Discussions about environmental psychology’s constituent research topics and future directions have persisted over several decades. In this bibliometric analysis we analysed author keywords from 4,313 journal articles, published between 2004 and 2024, from two sources: 1) key environmental psychology journals (Journal of Environmental Psychology, Environment and Behavior, PsyEcology: Bilingual Journal of Environmental Psychology, Frontiers in Psychology: Environmental Psychology, and Global Environmental Psychology) and 2) other journals where authors explicitly provided ‘environmental psychology’ as an article keyword. Using VOSviewer software, we produced maps of a) co-authorship and country collaborations; and b) author keyword co-occurrences to visualise topic clusters overall (2004-2024) and in discrete time periods (2004-2008, 2009-2013, 2014-2018, and 2019-2024). Co-authorship networks tended to relate to specific topics, with limited evidence of collaboration across topics or between authors in the Global North and South. Keyword co-occurrence mapping revealed eight overarching topic clusters: human–nature relationships; children’s experiences of environments; virtual environments; pro-environmental behaviour; neighbourhood and built environment; place attachment; stress and wellbeing; and climate change. We observed a significant expansion in research on pro-environmental behaviour and climate change within environmental psychology, and a decrease over time in the visibility of research on the built environment. We suggest that environmental psychology has the potential to make greater contributions to research on conflict, migration, ageing, the built environment, and considerations of cultural and individual differences in environmental experiences.

This study investigates whether connected, autonomous and digitised transport technologies could improve the lives of older people and strengthen their sense of belonging using as a case study, the metropolitan environment of Athens, Greece. Data was collected from 205 participants aged 60 and over via hard copy questionnaires to explore their awareness, accessibility-themed perceptions and approval of emerging transport technologies. Although participants had little familiarity with technologies such as Autonomous Vehicles, Mobility-as-a-Service, travel guidance apps, assistive and real-time information technologies, they recognised the potential benefits of improved quality of life and social inclusion. Through ordinal regression modelling we found that existing Internet usage and perceptions reflecting the possibility for increased autonomy significantly predicted positive perceptions towards these emerging transport technologies, while concerns about cybersecurity breaches, extra costs and employment market disruption emerged as significant barriers to acceptance. The results show a significant digital divide among participants, almost half of whom said they do not use the Internet and most of whom reported dissatisfaction with current institutional support for technology adoption. While connected, autonomous and digitised transport technologies hold significant potential for improving the mobility and social inclusion of older adults in Athens, realising this potential will require targeted efforts to overcome the digital divide, address safety concerns, ensure affordability and provide adequate support and training systems for technology adoption.

Malaysia is experiencing a demographic shift characterized by low fertility rates and increased life expectancy. Age-related decline in physical ability raises concerns about the quality of life (QoL) and well-being of older adults. In this study, we aimed to examine the association between transportation independence and quality of life among older adults in Malaysia. A cross-sectional study was conducted with 100 older adults aged 60 years and above (mean ± SD: 68.4 ± 5.3). Face-to-face interviews assessed participants’ biopsychosocial status and transportation independence patterns. Environmental characteristics were obtained from the National Geospatial Centre (NGC). Binary logistic regression was performed to examine the association between transportation independence and QoL. Models were adjusted for biological factors (age, sex, comorbidities), physical factors (frailty), psychological factors (depression), and environmental factors (density of places of worship). In the unadjusted analysis, participants who were independent in transportation were more likely to report better social relationship domain of quality of life, with 4.36 times higher odds than those who were not independent (95

Human beings think in a slow, careful and logical way for important and complex issues and a fast, intuitive way for most decisions. The logical mechanism takes too much effort for the myriad of daily decisions. For example, logical thinking can be combined only with walking slowly not quickly. Hence behavioural approaches that assume humans make decisions logically are contrary to the evidence. Intuitive thinking is open to perceptual errors called ‘cognitive biases’. Cognitive biases are common and wide spread. In this paper we review salient cognitive biases that effect decision-making around transport using Dror's eight sources of cognitive bias described in three categories: (i) case specific biases (to do with the data or knowledge itself); (ii) environment, culture and experience bias, (between the data and the person acting upon the data), and; (iii) bias originating from human nature, (the cognitive make-up of the human brain shared across all people, regardless of the specific case, data or knowledge or the specific person doing the analysis).These influence people's transport behaviour and the decisions of policy makers and engineers. Of especial importance are loss aversion (valuing something you have about twice as highly as you would value it if you were considering acquiring it); various other biases favouring the status quo; and various errors of risk perception. We conclude by suggesting more education and training and multi sectoral and multidisciplinary working is needed to help develop awareness of bias and identifying susceptibility to bias and how to overcome them where possible.This description is an expansion of a table contained in Health on the Move 3:the Reviews (Mindell and Watkins, 2024)

