<p>У докторској дисертацији спроведена су два истраживања која су<br />испитивала утицај социо-демографских и возачких карактеристика,<br />особина личности и друштвено-когнитивних фактора на појаву брзе<br />вожње у саобраћају. Прво истраживање се бави проблемом брзе вожње<br />као ризичног понашања на путевима ван насеља. У другом<br />истраживању на узорцима возача путничких аутомобила и<br />професионалних возача тестирана су психометријска својства скале<br />љутње у вожњи и повезаност ове особине личности са појавом<br />самопријављене и стварне мере брзе вожње. Свеукупни закључак<br />докторске дисертације је да брза вожња у саобраћају представља<br />комплексно понашање чији механизам настанка може успешно бити<br />објашњен социо-демографским и возачким карактеристикама,<br />димензијама љутње у вожњи и друштвено-когнитивним факторима који<br />су конципирани на проширеној теорији планираног понашања.</p> / <p>U doktorskoj disertaciji sprovedena su dva istraživanja koja su<br />ispitivala uticaj socio-demografskih i vozačkih karakteristika,<br />osobina ličnosti i društveno-kognitivnih faktora na pojavu brze<br />vožnje u saobraćaju. Prvo istraživanje se bavi problemom brze vožnje<br />kao rizičnog ponašanja na putevima van naselja. U drugom<br />istraživanju na uzorcima vozača putničkih automobila i<br />profesionalnih vozača testirana su psihometrijska svojstva skale<br />ljutnje u vožnji i povezanost ove osobine ličnosti sa pojavom<br />samoprijavljene i stvarne mere brze vožnje. Sveukupni zaključak<br />doktorske disertacije je da brza vožnja u saobraćaju predstavlja<br />kompleksno ponašanje čiji mehanizam nastanka može uspešno biti<br />objašnjen socio-demografskim i vozačkim karakteristikama,<br />dimenzijama ljutnje u vožnji i društveno-kognitivnim faktorima koji<br />su koncipirani na proširenoj teoriji planiranog ponašanja.</p> / <p>In this Doctoral Theses are carried out two research in order to examine<br />influence of socio-demographic and driver&rsquo;s characteristics, personality traits,<br />and socio-cognitive factors on speeding behavior. The first research deals<br />with the problem of speeding behavior on rural roads. The purpose of the<br />paper is to examine construct validity and the internal consistency and<br />reliability of a questionnaire that measures the determinants of speeding<br />behavior. In second research in samples of regular and professional drivers<br />are tested psychometric properties of Driving Anger Scale (DAS) and<br />relationship between driving anger and self-reported and objective speeding<br />behavior. In summary, results of Doctoral Theses showed that speeding<br />presents complex behavior that successfully can be explained by sociodemographic<br />and driving characteristics, dimensions of driving anger, and<br />socio-cognitive factors that are conceptualized on theory of planned<br />behavior.</p>

Rural roads constitute the most dangerous road category with regard to the number of fatal accidents. In order to increase traffic safety on rural roads it is necessary to take into account not only their inherent properties but also their effect on behaviour. Gert Weller develops a psychological model for driving on rural roads which is validated in three empirical steps: laboratory, simulator and driving experiments. His results provide insight into the possibilities of how driving behaviour on rural roads can be influenced and give practical guidance for the enhancement of rural road safety. The book is written for psychologists in the fields of traffic psychology and human factors research, traffic engineers, road planners as well as for political decision makers in traffic planning departments.:1. Driving on Rural Roads: The Current Situation 2. Applying Existing Models to Driving on Rural Roads 2.1. A Framework 2.2. Individual Differences: Traits and Demographic Variables 2.3. Driving as a Self-Paced Task: Motivational Models 2.4. Perception and Information-Processing 3. A Psychological Model for Driving on Rural Roads 4. Empirical Validation 4.1. Overview and General Course of Events 4.2. The Laboratory Study: The Role of Perceived Road Characteristics 4.3. The Simulator Study: The Role of Cues and Affordances 4.4. On-the-Road Driving Tests: Behaviour and Accidents 5. Empirical Validation: Summary and Conclusions

The paper deals with traffic psychology in more detail. The theoretical part focuses mainly on the personal characteristics of drivers, including the perspective of their personality, temperament, motivation, emotion, ability and differences between men and women. Further, the traffic accidents are described concentrating on tendencies and causes of their occurence. The paperwork includes also a chapter dealing with typology of drivers, focusing on dangerous drivers. The practical part is based on an explarotary investigation, on the basis of which the objectives are evaluated. The survey provides information on the number of people who have encountered an accident and their response to this event. There is also an evaluation of information on how the interviewed people themselves behave while driving a car.

