of pedestrians, cyclists and electric bike riders at signalized intersections. A total of 795 samples with traffic wardens and 773 samples without traffic wardens at intersections in Beijing, China were observed. Logistic regression and multivariate analysis of variance were used to test the effect of traffic wardens on the red-light crossing behavior. The results indicated that the presence of traffic wardens would significantly reduce by 21% red-light infringement behavior of vulnerable road users. However, the effects of traffic wardens were different among different groups. The effect of traffic wardens on reducing the violation rate for pedestrians was smaller compared to cyclists and electric bike riders (8% vs. 23% and 27%, respectively). The effect of traffic wardens was significant for the individuals approaching straight ahead the intersection, while it was not significant for the individuals approaching from the left and right sides of the observed direction. The possible reasons for the different effects and some practical countermeasures to reduce red light infringement were discussed. This study provides insights into the effects of traffic wardens on enhancing the safety of vulnerable road users under mixed traffic conditions. It is useful for the administrators to evaluate the supervision performance of traffic wardens and make informed decisions to employ traffic wardens at locations with dense crowds or vehicles.  相似文献   
154.
In many major cities, bicycle usage is on the increase and cycling safety is becoming a critical issue. Most of the existing studies are based on police data which understate both single-bicycle accidents as well as cyclist victims. In France, an estimation based on a road trauma database reveals that cyclists are 8 times more likely to be injured per hour spent on the road compared to motorists. To give a full picture of cycling accidents, as well as to understand how cyclist behavior interacts with other factors in causing accidents, we surveyed all injured cyclists in the period 2009–2011, as identified in a medical database of road trauma victims in a French territorial “départment” (the Rhône, capital city Lyon).Using classification methods we build a typology of 17 recurring configurations of cycling collisions and single-bicycle accidents: 7 concern utilitarian riding (commuting…), 3 concern recreational riding and 7 concern cycling as a sporting activity. A Multiple Correspondence Analysis (MCA) is then used to check the consistency of this typology, and to gain additional insight on road user behavior by projection of supplementary variables.External factors contributing to cycling accidents, such as “bad weather” (13%) or “riding at night” (14%), roadway configuration such as “cycling infrastructure” (16%) or “intersections” (25%), and cyclist behavior such as “alcohol consumption” (5%) or “speed” (25%) are discriminatory variables that interact in many accident configurations. This study shows how road user behavior-influences each step in the chain of events leading to an accident. In the discussion of study results, some recommendations are made to public authorities aimed at improving cyclist safety.  相似文献   
155.
    
The present study examined whether the tendency to commit traffic violations differed when drivers were with and without the presence of other persons in the car. One thousand and eight drivers were observed by the road side. The data registered by the observers included estimated age of the driver and the passengers, sex of the driver and number of passengers. Four dependent variables were registered for each driver, which are, wearing seatbelt, signaling, using hand-held cellular phone and keeping the distance from the vehicle in front. It has been found that for both males and females, old and young, a greater proportion of drivers who were alone committed traffic violations as compared to drivers who were not alone. These results are discussed in relation to social influences on drivers and allow insight into how the presence of passengers has an impact on driver behavior and traffic safety.  相似文献   
156.
Past research has showed that mortality salience (MS) increases reckless driving and speeding when the individual perceives driving to be relevant to his or her self-esteem. We claimed that drivers’ control orientations also play a significant role in the relationship between MS and speeding. We hypothesized that both a general desirability of control and traffic locus of control (T-LOC) would moderate the effect of MS on speeding. We tested our hypothesis using an online experiment on a sample of 208 young male drivers. Participants were exposed to either mortality or dental pain salience, and they filled out desirability of control, T-LOC, and self-report speeding measures. The results showed that, for individuals with low desirability of control, MS increased preferred speed and decreased intention to comply with speed limit and the percentage of time complied with the speed limit on urban roads with 50 km/h speed limit. For individuals with high desirability of control, on the other hand, MS increased intention to comply with the speed limit on rural roads and percentage of the time complied with the speed limit on both urban and rural roads. In contrast, the interaction between MS and T-LOC showed that an external T-LOC is positively associated with both intention to comply and the percentage of the time complied with the speed limits only on rural roads with 90 km/h.  相似文献   
157.
Since there are drivers who repeatedly have accidents, this research postulated that the lack of hazard perception which is a primary cause of accidents might be determined by individual differences in cognitive traits. The Empathizing–Systemizing (E–S) model was used for the cognitive traits, with Empathizing expected to correspond to ability at hazard perception and fewer accidents and/or incidents (near-accidents). On the other hand, Systemizing was not expected to contribute to them. A web questionnaire was conducted to collect data of accidents and incidents experienced during ordinary driving, and this was analyzed. The results showed that drivers with higher Empathy Quotient (EQ) experienced fewer accidents and incidents. The Systemizing Quotient (SQ) had no significant effect on these experiences. However, the experience of incidents by drivers with high Systemizing Quotient increased when their Empathy Quotient was low. Based on these results, it was suggested that drivers who have a stronger Empathizing function may have a stronger ability at hazard perception. On the other hand, the Systemizing function may weaken hazard perception ability when Empathizing is weak, although it does not have an independent effect.  相似文献   
158.
    