INTRODUCTION:This study investigates public attitudes toward the Welsh Government's implementation of a 20 mph default speed limit on all non-unrestricted roads, for example those in urban environments, residential neighborhoods, and areas with high pedestrian activity, that previously were 30 mph, aimed at reducing traffic crashes, emissions, and improving quality of life. METHOD:Using a Latent Dirichlet Allocation (LDA) approach and VADER sentiment analysis to assess emotional tone, posts on X (formerly Twitter) with hashtags #20 mph and #20 mya (Welsh language for mph) were analyzed during two periods: one-month post-implementation (September-October 2023) and six months later (February-March 2024). RESULTS:The results indicate that public opposition to the 20 mph default speed limit decreased slightly six months after its implementation but remained high. However, since opposition declined while positive sentiment increased, results suggest a positive trend, aligning with psychological theories on social influence and attitude change. CONCLUSIONS:The study underscores the value of a qualitative-quantitative approach in capturing nuanced public perspectives, offering insights beyond traditional survey methods. These findings provide actionable guidance for policymakers and practitioners seeking to implement and communicate public safety policies effectively. PRACTICAL APPLICATIONS:This research uniquely contributes to the literature by examining the 20 mph speed limit in Wales, combining computational and psychological methods to explore public opinion dynamics over time.

It is often assumed that older people must rely on private transport in order to meet their needs. Indeed, research has found that older people find it very difficult to give up driving, as doing so can result in isolation and negative health effects. Intergenerational justice nevertheless suggests older people should not be treated as any special case, and it is imperative that interventions aimed at reducing high carbon, private vehicle use also include older people. Studies have found that older people want to be part of the decarbonisation agenda, can feel guilty for their contribution to climate change, and want to make a difference and play a role in it themselves. However, the current older cohort in many countries consists of people who have driven the most of any generation, and targeted approaches that focus on social and affective aspects of reducing carbon-intensive mobility may be needed. Good communication, information, trust, and the use of demonstrators and champions can help older people move to more sustainable mobility and enable better carbon literacy, which in turn informs other more sustainable behaviours.

Background: For many people, buses play a crucial role in connecting them with friends and family, and to opportunities such as employment, education, retail, leisure, and healthcare. During autumn 2023 sections of the North East region of England endured seven weeks without usual bus services due to industrial action. This study explores the impact of the loss of bus services on older adults living in the borough of Gateshead. Methods: Qualitative interviews with 15 older adults (aged 50-82 years) living in Gateshead explored their experiences of loss of bus services. Analysis of interview transcripts used inductive approach to develop themes. Results: Four main themes were identified: a shrinking world, striking at the heart of life, unequal impact, and buses as a lifeline. The loss of bus services meant people could not reach their usual range of destinations, travelled less often, and felt a sense of entrapment in their homes. They missed healthcare appointments, social interactions, and were restricted to more localised services. People experienced a loss of freedom, independence, and control over their lives. The impacts fell disproportionately on people with existing social or economic disadvantages. Conclusions: Older people described harmful consequences for their physical, mental, and social wellbeing. Impacts were unequally distributed and exacerbated underlying inequalities. Buses play a vital role in supporting health and wellbeing, enabling independence, and addressing equalities. This research adds evidence for transport policymakers to support the social wellbeing case for improving public transport.

Road signs are there to inform or warn drivers and help drivers to select appropriate speeds and be appropriately aware for hazards. The "older person" warning sign is used in many countries, placed near older people's homes and schools, to warn drivers of potentially vulnerable older pedestrians in the vicinity. The sign often depicts a silhouette of an older couple hunched over within a warning triangle and is a rather negative stereotype of older people. It is questionable whether this sign is useful in slowing drivers down, especially given the potential of the sign to reinforce negative stereotypes. This study used a Driving Simulator to determine whether the "older person" warning sign makes any useful difference to driver behaviour. Drivers were randomly allocated into a group that observed a "older person" warning sign (n = 20) and a group that saw a generic pedestrian warning sign (n = 20). The drivers in the "older person" warning sign group did not alter their speed or braking when observing the sign, regardless of age and gender. The drivers in the pedestrian warning sign group did significantly reduce their speed and used braking when seeing the sign. The "older person" warning sign made no difference to significant driver behaviour and it is suggested it should be removed or replaced by the pedestrian sign.