This diploma thesis focuses on the issue of seniors in transportation and examines the typical causes of traffic accidents caused by the participation of persons of this age category. The theoretical part of the thesis explains the demographic development of the society with regard to the population’s mobility and describes the personality of the person in the transport environment from the traffic psychology point of view focusing on seniors. The empirical part of the thesis focuses on the analysis of traffic accidents with the participation of seniors, defining the causes. It sets out the practical tools that can be used to objectively assess the driver's ability to drive in terms of driver's age and the possibility of reducing the number of traffic accidents caused by the elderly.

Made available in DSpace on 2016-07-27T14:20:26Z (GMT). No. of bitstreams: 1 Gardenia de Souza Furtado Lemos.pdf: 563104 bytes, checksum: e4de4fec8d54b9b6e10cbfb8819307b0 (MD5) Previous issue date: 2004-02-27 / The purpose of this study is to deal with the traffic issue as a complex social practice, and its intention is to raise and analyze the cognitive system produced by this practice on bus drivers of the conventional and alternative transportation metro system in the city of Goiania. Therefore, the study searched for the representative system that orients and justifies its conduction practices. The expected impact of this study was the contribution of a psychosocial model of traffic study, specifically of the metro transportation, thus, getting to know better how these groups represent reality. The metro transportation structure of the city of Goiania is constituted by the conventional system of metro transportation, where the vehicle used is the bus, and by one alternative metro system, that uses the microbus. To get to know the traffic representations of these groups and some particulars related to them, it was made a research which was methodologically oriented by the Theory of the Central Nucleus of the Social Representations. It was applied a questionnaire to 103 (one hundred and three) bus drivers and to 118 (one hundred eighteen) microbus drivers of the city of Goiania and its metropolitan region. The results indicated that both groups have a representation centered on the idea of tumult and stress , and a negative view of the behavior of others drivers. However, these representations are different when it is analyzed the meaning given to the elements that supposedly compose the central nucleus, which can illustrate the different work situation in the traffic of both groups interviewed. / Este trabalho objetivou tratar a questão do trânsito como uma prática social complexa, e teve a intenção de levantar e analisar o sistema cognitivo engendrado por essa prática em motoristas de transporte coletivo convencional e transporte alternativo na cidade de Goiânia. Assim, preocupou-se em conhecer o sistema representacional que orienta e justifica as suas práticas de condução. O impacto esperado deste trabalho foi de contribuir para um modelo psicossocial de estudo do trânsito, especificamente do transporte coletivo, conhecendo melhor como esses grupos representam a realidade. A estrutura de transporte coletivo de Goiânia é constituída pelo sistema convencional de transporte coletivo, cujo veículo utilizado é o ônibus, e por um sistema alternativo de transporte coletivo, que utiliza microônibus. Para conhecer as representações desses grupos sobre o trânsito e alguns fatores a ele relacionados, realizou-se uma pesquisa metodologicamente orientada pela Teoria do Núcleo Central das Representações Sociais. Foi aplicado um questionário em 103 (cento e três) sujeitos motoristas de ônibus e em 118 (cento e dezoito) sujeitos motoristas de microônibus da cidade de Goiânia e região metropolitana. Os resultados indicaram que os dois grupos têm uma representação centrada na idéia de tumulto e stress e uma visão negativa do comportamento dos outros motoristas. Contudo, essas representações são diferentes quando se analisa o significado atribuído aos elementos que supostamente compõem o núcleo central, ilustrando, como é diferente a situação do trânsito para os dois grupos entrevistados.

