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\"Acceptance of new technology and systems by drivers is an important area of concern to governments, automotive manufacturers and equipment suppliers, especially technology that has significant potential to enhance safety. To be acceptable, new technology must be useful and satisfying to use. If not, drivers will not want to have it, in which case it will never achieve the intended safety benefit. Even if they have the technology, drivers may not use it if it is deemed unacceptable, or may not use it in the manner intended by the designer. At worst, they may seek to disable it\"-Provided by publisher.

The Psychology of the Car explores automotive cultures through the lens of psychology with the goal of achieving a low-carbon transport future.Worldwide there are now more than one billion cars, and their number grows continuously.

A how-to-do-it resource for researchers and professionals, this book brings together discussions of technical issues in driving simulation with broad areas in which driving simulation is now playing a role. Covering basic and advanced topics, the book examines hardware and software selection; visual database and scenario development; independent subject variables; and dependent vehicle, environmental, and psychological variables. It also explores statistical and biostatistical analysis, discusses different types of drivers, reviews existing and future key-in vehicle devices, and describes methods for validation of research.

This book discusses several methodological problems in traffic psychology which are not currently recognized as such. Summarizing and analyzing the available research, it is found that there are a number of commonly made assumptions about the validity of methods that have little backing, and that many basic problems have not been researched at all. Suggestions are made as to further studies that should be made to address some of these problems.

Traffic psychology is a rapidly expanding and broad field within applied psychology with a considerable volume of research activities and a growing network of academic strands of enquiry. The discipline primarily focuses on the behaviour of road users and the psychological processes underlying these behaviours, looking at issues such as cognition, distraction, fatigue, personality and social aspects, often delivering practical applications and educational interventions. Traffic psychology has been the focus of research for almost as long as the motor car has been in existence and was first recognised as a discipline in 1990 when the International Association of Applied Psychology formed Division 13: Traffic and Transportation Psychology. The benefits of understanding traffic psychology are being increasingly recognised by a whole host of organisations keen to improve road safety or minimise health and safety risks when travelling in vehicles. The objective of this volume is to describe and discuss recent advances in the study of traffic psychology, with a major focus on how the field contributes to the understanding of at-risk road-user behaviour. The intended readerships include road-safety researchers from a variety of different academic backgrounds, senior practitioners in the field including regulatory authorities, the private and public sector personnel, and vehicle manufacturers concerned with improving road safety.

The National Highway Traffic Safety Administration (NHTSA) estimates that upto 4 percent of all fatal crashes are caused by drowsy driving and as many as 100,000 patients deaths per year may be due to fatigue related medical errors by doctors and nurses in the United States.These problems of sleepiness, fatigue, and the contributions of inadequate sleep and night work, to human error and accidents have high costs in both lives lost and economic impact.This e-book covers the physiology of sleep, the pathophysiology of sleep deprivation, the relationship to daytime alertness and fatigue, the relevance of sleep-related fatigue in various industry and occupational settings and its importance as a public safety issue. The e-book should serve as a useful reference to readers interested in sleep research and public health and safety management.

Road safety research has traditionally involved a focus on individuals in which social norms are considered but rarely discussed in detail. Outlining the existing body of research on young drivers in particular, In the Company of Cars shows the contribution that considering road safety from a social and cultural perspective could make to the reduction of death and injury on the roads. It highlights the involvement of driving cultures, as distinct from car cultures, in the social framing of cars and the ways in which they are utilised.

