Speeding remains a leading contributor to road fatalities in Australia, with enforcement technologies such as speed cameras playing a central role in prevention efforts. This study investigated how perceptions of legitimacy—based on Tankebe's multidimensional model—differ between overt and covert speed cameras, and how these perceptions are influenced by the use of enforcement notification technologies (e.g., Google Maps, Waze). A cross-sectional survey of 1168 Australian drivers measured speeding behaviour, use of enforcement-avoidance technology, and perceptions of legitimacy across five constructs: lawfulness, obligation to obey, procedural fairness, distributive fairness, and camera effectiveness. Findings showed that overt cameras were perceived as significantly more fair and effective than covert ones. Technology users reported more frequent speeding, particularly at high levels, greater awareness of covert cameras and significantly lower perceptions on a number of the legitimacy variables than those that do not use the technology. Across both low- and high-level speeding models, the legitimacy constructs of lawfulness and obligation to obey the law were the strongest predictors of reduced speeding, while perceptions tied to specific enforcement methods were not significant. These results highlight the importance of fostering broad legal legitimacy. As enforcement systems increasingly intersect with digital technologies, maintaining public trust and reinforcing moral alignment with traffic laws may be key to supporting long-term compliance and reducing road risk.

While the Society of Automotive Engineers (SAE) International’s classification system (J3016) has provided a framework for categorising sustained driving automation systems, concerns have arisen about its clarity and ability to incorporate emerging technologies . Therefore, this study explores how various stakeholders, including end users, vehicle manufacturers, and policymakers, use the driving automation taxonomy. The results show that driving automation taxonomy is communicated through media, incorporated into vehicle purchasing decisions for users, and utilised for external and internal communication by vehicle manufacturers and policymakers. The discussion highlights that utilising specialised terminology in automation enhances communication efficiency. However, there is also a discrepancy between the SAE J3016, which is today’s prevalent taxonomy, and their audience in terms of both (1) clarity provided by the taxonomy vs. understanding of the stakeholders and (2) topics addressed by the taxonomy vs. needs of the stakeholders. The study also highlights that, while SAE J3016 is being criticised, proposing a clearly better taxonomy is far from straightforward. However, we underscore the importance of revising and updating the current taxonomy to align with stakeholder needs and technological advancements. By enhancing the clarity and relevance of the driving automation taxonomy, stakeholders can make more informed decisions, fostering innovation and improving communication across the industry.

The built environment elements in urban areas can have a significant impact on the performance of transport systems, including road safety. The primary objective of this research is to investigate the influence of the built environment on speeding behavior, as an indicator of road safety performance, using the city of Curitiba, Brazil, as the study's setting. The built environment comprises physical features within the city, such as development patterns and roadway designs, and can be categorized into six groups: density, diversity, design, destination accessibility, distance to transit, and demographics. The Geographically Weighted Regression (GWR) statistical model was employed to explore the correlation between built environment variables and the occurrence of speeding in a spatially nonstationary scenario. Additionally, Moran's I and Local Moran statistical methods were applied to investigate the spatial autocorrelation of speeding within the city. Data on speeding and location were collected through the application of a Naturalistic Driving Study. The measure of speeding was based on free-flow situations, considering the opportunity in which drivers could speed. In this study, the database included 1002 trips, 381.45 h of driving, and 9,443.83 km of travel within Curitiba and its metropolitan area from 2019 to 2021. The GWR model was applied using Curitiba's traffic analysis zones (TAZs) as the zonal level. GWR reduced residual spatial autocorrelation relative to the global linear model; however, the global model achieved a lower AICc. Only the variable “proportion of arterial roads” showed a statistically significant correlation with speeding at a 95 % confidence level, with an inverse correlation observed across 100 % of the TAZs. Furthermore, it was observed that speeding behavior in Curitiba exhibits spatial autocorrelation, justifying the use of the GWR model. Low-Low and High-High spatial clusters were identified, with statistically significant differences observed between them, including average income, density of commercial and service units, density of intersections, density of speed cameras, and traffic signal density. The characteristics of arterial roads in Curitiba, including infrastructure and traffic control, may be influencing the reduction of speeding behavior.

