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871.
Smartphone usage while driving is recognized as a compromise on road safety. We investigated if silencing and hiding of notifications from drivers (soft blocking) can reduce clicks on the screen while driving and if the effect of the soft blocking would be different for different speed thresholds (STs) (i.e., at driving speed greater than 0 km/h, greater than 1 km/h….and greater than 90 km/h). Drivers installed a smartphone application, which continuously monitored their phones. In the intervention group (N = 22), the application switched to the soft blocking mode during the study's intervention period, while in the control group (N = 29) it remained in a recording-only mode. We ran a Poisson regression model on the click events frequency (CEF) to estimate the soft blocking effect for each of the STs between 0 and 90 km/h. Our analyses indicated that the soft blocking effectiveness was indeed speed-dependent and pointed to a decline in CEF from ST > 55 km/h and to mixed results if ST < 55 km/h. We identify a potential of soft blocking to reduce phone usage while driving and recommend ST-dependent soft blocking. We also recommend using different STs in future investigations on the effectiveness of soft blocking.  相似文献   
872.
    
The current study analysed crashes identified in a large-scale naturalistic driving database to assess the prevalence of cognitive disengagement (i.e., purely cognitive distraction and mind wandering/microsleep) or episodes wherein the driver did not look away from the roadway during secondary task completion or wherein another clearly observable contributing crash factor was not present, and the driver's reaction to the crash showed symptoms of cognitive disengagement. The study found that <1% (95% CI [0.45, 1.66]) of higher severity crashes had a potential contributing crash factor of mind wandering/microsleep; ~1.5% (95% CI [0.83, 2.32]) had a potential contributing factor of purely cognitive distraction. The results suggest a relatively low prevalence of cognitive disengagement among automotive crashes compared with visual/manual secondary tasks. However, the current methodology is limited in that it does not account for instances where cognitive disengagement, in combination with other factors, may have led to crashes, potentially leading to conservative estimates.  相似文献   
873.
    
Although there have been many empirical studies of terrorism within the psychology literature, relatively few studies have theorized terrorism from the perspective of collective action theory. The present study aimed to understand factors that predict support for Islamist terrorism by using the Encapsulate Model of Social Identity in Collective Action (EMSICA) perspective. To extend previous studies, we added perception of threat and intergroup contact to the model. A correlational study using 66 terrorism detainees in Indonesia as participants found solid support for our expanded EMSICA. The models extending EMSICA with perception of threat and quantity of contact as predictors had improved fit indices and explained more variance in the dependent variable support for Islamist terrorism, as compared to the standard model. Social identity had a significant direct effect on support for Islamist terrorism and mediated the effect of intergroup contact, perception of threat, perceived injustice, and group efficacy on support for Islamist terrorism.  相似文献   
874.
    
The main aim of the study was to investigate whether attitudes toward traffic safety, risk perception, worry, risk tolerance, safety priority, and accident involvement are associated with cyclists’ risk-taking behaviour. Two types of cyclists’ risk-taking behaviour were studied: (1) ‘violation of traffic rules, and (2) ‘conflicts with other road users when cycling’. The study was based on a questionnaire survey carried out in 2017 among regular cyclists in Norway (n = 426). The results revealed that cyclists’ risk-taking behaviour was influenced by their attitudes, risk perception, and accident involvement. Pragmatic attitudes toward traffic rule violations and safety priority were found to be important predictors of the frequency of rule violations when cycling. Attitudes towards the enforcement of traffic rules for cyclists and dissatisfaction with the traffic rules for cyclists were found to be important predictors for the frequency of situations involving conflicts with other road users. Risk perception and accident involvement were found to be associated with conflicts with other road users, but not with rule violations when cycling. The findings show that risk perception and attitudes toward traffic safety are important for cyclists’ risk-taking behaviour in traffic. The road infrastructure and the traffic regulations are primarily planned for car drivers and pedestrians. If cyclists’ attitudes are to be changed, the cycling infrastructure and traffic rules for cyclists would need to be adjusted to cyclists as road users. When building new infrastructure and implementing new safety measures for cyclists, it is important to include attitude campaigns, as well as communications to the public about safety and the risks linked to cycling. Attitude campaigns could be used to strengthen the authorities’ communications that cyclists are prioritized as road users.  相似文献   
875.
    
Road safety of vulnerable road users in low- and middle-income countries (LMICs) is a major concern. Footbridges or overpasses are pieces of infrastructure designed to allow pedestrians to cross safely. Although there is tension over whether footbridges are the most inclusive and sustainable way to support safe road crossing for vulnerable road users, footbridges are still a predominant piece of infrastructure in LMICs. Therefore, research aimed at optimising the use of footbridges could have an impact on the safety of vulnerable road users. The objective of the present study is to understand the motivational factors influencing pedestrian crossing decisions to use a footbridge in Malaysia. Additionally, the present study investigates the effectiveness of some proposed interventions to change the crossing behaviour of footbridge non-users. An intercept study was conducted in five major cities in Malaysia. Pedestrians answered questions regarding their perceptions about footbridges and previous walking experiences. The analysis was divided into two parts: Firstly, a decision tree analysis was conducted to study the relationship between the observed decision to use or not a footbridge and pedestrians’ perceptions about footbridges and experiences. Secondly, a decision tree analysis was used to identify the effectiveness of proposed countermeasures in increasing the footbridge usage among non-users. The findings showed that the footbridge height and the frequency of using it were associated with a decrease in the likelihood of utilising this structure. Being in a hurry was highly associated with crossing at the street level. In addition, footbridge non-users might change their behaviour if escalators or fences are provided as interventions. The results indicated that safety messages delivered through posters to alert footbridge non-users have the potential to sustain safe mobility. A user-centred approach is necessary to increase the usability of footbridges in LMICs.  相似文献   
876.
    
