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Most road crashes are caused by human factors. Risky behaviors and lack of driving skills are two human factors that contribute to crashes. Considering the existing evidence, risky driving behaviors and driving skills have been regarded as potential decisive factors explaining and preventing crashes. Nighttime accidents are relatively frequent and serious compared with daytime accidents. Therefore, it is important to focus on driving behaviors and skills to reduce traffic accidents and enhance safe driving in low illumination conditions. In this paper, we examined the relation between drivers' risk perception and propensity for risky driving behavior and conducted a comparative analysis of the associations between risk perception, propensity for risky driving behavior, and other factors in the presence and absence of streetlights. Participants in Hefei city, China, were asked to complete a demographic questionnaire, the Driver Behavior Questionnaire (DBQ), and the Driver Skill Inventory (DSI). Multiple linear regression analyses identified some predictors of driver behavior. The results indicated that both the DBQ and DSI are valuable instruments in traffic safety analysis in low illumination conditions and indicated that errors, lapses, and risk perception were significantly different between with and without streetlight conditions. Pearson's correlation test found that elderly and experienced drivers had a lower likelihood of risky driving behaviors when driving in low illumination conditions, and crash involvement was positively related to risky driving behaviors. Regarding the relationship between study variables and driving skills, the research suggested that age, driving experience, and annual distance were positively associated with driving skills, while myopia, penalty points, and driving self-assessment were negatively related to driving skills. Furthermore, the differences across age groups in errors, lapses, violations, and risk perception in the presence of streetlights were remarkable, and the driving performance of drivers aged 45–55 years was superior to that of drivers in other age groups. Finally, multiple linear regression analyses showed that education background and crash involvement had a positive influence on error, whereas risk perception had a negative effect on errors; crash involvement had a positive influence, while risk perception had a negative effect on lapse; driving experience and crash involvement had a positive influence on violation; and age had a negative influence on it. [ABSTRACT FROM AUTHOR]

• A Cycling Behaviour Questionnaire designed to measure the behaviour of Chinese bicyclists is explored. • The questionnaire-based investigation was conducted among 547 bicyclists in Hefei, China. • Factor analysis showed that the data best fitted the four-factor solution, which explained 47.28% of the total variance. • The factors were named "rule and aggressive violations", "ordinary violations", "personal control errors" and "distractions". • Rule and aggressive violations, ordinary violations and distractions were related to self-reported crashes. The current study developed the Chinese Cycling Behaviour Questionnaire (CCBQ) to measure the behaviours of Chinese bicyclists, investigated the factorial structure of aberrant cycling behaviour, and assessed which types of behaviour were related to bicyclists' self-reported crashes. The questionnaire-based investigation was conducted among 547 bicyclists in Hefei, China, and 25 items were ultimately found to have good reliability and validity. Factor analysis showed that the data best fit the four-factor solution, which explained 47.28% of the total variance. The factors were named rule and aggressive violations , ordinary violations , personal control errors and distractions. On average, male bicyclists reported higher rates of rule and aggressive violations , ordinary violations and distractions than females, and young bicyclists were more prone to these aberrant behaviours than older bicyclists. The results of multiple regression analysis indicated that rule and aggressive violations , ordinary violations and distractions were related to self-reported crashes. The implications of these findings are discussed in relation to investigating which countermeasures may effectively reduce the crash involvement of bicyclists. [ABSTRACT FROM AUTHOR]