The rapid evolution of technology used by drivers has increased the complexity of the driving task and introduced new sources of distraction, necessitating the development of distracted driving legislation that keeps pace with these changes. As such, this study examined drivers' views of a more comprehensive, technology-neutral approach to distracted driving rules, which extends beyond mobile phone use to include portable devices, in-built and mounted systems, and wearable devices. Guided by an extended Value-Belief-Norm theory, a policy acceptance model was developed and validated in assessing public support and acceptability of more comprehensive distracted driving legislation, examining how general and normative beliefs, as well as policy-specific perceptions, influence drivers’ acceptability, and identifying demographic differences in acceptability and its underlying factors. A sample of 494 drivers who reside in Queensland, Australia, participated in an online survey, which included both quantitative and open-ended questions. Findings revealed a relatively strong support for the proposed rules. Structural Equation Modelling identified personal norms, social norms, perceived fairness, and perceived effectiveness as significant predictors of acceptability, with the proposed policy acceptance model explaining 76.6% of the variance in acceptability. Group comparisons revealed that young drivers and males reported lower levels of perceived freedom, while those with greater familiarity with distracted driving reported higher levels of personal norms and problem awareness. Qualitative responses indicated that most participants viewed the proposed rules as more effective than current legislation, especially in addressing emerging technological distractions. However, concerns about enforcement, clarity, and the need for educational efforts were also raised.

Urban transportation in Vietnam, dominated by fossil fuel-powered motorbikes, is causing severe air pollution, contributing to climate change, and posing a threat to public health. In response to these challenges, promoting the transition from traditional motorbikes to electric motorcycles (EMs) is considered a sustainable transportation solution, aligning with the global trend toward green development. However, to expand market share and enhance the acceptance of electric motorcycles, a deeper understanding of consumer perception and behavior is essential. This study aims to develop and test a research model based on the cognitive–affective–conative framework. Data collected from 506 conventional motorbike users in Vietnam were analyzed using the SEM method. The study employs a second-order model, grounded in the cognitive–affective–conative framework, to evaluate the relationship between perceived value and perceived cost with the intention to use electric motorcycles, mediated by the role of anticipated emotions. The findings clarify the role of perceived value and perceived cost in shaping customers' anticipated emotions, which significantly influence their intention to switch to electric motorcycles. These insights not only provide valuable information for manufacturers and policymakers but also contribute to shaping development and marketing strategies for electric motorcycles in the future.

Following the impetus to implement preventive road-safety programs, understanding how work-related dimensions intersect with road safety is noteworthy. That is, every day, people use roads to commute to work or travel for work (e.g., truck drivers, food delivery). Work-related travel results in distinctive and usually higher patterns of risk. This narrative review aims to offer a vision of the intersection between road transport safety and organisational psychology, a discipline devoted to the study of individuals’ psychology in the workplace. By bridging distinct aspects of research, the paper highlights the value of an interdisciplinary perspective and presents a framework comprising four major research levels (i.e., institutional, organisational, individual, and situational), thereby advancing new strategies for research and practice to promote road safety. Even though these levels are related, handling them separately enables a thorough analysis of the suggested interdisciplinary framework. The paper proposes ideas for future research that can combine the purposes of the two research fields while also advancing road transport safety.

Distracted driving remains a significant road safety concern. To address the issue, it is important to understand drivers' perceptions of distractions and the related road rules. Accordingly, this study has three objectives. The first was to investigate drivers' beliefs and behaviours regarding distracted driving by expanding the Susceptibility to Distracted Driving Questionnaire. The second was to explore drivers' perceptions of current distracted driving rules by using the extended Value-Belief-Norm Theory and open-ended questions and to examine how beliefs and behaviours about distractions shape their views on road rules. The third was to assess the extent to which drivers perceive a need for broader distracted driving legislation and how their perceptions of current road rules contribute to this perceived need. Data were collected from 494 participants (aged 17 to 83 years), residing in Queensland, Australia, through an online questionnaire. Findings indicated a moderate level of engagement with both technological and non-technological distractions, with no significant difference observed between their levels of engagement. However, participants reported more favourable attitudes and a higher sense of control over technology-related distractions than non-technological distractions. Results also showed that while distracted driving rules were seen as fair and allowing freedom while driving, they were viewed as moderately effective and somewhat complex. Further, most participants supported the need for improved distracted driving rules, with lower perceived effectiveness and higher complexity of current rules linked to greater support. Results indicated that higher engagement with non-technological distractions was negatively associated with perceived effectiveness of rules, while greater risk compensation was linked to lower perceived fairness, and higher perceived control over distractions was significantly associated with lower perceived freedom.