Made available in DSpace on 2016-08-03T16:34:43Z (GMT). No. of bitstreams: 1 SIBELE LUZIA BEIL.pdf: 451235 bytes, checksum: 420654cc63bd356ebac27343f51f1f47 (MD5) Previous issue date: 2007-09-03 / This application had the objective to verify the perception of situations occurred in traffic accident, caused by transgressions drivers; uprising data social demographic, facts of risk also them protection and invulnerability of transgressions drivers. The collection of data, was realize trough the application of invulnerability social perception, demographic questionnaire, it aimed at characterize the conductor by the half structuralized interview with objective to know the actions of conductor at the flywheels. The sample basis was realizing by accessibility. The criteria include the qualified driver s with more than twenty points in they re driver s license. This application had 427 people, being 325 man and 102 women. The transgressions more committed were the serious for the both people stuff qualified between 6 and 15 years. In relation of invulnerability scale, the positive selfperception was superior than the sense of protection and creed at fellow invulnerability. The interviewees has in average 38 points in they re dossier, but consider they re self: cautiously, carefully and worriedly with others, and looking for to attempt the laws. The risk was associate with the idea of danger, caused damage to the other peoples or compromise the public security. The situations of risk were associates at the excessive volume of vehicles, high speed, not attendance at traffic laws, bad conservation of vehicles and absence of traffic signalizations. The perception of risks has much seen with singularity individual, in front of something with estimated the right probability. The evidence with the traffic transgressions occurred has to do with the social contest. To investigate about the possible psychologist variants in that contest also them function with big largeness. The application realized in Brazil at the traffic psychology, able on more step in the direction of comprehension of complex relation involving the human, the traffic and the environment.(AU) / O presente estudo teve como objetivo verificar a percepção de situações de acidentes de trânsito por motoristas infratores; levantar dados sócio-demográficos, fatores de riscos e fatores de proteção de motoristas infratores, como também verificou a percepção de invulnerabilidade destes motoristas infratores. A coleta de dados foi realizada através da aplicação de Escala de Percepção de Invulnerabilidade, questionário sócio-demográfico que visou caracterizar o condutor, e entrevista semi-estruturada com finalidade de conhecer as ações do condutor ao volante. A amostra foi realizada por acessibilidade. Foi adotado como critério de inclusão na amostra motoristas habilitados que acumularam mais de vinte pontos em seu prontuário da Carteira de habilitação. O estudo teve um total de 427 sujeitos, sendo 325 do gênero masculino e 102 do gênero feminino. As infrações mais cometidas foram as gravíssimas para os sujeitos habilitados entre 6 e 15 anos, independente do gênero. Em relação à Escala de Invulnerabilidade, identificou-se que a autopercepção positiva foi superior ao senso de proteção e a crença na invulnerabilidade dos sujeitos. Os sujeitos entrevistados têm em média 38 pontos no prontuário, mas consideram-se motoristas cautelosos, atentos, cuidadosos, preocupados com os outros e que procuram obedecer às leis. Verificou-se que o risco está associado com a idéia de perigo, causar danos a outras pessoas ou comprometer sua segurança. As situações de risco estão associadas ao volume excessivo de veículos, alta velocidade, não obediência às leis de trânsito, veículos mal conservados e falta de sinalização. A percepção de riscos tem muito mais a ver com a singularidade do indivíduo diante de algum evento do que com uma estimativa correta de probabilidades. Constatou-se que os níveis elevados de ameaça sempre apresentam estratégias cognitivas de minimização do risco e do seu impacto. Constatou-se que as infrações de trânsito que ocorrem têm a ver com o contexto social. Investigar sobre as possíveis variáveis psicológicas nesse contexto também é uma tarefa de grande amplitude. Os estudos realizados nessa área da psicologia de trânsito no Brasil podem dar mais um passo em direção à compreensão da complexa rede de relações envolvendo o homem, o trânsito e o ambiente.(AU)

The diploma thesis discusses characteristics of accidents of professional lorry drivers in relations to their personalities, work, health and mental conditions. The thesis is composed of three sections: theoretical, analytical, and a section on recommendations. Theoretical section introduces theory of the given line of work and presents both outer and inner influences in this respect. Theoretical section is followed by the analytical section, with both quantitative and qualitative research discussing the most common accidents of professional lorry drivers. Based on the first two sections of the thesis, innovative solutions have been offered in the last section, with the aim of contributing to lowering the number of traffic accidents of drivers maneuvering vehicles over 7.5 tons. In order to gather necessary information, analysis of literature has been conducted, with statistical measures introduced in the thesis and structured interviews and polls having been done also. This has provided results towards arguing the knowledge on the given issue so far and has additionally allowed for innovative solutions leading to elimination of traffic accidents caused by professional lorry drivers.

The goal of this thesis is to determine the current risk factors for individuals who are 65 years or older and using public transportation. The theoretical portion contains comments from literary sources which deal with transportation phychology with a focus on lower the cognitive abilities and psycho-motor skills and their effect as Well as the assistance features of cars. The analytical portion describes the future development of an aging population, ratings of statistics showing the accident proneness of senior citizens, examples of accidents, and casuistry from transport psychologist workplace. An analysis of the results from measuring reaction time of seniors and to compare it with younger generations. The final portion is dedicated to solutions that may be able to contribute to lower the number of accidents involving seniors of public transportation grounds.