Background In 2018, Saudi women were legally allowed to drive and obtain driver’s licenses for the first time—an important milestone that aligns with the goals of Saudi Vision 2030. The aim of our study was to evaluate the driving experience of women in Saudi Arabia in relation to depression, anxiety, stress, sleep, fatigue, and quality of life. Methods This comparative cross-sectional study was conducted using an online questionnaire, distributed to female drivers and non-drivers residing in Saudi Arabia between November 2024 and March 2025. The questionnaires were distributed via social media platforms and through personal outreach efforts. The online survey consists of five sections: (1) Sociodemographic characteristics, knowledge regarding driving, insurance, and work location. (2) We used Depression, Anxiety, and Stress Scale 21 (DASS-21) which was a validated 21-item Arabic self-report survey assessing depression, anxiety, and stress. 3) Sleep was assessed by using Pittsburgh Sleep Quality Index (PSQI). 4. Fatigue was evaluated by Fatigue Severity Scale (FSS). 5. A 12-item Quality of Life Questionnaire was used to evaluate quality of life. Results A total of 1,382 women residing in Saudi Arabia enrolled in the study and completed the questionnaire. There were no statistically significant differences between drivers and non-drivers across all measured domains, including mental health (40.10 ± 7.82, 40.23 ± 8.16, p  = 0.764), physical health (36.47 ± 5.40, 36.60 ± 5.92, p  = 0.695), sleep quality (7.10 ± 3.48, 6.95 ± 3.26, p  = 0.460), depression (14.10 ± 11.78, 13.45 ± 11.30, p  = 0.302), anxiety (12.55 ± 10.82, 12.34 ± 10.66, p  = 717), and stress (16.76 ± 11.96, 16.29 ± 17.17, p  = 0.476) respectively. Although not statistically significant ( p  = 0.078), the mean Perceived Fatigue Severity Scale score was higher in women who drive (31.69 ± 14.45) compared to non-drivers (30.35 ± 17.72). Our results indicated moderate levels of anxiety (12.45 ± 10.74), depression (13.80 ± 11.55), sleep disturbances (7.03 ± 3.38), and fatigue (31.09 ± 14.13) in both groups (total sample size), though no statistically significant differences were observed between drivers and non-drivers ( p  > 0.05). Conclusions This is the first study to examine the six-year driving experience of Saudi women since they were granted the legal right to drive. No significant differences were found in sleep, fatigue, stress, or overall well-being between drivers and passengers. However, longer commutes (over 30 min) were associated with increased anxiety, sleep disturbances, depression, and fatigue. These are preliminary findings, and further research is needed to explore the factors influencing the mental and physical health of Saudi women.

Promoting electric vehicles (EVs) adoption has become one of the important paths for countries around the world to address climate change and accelerate the transformation of energy system for achieving sustainable development. As one of the important psychological factors, the research on the explanatory power of emotions to EVs purchase intention is still insufficient. This paper collected 400 valid questionnaires all around China. By incorporating emotions and moral norms into the Theory of Planned Behavior (TPB) model, this study used structural equation model to estimate the impact of positive anticipated emotion (PAE), negative anticipated emotion (NAE), and moral norms together with TPB elements on EVs purchase intention. In order to explore the heterogeneity effect of the above factors on EVs purchase intention among consumers of different income groups, we divided the total sample into high-income subsample and low-income subsample according to the household monthly disposable income. We concluded as follows: for the total sample, PAE has the greatest impact on EVs purchase intention, followed by attitude, NAE, and perceived behavioral control (PBC). In particular, the purchase intention of high-income consumers mainly depends on NAE, while the purchase intention of low-income consumers mainly depends on PAE. Additionally, PBC has more significant impact on EVs purchase intention of high-income group. Finally, targeted policy implications are proposed to promote EVs purchase.

As the largest developing country, China has accumulated enormous material wealth since its reform and opening-up policy. How to effectively evaluate the level of well-being in China has become a meaningful research endeavor. Using the entropy method, Dagum Gini coefficient and Logarithmic Mean Divisia Index (LMDI) decomposition methods, the study examines the spatial and temporal distribution characteristics, spatial differences and driving effects of provincial well-being levels from 2007 to 2020. The results of this study suggest that the level of well-being as a whole, as well as in the eastern, central and western regions increased significantly over the period, with an “east-to-west decreasing” distribution in China. In terms of the pattern of inter-provincial distribution, although the level of well-being in the central and western regions has improved at a faster rate, most provinces in the eastern region have always been among the leading teams on the path of livelihood development. There is still enormous room for improvement in the level of well-being in the central and western provinces. The overall differences in the development of well-being in China, as well as intra-regional and inter-regional differences among the three major regions, showed a narrowing trend. Intra-regional differences in the development of well-being are greatest in the western region, and inter-regional differences in the development of well-being are greatest in the eastern and western regions. Inter-regional differences are the main reason for the spatial differences in well-being among China’s provinces. The combination of economic, social, ecological and technological effects has led to a gradual increase in the level of well-being over the sample period. Among them, economic, social and technological effects have a clear positive driving effect on the increase of well-being levels, while ecological effect have a certain negative driving influence.