Advanced Driver Assistance Systems (ADAS) promise to enhance road safety, reduce driver workload, and improve driving comfort. However, their real-world impact is shaped by how drivers adapt their behaviour over time. This study explores the behavioural adaptations associated with the use of ADAS through qualitative analysis of interviews with sixty drivers in Australia. As a result, four interrelated themes emerge: 1. Degradation of driving skills , 2. Shifting risk perception and tolerance with ADAS , 3. Reduced cognitive and physical engagement in driving tasks , and 4. Adaptation to system warnings . While ADAS can support safer driving, the findings reveal that over-reliance and complacency are common, potentially undermining the intended safety benefits. We argue that these behavioural adaptations form a dynamic process shaped by trust, perceived system capabilities, and user habits. To address this, integrated strategies that combine adaptive interface design, regulatory oversight, driver training, and real-time monitoring are needed to sustain safety and user competence. This study contributes insights into the emerging behavioural consequences of ADAS adoption in everyday contexts.

The expansion of the gig economy has led to a growing number of urban workers engaged in app-based food delivery. This sector, often seen as flexible, conceals complex occupational, legal, and psychosocial risks. Recent evidence suggests that delivery riders’ safety is shaped not only by infrastructure or individual behavior, but also by precarious work conditions, limited legal protections, and forms of social exclusion that remain largely unaddressed. Aim This qualitative study examined how safety, identity, and equity are experienced and negotiated in app-based bicycle delivery in Spain, with attention to algorithmic timing, organizational rules, and street-level conditions. Methods Twenty semi-structured interviews were conducted with food delivery riders (mostly migrant men) in urban areas of Spain. A reflexive thematic analysis (inductive) was applied, with attention to patterns, contrasts across cases, and speech insights suggesting broader socio-labor dynamics. Results Three core themes were identified: (1) persistent exposure to traffic and environmental hazards, often aggravated by digital pressures and limited enforcement of safety regulations; (2) a fragmented social identity, with riders feeling excluded from both formal labor structures and mainstream cycling culture; and (3) strong perceptions of systemic inequity, including legal precarity, economic fragility, and marginalization in public and policy narratives, which may influence how riders manage risk in practice (e.g., rule compliance, incident reporting) and, in turn, safety outcomes. Conclusion The findings highlight the vulnerabilities of bicycle food delivery riders and suggest the need to rethink how safety, labor protections, and urban inclusion are framed and implemented in this sector.

Transport innovations are often described as ‘disruptive’ in public discourse, yet their acceptance varies due to underlying social-psychological factors that influence user decisions, with responses differing across user groups and contexts. Mobility as a Service (MaaS) is one such innovation that has experienced slow adoption, despite its potential benefits, with many initiatives failing to deliver on their promise. This study examines user perceptions and attitudes influencing MaaS adoption, demonstrating that a one-size-fits-all approach is inadequate given the diverse needs and contextual factors shaping user acceptance. We surveyed users in 10 cities across Europe, Latin America, Africa, and Asia, assessing preferences and attitudes toward MaaS and new mobility services. A structural equation model was estimated, followed by a multi-group analysis stratified by the development level of local transport networks. The results indicate that latent constructs such as Performance Expectancy and Social Influence significantly increase the intention to use MaaS, while Commute Satisfaction reduces it. Moreover, the strength and significance of these latent constructs vary with the degree of transport system development. We conclude that MaaS has the greatest potential in cities with lower levels of transport digitalization and integration, where user dissatisfaction creates more space for its acceptance. In contrast, in more developed systems, where transport services are already highly integrated and user satisfaction is higher, the value proposition of MaaS must be more carefully tailored to address specific unmet needs. These findings underscore the importance of flexible, context-sensitive implementation strategies for MaaS, informed by social- psychological drivers, to effectively promote sustainable transport choices.

