Volume 42 Issue 4
Aug.  2024
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Article Navigation >  Journal of Transport Information and Safety  > 2024  >  42(4): 136-143
TANG Tianpei, YUAN Quan, YUAN Meining, CHEN Zhiyu, LIN Xinrong. Determinants of Pedestrians' Psychological Boundary in the Coexistence of Pedestrian and Non-motorized Vehicles[J]. Journal of Transport Information and Safety, 2024, 42(4): 136-143. doi: 10.3963/j.jssn.1674-4861.2024.04.015
Citation: TANG Tianpei, YUAN Quan, YUAN Meining, CHEN Zhiyu, LIN Xinrong. Determinants of Pedestrians' Psychological Boundary in the Coexistence of Pedestrian and Non-motorized Vehicles[J]. Journal of Transport Information and Safety, 2024, 42(4): 136-143. doi: 10.3963/j.jssn.1674-4861.2024.04.015
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Determinants of Pedestrians' Psychological Boundary in the Coexistence of Pedestrian and Non-motorized Vehicles

doi: 10.3963/j.jssn.1674-4861.2024.04.015
  • 1.

    School of Transportation and Civil Engineering, Nantong University, Nantong 226019, Jiangsu, China

  • 2.

    School of Transportation, Southeast University, Nanjing 211189, China

  • 3.

    School of Vehicle and Mobility, Tsinghua University, Beijing 100084, China

  • Received Date: 2023-09-07
    Available Online: 2024-11-25
    Abstract
  • Investigating the mechanisms influencing pedestrians' psychological boundary in the coexistence of pedestrians and non-motorized vehicles is crucial for improving pedestrian safety and comfort in traffic design and management. This study addresses the limitations of previous studies, which mainly focus on pedestrians'interpersonal spatial expectations. To this end, this study redefines psychological boundaries between pedestrians and non-motorized vehicles based on the mental envelop theory from the two key dimensions: the subject mental envelope (SME) anticipated by pedestrians and the object mental envelope (OME) imposed by pedestrians concerning non-motorized vehicles. Next, the proposed model incorporates perceived threat, perceived closeness, and personal characteristics, and priority as a potential influencing factor. The structural equation model with partial least squares is employed to assess model fit and conduct path analysis. The estimation results show that the SRMR value is 0.035, and R2 values for SME and OME are 0.728 and 0.773, respectively, indicating good fit and strong explanatory power. Further, results show that perceived threat and closeness significantly affect both SME and OME, with stronger effects on OME, which suggests that pedestrians perceive non-motorized vehicles as a threat and demand stricter boundaries for their riding areas. Priority demonstrates a greater positive impact on OME than that on SME, suggesting that pedestrians, when feeling prioritized, expect stricter constraints on non-motorized vehicles. The traffic volume of non-motorized vehicles has a substantial impact on OME. OME also positively influences SME, suggesting that the expanded OME can further elucidate pedestrians' requirements for their safe-activity space. Notably, gender and height of a pedestrian significantly impact both SME and OME, while average weekly cycling frequency significantly affects OME exclusively.

     

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