Made available in DSpace on 2014-12-17T15:38:41Z (GMT). No. of bitstreams: 1 FabioHVCS.pdf: 377178 bytes, checksum: 09ec26bbc3b2869ee17c8b8c3044e7a5 (MD5) Previous issue date: 2008-07-14 / The object of this study was to identify the possibility of predicting the involvement in traffic infractions from the results of the psychological tests carried out by psychologists specialized in the process of driver licensing in the state of Rio Grande do Norte (RN). The proposal consisted in identifying the penalty points recorded in national driving licenses (CNH) and identifying the corresponding tests and scores obtained, verifying if the average scores in the tests of drivers with and without an infraction record were significantly different and if there is any relation between the test scores and the frequency of the infractions. The results of the psychological instruments were collected in two moments the first being in the act of acquisition of the CNH and the second being during license renewal at the only certified clinic and at the DETRAN-RN. A population of 839 drivers of 14 municipalities were identified. 127 protocols of psychological tests were identified in the records of the DETRAN-RN (2002) and 76 at the clinic (2007), pointing out failures in the process of safekeeping of the psychological material, as well as in its retrieval from the record files. The sample was thus reduced to 68 drivers, all male, with age range between 18 and 41 years old, mean of 21,72 years old (DP = 5,24). 54 drivers were identified without a record of infraction, and 14 with a record. The latter committed 29 infractions. The penalty points recorded in their CNH ranged from 0 to 35 and the typical value of points (median) was zero. In the group with a record of infractions the number of points ranged between 3 and 35, mean of 10,79 (DP = 7,73). Differences were observed in the composition of the battery of tests in the two moments with the same subjects. The use of different tests to assess the same construct of the subject, first and second moment of assessment, did not allow for some analyzes with more efficient statistical proof. It was pointed out that five tests were not carried out and 118 were not corrected/analyzed. Significant differences between the groups were not identified with the psychological instruments used. In another attempt to establish differences between the means, the application of the independent t-Test evidenced a significant difference in the scores of the instruments of concentrated attention in 2002 (t = 2,21, gl = 25, p = 0.037) and of diffuse attention in 2002 (t = 2,37, gl = 24, p = 0.026). The results also did not evidence significant correlation between the scores of the tests and the penalty points of the infractions. Based on this study, it cannot be concluded with precision that the high or low scores are good criteria to determine that a driver will commit more or less traffic infractions, nor that the drivers with higher scores in the tests commit less infractions and vice-versa. Furthermore, the problems to find the instruments and the most basic data require a stronger monitoring on the part of the certified clinic and of the DETRAN-RN. / O objetivo deste estudo foi identificar a possibilidade de prever o envolvimento em infra??es de tr?nsito a partir dos resultados dos testes psicol?gicos aplicados por psic?logos peritos no processo de habilita??o de condutores no Rio Grande do Norte (RN). A proposta consistiu em identificar os pontos na carteira nacional de habilita??o (CNH) e identificar os testes e os escores obtidos, verificando se os escores m?dios dos testes dos motoristas com e sem registro de infra??o s?o significativamente distintos e se existem rela??es entre os escores dos testes e a freq??ncia de infra??es. Os resultados dos instrumentos psicol?gicos foram coletados em dois momentos - sendo o primeiro no ato da aquisi??o da CNH e o segundo na renova??o - na ?nica cl?nica credenciada e no DETRAN-RN. Identificou-se uma popula??o de 839 condutores de 14 munic?pios. Encontraram-se nos arquivos do DETRAN-RN 127 protocolos de testes psicol?gicos aplicados (2002) e 76 na cl?nica (2007), evidenciando falhas no processo de guarda do material psicol?gico, bem como de sua recupera??o nos arquivos. A amostra ficou reduzida a 68 motoristas, todos do sexo masculino, com idade de 18 a 41 anos, m?dia de 21,72 anos (DP = 5,24). Identificaram-se 54 motoristas sem registros de infra??o e 14 com registro. Estes ?ltimos cometeram 29 infra??es. A pontua??o na CNH variou de 0 a 35 e o valor t?pico de pontos (mediana) foi zero. No grupo com registro de infra??o a pontua??o variou de 3 a 35, m?dia de 10,79 (DP = 7,73). Observaram-se diferen?as na composi??o das baterias de testes nos dois momentos nos mesmos sujeitos. O uso de testes diferentes para avaliar um mesmo construto do sujeito, primeiro e segundo momento de avalia??o, impossibilitou algumas an?lises com provas estat?sticas mais eficientes. Evidenciou-se que cinco testes n?o foram aplicados e 118 n?o foram corrigidos/analisados. N?o foram identificadas diferen?as significativas entre os grupos nos instrumentos psicol?gicos aplicados. Em outra tentativa para estabelecer diferen?as entre as m?dias, a aplica??o do Teste t independente evidenciou uma diferen?a significativa nos escores nos instrumentos de aten??o concentrada em 2002 (t = 2,21, gl = 25, p = 0.037) e da aten??o difusa em 2002 (t = 2,37, gl = 24, p = 0.026). Os resultados tamb?m n?o evidenciaram correla??es significativas entre os escores dos testes e as pontua??es das infra??es. Com base neste estudo, n?o se pode concluir com precis?o que os altos ou baixos escores s?o bons crit?rios para definir que um motorista cometer? mais ou menos infra??o de tr?nsito, nem que os motoristas com maiores escores nos testes cometem menos infra??o e vice-versa. Al?m disso, os problemas para se encontrar os instrumentos e os dados mais b?sicos requer um acompanhamento mais aprofundado por parte da cl?nica credenciada e do DETRAN-RN.

Die nationale und internationale Literatur gibt mittlerweile einen guten Überblick zu Barrieren bzw. Determinanten der Radnutzung. Dabei stehen neben sozio-ökono-mischen und demografischen Faktoren, auch die Topographie, die Witterung sowie infrastrukturelle Faktoren im Mittelpunkt (u. a. Heinen van Wee, & Maat, 2010). Natürliche Barrieren aufgrund der Topographie, z.B. Steigungen können zu einer Minder- oder Nicht-Nutzung des Fahrrads führen (Damant-Sirois et al., 2014; Geller, 2006). Zusätzlich können sich infrastrukturelle Faktoren, z. B. das Fehlen direkter Verbindungen, negativ auf die Attraktivität der Strecke, aber auch auf die Regelbe-folgung auswirken (Johnson et al., 2011). An dieser Stelle setzen Gamification-Ansätze an, die durch eine Erhöhung der Nutzermotivation auch die Radnutzung zu steigern versuchen. Anders als bisherige Gamification-Ansätze im Radverkehr, die hauptsächlich App-Technologien nutzen (z. B. Pajarito & Gould, 2017; Wunsch et al., 2015), ist es Ziel des vorliegenden Projektes, eine infrastrukturbasierte Gamification-Lösung zu entwickeln, die beim Fahren direkt durch die Radfahrer:innen genutzt werden kann. Bisherige praktische Umsetzungen von Gamification-Maßnahmen im Verkehr differenzieren nicht nach gruppenspezifischen und bedürfnisorientierten Motiva-toren, obwohl bekannt ist, dass bestimmte Spieleelemente typenspezifische Unterschiede ansprechen. Durch eine spezifische Ansprache innerhalb des vorliegenden Projektes soll eine höhere Wirksamkeit für die Zielgruppen erreicht werden. Das Forschungsvorhaben gründet sich dabei auf die verhaltens- und einstellungsbasierten Radfahrtypen des NRVP-Projektes RadVerS und baut darauf erstmals datenbasierte Modelle prototypischer Nutzer:innen (Personas) für verschiedene Anwendungsfälle auf. Das ermöglicht das systematische Ableiten von Anforderungen sowie die Entwicklung