Pilot murder-suicides represent a critical and under-addressed challenge at the intersection of human factors, safety management, and intelligent transportation systems. Recent high-profile incidents–such as Mozambique Airlines Flight 470 (2013), Germanwings Flight 9525 (2015), China Eastern Airlines Flight 5735 (2022), and preliminary discussions around Air India Flight 171 (2025)–have underscored the urgent need for evidence-based prevention strategies that align with the evolving landscape of smart and automated aviation. While substantial primary research exists, the field lacks a comprehensive, policy-oriented synthesis that bridges psychological, operational, and technological dimensions. To address this gap, we consolidate the extant literature and introduce the PREVENT framework, a multidimensional, data-driven approach to mitigating pilot murder-suicide risks. The framework spans seven prevention domains, offering actionable insights for integrating mental health support, real-time risk monitoring, and human-centered design into next-generation aviation systems. By synthesizing empirical evidence and case studies, this review provides a roadmap for policymakers, transport authorities, and industry practitioners to enhance safety in intelligent aviation environments. We identify conceptual and empirical gaps to guide future research, emphasizing the need for interdisciplinary collaboration between behavioral science, engineering, and public policy to ensure safe, resilient, and human-focused smart transportation systems.

The global shift toward sustainable transportation has raised the profile of cycling. Yet cycling safety still faces persistent challenges (e.g., fragmented governance, inequitable infrastructure, scarce research) that are often overshadowed by motorized transport agendas. This paper presents findings from a workshop held at the 12th International Cycling Safety Conference (ICSC2024) in Imabari, Japan, which brought together an interdisciplinary group of 31 experts (researchers, practitioners, and policymakers) to explore prospective research directions for cycling safety over the next two decades. Drawing on submitted abstracts, group dialogues, and post-event reflections, we used participatory methods, speculative exercises, and collaborative discussions to conduct a thematic analysis that organized key factors into five domains: society, policy, infrastructure, vehicles, and road users. This framework supports a long-term research agenda to address the interconnected challenges of cycling safety. Key priorities include: (i) behavioral and societal studies to make cycling safer and more appealing for diverse users; (ii) development of AI-enabled safety technologies; (iii) establishment of international infrastructure standards; and (iv) tools to anticipate risks linked to emerging vehicle technologies. Additional directions involve the use of eXtended Reality (XR) for behavioral research, multimodal integration, and the ethical and privacy dimensions of data collection. Practically, the findings highlight the importance of participatory and multidisciplinary approaches for tackling real-world safety issues and guiding future research.

Speeding has been identified as one of the most common risk factors for the occurrence and severity of traffic accidents. One of the most economical and widespread strategies for speed management is the installation of Speed Cameras (SC). In light of the growing body of evidence in this field and the need for a coherent synthesis of research findings, challenges and gaps, this paper provides a systematic review and an integrated overview of the current state of knowledge on the topic. Five electronic databases (SCOPUS, Web of Science, PubMED, TRID and PROQuest) were used to identify relevant studies. Records were identified, screened, and assessed using a structured multi-stage review process consistent with established systematic review procedures. The included studies reported investigations related to the SC impact on driving speed. A systematic classification scheme was adapted to summarize the study's characteristics. Ninety-four studies were identified. As a result, issues in the study objects, methods and procedures of SC evaluation and impact on vehicle speed assessment were discussed. In particular, due to the complex road environment, other factors also impact driving speed patterns. Additionally, it is demonstrated that the impact of SC on speeds has been assessed by four methods: self-reported questionnaires and location, time, and cross-sectional speed analysis. Complementary research on the following themes would provide interesting insights on SC related studies: understanding how other urban environment factors can influence SC effectiveness; settlement of compliance distance, continuous speed measuring methods associated with time and location speed analysis, and evaluation of the impact of road type, speed limit, and geometry.