The Motorcycle Rider Behavior Questionnaire (MRBQ) was developed to measure behavioral factors influencing motorcyclists’ crash risk including errors and violations as well as the use of motorcycle safety equipment via self-report. The aims of the present study were to (1) examine the previously examined psychometric properties of the MRBQ including the factor structure, internal consistency, and predictive validity in terms of self-reported crashes amongst experienced riders in the UK and Turkey; (2) examine the psychometric properties of the MRBQ not yet examined, including its stability, content validity, and predictive validity in terms of police-recorded crashes and offences as well as self-reported near crashes and crashes; and (3) assess the applicability of the MRBQ to a population of novice riders in Australia, to whom the MRBQ has not been applied to date. Novice riders (N = 1305) in the state of Victoria, Australia participated in the present study. Confirmatory factor analyses showed that the present data did not fit with the previously found factor models in experienced riders in the UK and Turkey. Principal axis factoring was performed to respecify the MRBQ factor model amongst novice riders and revealed four scales: errors; speed violations; stunts; and protective gear. The insufficient internal consistency, stability, content and predictive validity demonstrated by the MRBQ in the present study and some inconsistencies amongst the three MRBQ studies suggest that the development and refinement of the MRBQ items are required before wider use of the MRBQ instrument, especially amongst novice riders. Possible causes of the limited reliability and validity of the current MRBQ are discussed to inform further development and refinement of the items, thereby making the MRBQ more useful in future research to understand and evaluate riders’ behaviors.  相似文献   
159.
Accident statistics show that transitions from rural to urban areas are accident prone locations. Inappropriate speed and mental underload have been identified as important causal factors nearby such transitions. A variety of traffic calming measures (TCM) near rural–urban transitions has been tested in field experiments and driving simulator studies. Simulator experiments repeatedly exposing participants to the same treatment are scarce, hence it is unclear to what extent the effects of a TCM endure over time.This is precisely the objective of the current study: to examine what happens with the behavior of drivers when they are exposed multiple times to the same treatment (in this case a gate construction located at a rural–urban transition). Over a period of five successive days, seventeen participants completed a 17 km test-drive on a driving simulator with two thoroughfare configurations (gates present or absent) in a within-subject design. Results indicate that gates induced a local speed reduction that sustained over this five-day period. Even though participants were inclined to accelerate again once passed by this gate configuration, they always kept driving at an appropriate speed. We did not find any negative side effects on SD of acceleration/deceleration or SDLP.Overall we conclude that gate constructions have the potential to improve traffic safety in the direct vicinity of rural–urban transitions, even if drivers are repeatedly exposed. Notwithstanding, we advise policy makers to appropriately use this measure. Best is to always carefully consider the broader situational context (such as whether the road serves a traffic- rather than a residential function) of each particular location where the implementation of a gate construction is one of the options.  相似文献   
160.
    
Objective: Occupational accidents are highly stressful events that frequently occur and impact both the physical and mental health of workers. The aim of this study was to longitudinally assess a predictive model of posttraumatic stress symptoms (PTSS) in workers who have suffered a recent accident. Method: Two hundred and forty-four workers (77.8% men), aged 18 to 73 years, who had experienced an accident during the last month that resulted in hospitalization and/or ten or more days of sick leave, were surveyed. A second survey was carried out six months later. Regression analyses included psychological predictors (i.e. subjective severity of event, brooding and positive and negative religious coping), along with objective predictors (i.e. hospitalization, sick leave days and unemployment). Results: It was found that the main predictors of PTSS were brooding, negative religious coping, days of sick leave and unemployment, with a large effect size (R2?=?.45). Conclusions: The discussion is based on the usefulness of including selected psychological and objective predictors for detecting people more susceptible to developing psychopathology due to the stress following an accident. Identifying at-risk people for developing PTSS after an accident may help to introduce selective preventive strategies or early interventions in this population.  相似文献   
设为首页 | 免责声明 | 关于勤云 | 加入收藏

Copyright©北京勤云科技发展有限公司  京ICP备09084417号