und effektive Evaluierung entsprechender Gamification-Maßnahmen mit hohem Akzeptanzpotenzial. Zur Demonstration der praktischen Anwendbarkeit soll die entwickelte Gamification-Maßnahme in einen Prototyp überführt und an einem ausgewählten Strecken-abschnitt der Radverkehrsinfrastruktur innerhalb der Stadt Dresden installiert und dessen Wirksamkeit evaluiert werden. Im Ergebnis des Projektes werden Handlungsempfehlungen zum Einsatz von Gami-fication-Maßnahmen im Radverkehr als Handreichung für Kommunen mit Anwen-dungsleitfaden am Beispiel des eingesetzten Prototyps für die Umsetzung in der eigenen Kommune aufbereitet und verbreitet. Die Erfahrungen aus diesem Projekt bieten so auch eine Vorlage für ähnliche Vorhaben in anderen Kommunen und resultieren in einem anschaulichen und wiederverwendbaren Konzept.:Einleitung 7 1. Ziel und Methodik der Untersuchung 9 1.1 Ziele der Untersuchung 9 1.2 Untersuchungsmethodik 10 1.2.1 Literaturanalyse und RadVerS-Daten 10 1.2.2 Identifikation Untersuchungsabschnitt und Vorher-Messung 11 1.2.3 Operationalisierung für User Experience Design 11 1.2.4 Entwicklung Prototyp 12 1.2.5 Evaluation Anwendungsfall 12 2. Literaturanalyse und RadVerS-Daten 14 2.1 Determinanten der Radnutzung 14 2.1.1 Einflussfaktoren auf die Radnutzung allgemein 14 2.1.2 Routenwahlfaktoren 15 2.1.3 Unfälle und Unfallursachen im Radverkehr 17 2.2 Gamification 21 2.2.1 Definitionen 21 2.2.2 Psychologischer Hintergrund 22 2.2.3 Spielelemente 24 2.2.4 Gamification im (Rad-) Verkehrskontext 27 2.3 Eigene Datenbasis 36 2.3.1 Radfahrtypen 36 2.3.2 Ergebnisse einer Masterarbeit im Rahmen des Projektes 37 2.3.3 RadVerS-Daten zu Vermeidungen und Problemstellen 38 3. Identifikation Untersuchungsabschnitt und Vorher-Messung 46 3.1 Anwendungsszenarien und Vorauswahl der Standorte 46 3.2 Standortauswahl und Besichtigung 51 3.3 Standort Budapester Straße - Vorher-Messung 68 4. Gamification-Entwicklung mittels User Experience Design 70 4.1 Industriedesign und User Experience Design 70 4.2 Einflussfaktoren, Komponenten und Konsequenzen von User Experience 72 4.3 Prozess und Methoden des User Experience Designs 73 4.4 Persona-Methode 74 4.5 Wer entwickelt Gamification-Lösungen 75 5. Prototyp- Entwicklung 76 5.1 Analysephase 76 5.2 Ausgewählte Lösungsansätze auf Basis von Spielelementen 80 Ampelticket 81 Trivia-Quiz 81 Stimmungsbarometer 82 Punktraster 82 Bewegungsanalogien 83 Ampel-Highscore 83 Tattoo-Station 84 Rückenwind 84 Ampelticket 85 Meinungsbild 86 Ampeltrittbrett 86 Melodie des Fahrrads 87 Bitte-Grinsen-Aktion 87 Durch den Tunnel rutschen 88 5.3 Vorauswahl und Weiterentwicklung von Lösungsansätzen 88 5.4 Detaillierung für den konkreten Standort 97 5.5 Detaillierte Ausarbeitung als Prototyp im Forschungsprojekt 101 User Journey und Storyboard 103 Technische Detaillierung und Umsetzung Prototyp 104 Ausarbeitung des Nutzungszenarios 111 Zusammenfassende Beschreibung des Prototyps 114 5.6 Visionen über den Forschungsprototyp hinaus 116 Weiterentwicklung der Lichtlogik und Implementierung anderer Spielmechanismen 116 Erweiterungen – Beispiel Score 120 Tiefere Integration in die Infrastruktur 121 6. Evaluation Anwendungsfall 122 6.1 Änderungen zum ursprünglichen Evaluationskonzept 122 6.2 Forschungsfragen 123 6.3 Methoden 124 6.3.1 Interviews mit Radfahrer:innen . 124 6.3.2 Interviews mit Vertreter:innen der Stadt 125 6.3.3 Datenaufbereitung 126 6.4 Ergebnisse 126 6.4.1 Interviews mit Radfahrer:innen 126 6.4.2 Interviews mit Vertreter:innen der Stadt 133 7. Diskussion und Ausblick 136 7.1 Entwicklung einer Gamification für den Radverkehr 136 7.2 Limitationen 137 7.3 Weiterer Forschungsbedarf 138 7.4 Lessons Learned 138 8. Literatur 140 9. Anhang 153 9.1 Beobachtungsprotokoll - Beispiel Albertbrücke 154 9.2 Befragungsbogen - Beispiel Albertbrücke 155 9.3 Interview-Leitfaden Radfahrer:innen 156 9.4 User Experience Questionnaire (Laugwitz et al., 2008) 159 9.5 Interviewleitfaden – Vertreter:innen der Stadt161