This study aimed to examine the association between on-scene time and trauma severity, with particular attention to differences across age groups and anatomical injury regions among patients injured in traffic crashes. We conducted a retrospective cohort study by linking emergency medical services (EMS) prehospital records with hospital-based trauma registry data from a single Level 1 trauma centre in metropolitan Taipei between 2016 and 2022. Traffic crash patients transported by EMS were included. Prehospital time was disaggregated into response time, on-scene time, and transport time. Injury severity was assessed using the Injury Severity Score (ISS), with ISS ≥ 9 defined as severe injury. Multivariable logistic regression models were used to evaluate associations between prehospital time components and injury severity. Additional analyses were stratified by age group and anatomical injury region. Among 5,022 patients, 1,858 (37.0%) sustained severe injuries. Longer on-scene time was strongly associated with higher injury severity; each additional minute on scene was associated with a 10.1% increase in the odds of severe injury (adjusted odds ratio [AOR] = 1.101; 95% CI, 1.085-1.117). Older age, poor consciousness, pedestrian involvement, and late-night crashes were also associated with severe injury. Age- and region-stratified analyses demonstrated consistent associations between longer on-scene time and higher severity (AIS ≥ 3) for head, thoracic, abdominal, and extremity injuries, with more pronounced associations among older adults. Longer on-scene time is closely associated with trauma severity and likely reflects greater injury complexity and patient acuity rather than a direct causal effect. Given the observational nature of this study, the findings should be interpreted cautiously and may be influenced by reverse causation and confounding by indication. These results highlight the importance of early severity recognition, appropriate triage, and minimizing avoidable delays while ensuring essential life-saving interventions in prehospital trauma care.

Objective: Engagement in illegal phone use while driving continues to increase. To obtain a more in depth understanding of the deterrent impact of the current legal countermeasures for this behavior, this study conducted a qualitative investigation from those on the frontline of enforcement: police officers. Method: A total of 26 police officers from Queensland, Australia, completed interviews on how they view the deterrent impact of the current phone use while driving legislation, penalties, and their enforcement, using classical deterrence theory as a framework. Police officers were interviewed during and after changes to the phone use while driving legislation and penalty in their jurisdiction. A reflexive thematic analysis was conducted to analyze the data and themes were created based on the constructs within classical deterrence theory: certainty of apprehension, severity of punishment, and swiftness of punishment. Results: The findings demonstrate the factors that contribute to both strengthening and weakening the legal deterrent effect for phone use while driving from a police perspective and have important theoretical and practical implications. For example, it is suggested that phone use while driving legislation that does not differentiate the types of phone behavior can make enforcement of this offense easier, yet a higher penalty may result in drivers concealing their phones more.

Young drivers represent a high-risk group worldwide, with their overrepresentation in road trauma placing substantial pressure on health and economic systems. Their crashes are often linked to risky driving behaviors, accentuating the need for reliable instruments to assess these patterns. The Behavior of Young Novice Drivers Scale (BYNDS) was developed to comprehensively assess multiple dimensions of risky driving behavior in drivers aged 17–29 years; however, it has not yet undergone cross-cultural validation. Aim This study aimed to conduct a comprehensive cross-cultural validation of the BYNDS and examine differences in risky driving behaviors among young drivers from Low- and Middle-Income (LMIC) and High-Income (HIC) countries. Method Data were collected from a cross-sectional sample of n = 3,989 young drivers aged M = 22.25 years, of whom 52 % were male and 48 % female. Participants completed the BYNDS, a 44-item behavioral questionnaire administered across 12 countries (48.6 % LMICs; 51.4 % HICs) spanning five continents. Results The findings indicate that the BYNDS supports a five-factor structure with good fit indices, strong factor loadings, and acceptable reliability, and invariance between countries of different income levels. Furthermore, the validated BYNDS-42 (comprising 42 items distributed across five factors) also showed the ability to distinguish between drivers with and without self-reported crashes or traffic fines. Conclusion This study provides robust evidence supporting the cross-cultural validity and reliability of the BYNDS, reinforcing its value as a tool for assessing young driver behavior. These findings offer empirically grounded insights that can inform behavioral interventions aimed at improving young drivers’ road safety.

AbstractMobility as a Service (MaaS) has emerged as a promising approach to integrating diverse transport modes under a unified digital platform. Yet, if poorly governed, MaaS risks exacerbating inequalities and contributing to transport gentrification. While the literature widely acknowledges the need for public sector involvement to ensure equitable outcomes, there remains limited guidance on how authorities should determine their appropriate level of engagement. This study addresses this gap by developing a decision-support tool to assess and define the role of public transport authorities (PTAs) in MaaS implementation. Drawing on an empirical classification of 74 existing MaaS and “MaaS-like” systems worldwide, the research identifies key institutional, infrastructural, and regulatory factors that shape the extent of public sector involvement. Using the multi-level perspective on socio-technical transitions and metagovernance theory as the conceptual foundation, these insights are operationalised into a flowchart that supports context-specific role definition. The proposed tool provides policymakers with a practical framework to align governance strategies with institutional capacity, thereby fostering equitable and sustainable MaaS development.