• Pedestrian spatial violations at unmarked roads were collected by an unmanned aerial vehicle and a camera. • Male pedestrianshave a higher violation lkelihood. Younger pedestrians waited a shorter time before crossing and had fewer observations while crossing. • The illegal crossing probability with companions is higher than that of crossing alone. • Shorter intersections spacing, higher vehicle flow and longer crossing length all reduce the illegal propensity. Pedestrian violations are a major cause of pedestrian accidents. Considering that pedestrians are vulnerable to mortality and severe injury in traffic accidents, it is necessary to conduct a study of the factors influencing the occurrence of unmarked street crossing violations and to improve pedestrian safety in a targeted manner. This paper investigated pedestrian spatial violations on unmarked roadways at six high-traffic locations in Hefei and examined the effects of the road environment, pedestrian crossing behaviour, and pedestrian characteristics on pedestrian spatial violation decisions. Thirty variables with a total of 723 samples were obtained by an unmanned aerial vehicle (UAV) and a camera. The purpose of this study was to gain an understanding of pedestrian spatial crossing violations at unmarked roadways. A random parameter logit model was used to establish a pedestrian crossing decision model for roadway violations. The results indicate that males are more likely to violate than females; the probability of violation with companions is higher than that of crossing alone; when pedestrians cross with other strangers in the same direction, the rate will decrease; and shorter intersection spacing, a higher vehicle flow, and a longer pedestrian crossing length all reduce the illegal crossing propensity. The findings should be indicative to help traffic road construction departments and traffic participants take effective measures to improve road safety. [ABSTRACT FROM AUTHOR]

Urban commercial centres are the most concentrated areas of economic activity. Understanding the spatial distribution pattern and comprehensive strength of urban commercial centres is important to guide the reasonable graded allocation of urban commercial space, spatial structure optimization and sustainable development of the commercial economy. Herein, mobile phone signalling data are used to identify the functional connection between recreational and residential places and local spatial autocorrelation analysis is used to identify the 24 commercial centres in the central city of Hefei. The comprehensive strength evaluation system of commercial centres is constructed from their basic conditions and customer consumption behaviours, and their comprehensive strength indices are accordingly measured and graded. The spatial distribution characteristics of commercial centres at all levels are analysed, and optimisation suggestions are made for the whole area and region. The following conclusions are drawn from the results of this study. (1) Compared to traditional single-perspective evaluations, the developed comprehensive strength evaluation system considers supply and demand perspectives for commercial centres, providing a more holistic and accurate portrayal of the strengths of various centres within a region. (2) The current commercial centres are characterised by 'large dispersion and small concentration' in spatial and hierarchical distribution. (3) The commercial centres in Hefei have formed a relatively complete 'first, second, and third level' commercial centre system, with the first level as the core and relying on the urban road system to form a network spatial connection. (4) Most of the commercial centres are concentrated in the First Ring Road, Swan Lake in the Government Affairs District and Binhu Century Town Estate, while most areas north of the Second Ring Road and Binhu New District still lack large-scale commercial centres. This study provides a technical reference for analysing urban commercial spatial structure patterns and provides decision support for optimising the spatial layout of urban commercial service functions. [ABSTRACT FROM AUTHOR]

Urban commercial centres are the most concentrated areas of economic activity. Understanding the spatial distribution pattern and comprehensive strength of urban commercial centres is important to guide the reasonable graded allocation of urban commercial space, spatial structure optimization and sustainable development of the commercial economy. Herein, mobile phone signalling data are used to identify the functional connection between recreational and residential places and local spatial autocorrelation analysis is used to identify the 24 commercial centres in the central city of Hefei. The comprehensive strength evaluation system of commercial centres is constructed from their basic conditions and customer consumption behaviours, and their comprehensive strength indices are accordingly measured and graded. The spatial distribution characteristics of commercial centres at all levels are analysed, and optimisation suggestions are made for the whole area and region. The following conclusions are drawn from the results of this study. (1) Compared to traditional single-perspective evaluations, the developed comprehensive strength evaluation system considers supply and demand perspectives for commercial centres, providing a more holistic and accurate portrayal of the strengths of various centres within a region. (2) The current commercial centres are characterised by 'large dispersion and small concentration' in spatial and hierarchical distribution. (3) The commercial centres in Hefei have formed a relatively complete 'first, second, and third level' commercial centre system, with the first level as the core and relying on the urban road system to form a network spatial connection. (4) Most of the commercial centres are concentrated in the First Ring Road, Swan Lake in the Government Affairs District and Binhu Century Town Estate, while most areas north of the Second Ring Road and Binhu New District still lack large-scale commercial centres. This study provides a technical reference for analysing urban commercial spatial structure patterns and provides decision support for optimising the spatial layout of urban commercial service functions. [ABSTRACT FROM AUTHOR]