Thailand is a developing country with a high traffic accident fatality rate. However, few attempts have been made to understand crash risks in Thai drivers from a psychological perspective. The purpose of the present study was to develop and validate a latency-based hazard perception test for Thai drivers. The initial test comprised our full item pool of 77 clips containing traffic conflicts captured on video from the driver’s perspective on Thai roads. We evaluated the validity of this test by examining whether performance differed as a function of driving experience in a sample of 135 Thai drivers. We found that experienced drivers (n = 87) performed significantly better than novice drivers (n = 48) after adjusting for individual differences in computer mouse skill, mirroring crash risk differences between these groups. The final 30-item version of the test, which comprised the best items from the initial test, yielded novice/experienced driver differences with or without adjusting for computer mouse skill. These results offer preliminary support for the validity of the latency-based test as a measure of hazard perception ability in Thai drivers.  相似文献   
877.
Distracted driving is one of the most prevalent risky behaviours worldwide. Research has highlighted that current approaches to distracted driving based on education and police enforcement have shown low effectiveness. Smartphone applications to reduce distracted driving are an emerging technology with the potential to prevent road crashes. However, recent evidence has shown that the adoption of these applications has been limited. A qualitative study was carried out to investigate the acceptability of smartphone applications that are designed to prevent distracted driving. A total of 35 drivers (57% females) aged 19–44 years (Mean = 28.43) participated in interviews which explored acceptability constructs for in-vehicle intelligent technology as defined by Regan et al. (2012): usefulness, usability, effectiveness, social acceptability, affordability, and willingness to use the application functions. Generally, drivers perceived that these applications have the potential to increase safety and reduce voluntary and involuntary mobile phone interactions while driving. Nonetheless, it was also found that drivers want to retain some of the functionalities of their mobile phone, such as music playing applications, accessing GPS/maps and being able to interact with certain groups of people through their phones while driving. Finally, barriers to the uptake of the applications among drivers who use their mobile phone while driving are discussed. A frequent barrier that needs to be overcome is the perceived need and pressure to respond to their phone while driving to communicate for work purposes or with people with strong social ties to the driver, for example, a parent or spouse.  相似文献   
878.
    
Cyclists are considered to be amongst the most vulnerable road users and the number of cyclists involved in crashes is increasing. One possibility to improve bicycle safety is the implementation of assistance systems, for instance by providing the information needed to avoid critical situations. However, it is not known how and what kind of signals can reliably be transmitted to cyclists, in particular as warnings. This study has the objective to investigate which signal type dependent of the modality and the route type can be perceived during the cycling task. Therefore, we conducted a semi-naturalistic cycling study with 56 participants where a 10 km long, pre-defined route was individually cycled while 36 signals (visual, auditory and vibro-tactile) were transmitted. The participants signalled the perception of a signal by pressing a button. Response rates differed significantly between signal modalities. While auditory signals performed best closely followed by vibro-tactile signals, visual signals were frequently missed. The route type had an effect on the perception of the signals. The influence of the route segments with haptic interference was not expected to be this large on the perception of vibro-tactile signals. The obtained results indicate how and in which situations the different modalities are suited to transmit information to cyclists.  相似文献   
879.
    
Internationally, there have been a number of self-reported questionnaires developed to classify pedestrians’ engagement in aberrant behaviours while walking. However, there is yet to be consensus regarding the most appropriate factor structure for these models. Furthermore, to our knowledge, a pedestrian behaviour questionnaire (PBQ) has not been validated to investigate Australian pedestrians. As such, the aim of this research was to build on the previous international instances of pedestrian behaviour questionnaires and validate a questionnaire for a cohort of Australians. Nine hundred and sixty eight participants (80.8% female) completed an online survey which included 128 items describing pedestrian behaviour, identified in international versions of PBQs. A split half analysis was conducted to determine the most appropriate configuration of the scale. Exploratory Factor Analysis conducted on half of the sample identified a 32-item four factor model of pedestrian behaviour. These factors broadly described unintentional errors, deliberate violations, aggression and engagement with technology. Confirmatory Factor Analysis on the remaining sample confirmed the proposed factor structure.Across the four factors, pedestrians reported low mean scores for all items; indicating that errors, violations, technology engagement and aggression were rarely exhibited behaviours. The highest mean scores were for engagement with technology. While the least common pedestrian behaviours were errors while walking. Male participants were found to self-report higher rates of all behaviours, while age was negatively associated with violations, errors and technology engagement. Overall, the research presents a validated measure of aberrant pedestrian behaviour in Australia.  相似文献   
880.
    
Pedestrians, cyclists, motorcyclists, and other vulnerable road users represent more than half of all road fatalities globally. In Tanzania, pedestrians account for a significant proportion of the death toll, accounting for 30% of all traffic fatalities (WHO, 2018) and a 2016 study conducted in Dar Es Salaam found that 87% of school-aged children walk to school (Draisin, 2016), highlighting that school-aged children are exposed to a high level of risk.The present work reports the results of a study conducted in primary and secondary schools in the Arusha Region of Tanzania which investigates the students’ road crossing mental representation, as well as their level of hazard perception awareness, through their declared gaze behaviour. The students were asked to identify and tell the areas where hazards could come from within three road crossing scenarios, thus exploring the mental representation of the visual exploration strategies applied by children and teenagers when crossing the road. Results showed the tendency to apply the “compliant gaze behaviour” pattern in a flexible manner and to integrate it with the exploration of other areas in the visual field, particularly by the senior students. Practical implications for planning effective pedestrian road safety training programs are discussed.  相似文献   
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