Safety-critical technologies frequently persist for decades, outliving their original design assumptions, organisational arrangements, and regulatory contexts. Yet ethical and safety scholarship remains predominantly oriented toward early lifecycle phases, emphasising design assurance, deployment decisions, and prevention, while offering limited conceptual resources for understanding responsibility once systems are already in operation, ageing, and increasingly difficult to modify or withdraw. This paper develops a conceptual account of ethical care after deployment, referring to forms of responsibility that persist once safety–critical technologies become operationally embedded and remain in use while practical steerability, authority, epistemic certainty, and exit options gradually erode. The animated film Angel’s Egg (Oshii, 1985) is used as a heuristic device—not as empirical evidence or film analysis—to surface ethical tensions associated with sustaining fragile systems over time. On this basis, the paper proposes a preliminary conceptual framework for examining ethical conditions that remain weakly captured by prevailing safety concepts. The resulting CARE-TECH framework identifies six interrelated tensions: care without repair, responsibility without authority, care under epistemic uncertainty, fragility without exit, inherited burden, and irreversibility of ethical failure. The framework further clarifies how these tensions cluster as limits of agency and temporal–epistemic burdens, sustained by structural conditions of persistence and shaped by an ethical horizon of irreversibility. The contribution is intentionally conceptual, offering a vocabulary to recognise and analyse the accumulation and distribution of ethical burden across the operational life of safety–critical technologies, and outlining directions for empirical engagement in domains where long-lived systems must be sustained under constraint.

This study investigates the application of procedural justice principles to police and AI-based camera enforcement of mobile phone use while driving. Utilizing a mixed-methods approach, two studies were conducted: qualitative interviews with 26 police officers and a quantitative survey of 292 drivers. The interviews explored officers' perceptions of fairness, respect, trustworthy motives, and voice during enforcement interactions, and compared this with their understanding of AI-Based enforcement. The survey compared drivers' perceptions of these procedural justice dimensions across police and camera enforcement. The interview results provided a unique perspective on how the procedural justice principles could be applied to experiences of police enforcement of phone use while driving, and also qualitatively compared police and camera enforcement for this offence. The survey results indicate that among drivers, police enforcement is perceived as significantly more procedurally just, particularly regarding listening, respect, and politeness, with effect sizes ranging from small to moderate. These findings suggest that the human element in police interactions plays a critical role in fostering public trust and perceived legitimacy, which may not be replicated by automated camera systems. The study highlights the need for careful consideration of procedural justice principles in the implementation of technological enforcement methods to ensure they complement, rather than undermine, established justice practices.

Connected and automated vehicles (CAVs) are an emerging technology expected to improve safety, efficiency, and accessibility outcomes for all road users. However, comprehensive and multi-group analyses of the technology still need to be undertaken by the government, car manufacturers, and researchers, particularly around social aspects such as justice and safety value disparities. This study explores car drivers’ and pedestrians’ perceptions of safety and justice in the current transport system and how the deployment of CAVs might disrupt them. Interviews were conducted with 30 participants in Australia, a car-dependent country. The participants were 18 car drivers and 12 pedestrians aged between 18 and 79. Participants predominantly identified as either pedestrians or car drivers, though some occasionally used the other mode. The interviews were recorded, transcribed, organised, and analysed using a reflexive thematic analysis. Three main themes were identified: (1) independence, (2) the transport system as a safety problem, and (3) the transport system as a justice problem. The analysis indicated that most participants preferred their current mode of transport due to perceived benefits and enjoyment. Car drivers often highlighted flexibility and independence, while pedestrians valued walkability and convenience. However, both groups expressed concerns about safety and justice in the current transport system, particularly regarding limited accessibility for people with disabilities and inadequate public transport. Finally, while both participants broadly supported the introduction of CAVs, many, especially pedestrians, expressed concerns about their potential to exacerbate existing disadvantages for vulnerable road users. This research finds that greater emphasis should be placed on increasing research on and planning for the impact of CAVs to ensure vulnerable groups’ concerns are addressed.