High-density built environments in Asian cities and regions such as Hong Kong and Tokyo have significantly influenced the travel behaviours and health outcomes of older adults. Rapid urban development has led to substantial changes in transport systems, often making travel behaviour complex and, at times, overwhelming for older populations. The rapid growth of ageing populations in these cities presents major public health challenges that demand in-depth research and evidence-based solutions. This special issue brings together studies that explore how transport and urban planning and design in Asian cities can promote healthy ageing. These studies aim to enhance scientific understanding of the health impacts of transport infrastructure in the region. We discussed planning and design contexts, the provision and modification of transport infrastructure, public transport usage behaviours, and their broader implications for health outcomes and well-being among older adults. This paper addresses the unique opportunities and challenges, including large-scale transport infrastructure interventions, health impact assessments, causal inference, and planning and policy recommendations, to support sustainable urban development and improve transport planning for the health and well-being of ageing populations in Asia and beyond.

Although there is a body of research conducted on traffic safety and driver behaviors in the UK, studies on traffic safety climate, particularly in rural Wales, are limited. In this study, the effect of traffic safety climate in Wales on several driving-related characteristics was investigated and expected to find a difference between rural and urban Wales. The model investigated the moderator role of rural/urban areas on the relationship between traffic safety climate and driver behaviors, driver anger, anger expression, and driver risk. Using data from 346 participants, we found that drivers in rural areas perceive traffic as having more internal requirements, but also engage in more risk-taking, whereas drivers in urban areas score higher in aggressive violations and verbal aggressive expression. In the following steps, we found links between traffic safety climate and various driver-related outcomes, and this link differs across drivers living in rural and urban areas. These findings suggest the need for tailored strategies to address road safety in rural areas in Wales.

Retrofitting existing homes with new energy efficient technologies is essential to reduce emissions and move towards achieving a ‘net zero’ carbon emission target. This paper reports on research that investigated the process of retrofitting new technologies in existing social rented homes in Wales, United Kingdom. It used mixed-methods consisting of pre- and post-retrofit surveys, qualitative interviews with tenants, and a documentary analysis of retrofit tenant engagement materials. Interviews and focus groups were also undertaken with a variety of professionals involved in the delivery of the new technology, including tenant liaison officers, architects, surveyors, and a civil servant. Findings reveal that many of the barriers to deploying new technologies in social rented properties were around communication and information issues. The interface between the technology and residents was a challenge as mechanisms of the new technologies operation and sensors and monitoring were not understood well and residents were kept out of the loop often through digital exclusion. Disruption to norms, the home and everyday practices were also key barriers. Facilitators to successful deployment of new technologies included good tenant engagement, demonstrating and showcasing the technology prior to deployment and actively reducing disruption to norms and practices. Social Practices Theory and Energies Culture Framework describe the findings well, especially around changes in material culture (the actual technology and hardware) and disruption to norms and social practices, which explains how the use of the technology by the residents notably changes and can disrupt their lives. These disruptions create anxiety creating further barriers which can lead to resistance to engaging with the technology. Better communication and more resident involvement and engagement are needed, allowing people ownership and some perceived control over the decision-making, deployment and changes happening to their everyday lives. Findings suggest that communications and trust in the retrofit process are crucial to the success of delivering low-carbon technologies to tenants in social housing. The technology must also be usable and understood by the tenants; exemplar demonstrator properties to help tenants see and understand the technologies are helpful to successful deployment. In conclusion, more involvement of tenants is needed when delivering low-carbon technologies to their homes to resolve further exacerbating the already noticeable inequalities.

In order to support governmental implementation policy and associated interventions related to environmental policy and legislation, understanding the public's acceptability towards these policies is crucial. One significant environmental issue is the proper disposal of end-of-life vehicles (ELVs), which can cause harm to the environment. To assess social acceptability towards ELV policy, a scale was developed consisting of 49 measurement items with five latent constructs: psychological and social cognitive constructs, environmental constructs, and social support. Content validation was performed by three experts who produced an item-content validity index greater than 0.79. To test the validity and reliability of the construct items, a case study was conducted in Jakarta, Bogor, Depok, Tangerang, and Bekasi (JABODETABEK), Indonesia, with 250 respondents. Exploratory factor analysis showed that 48 items matched the validity and reliability requirements, and all constructs showed very good or excellent reliability based on Cronbach's alpha coefficient rule. The developed scale fulfills all the requirements of validity and reliability and can be used as a new instrument to measure a person's desire to implement ELV policies, especially in developing countries like Indonesia. This study can contribute to developing and implementing effective environmental policies and legislation related to ELV.

Introduction: The global COVID-19 pandemic prompted widespread lockdown measures, impacting transportation systems and specifically affecting the mobility of older adults, which could result in changes to their biophysical, psychological and social health, or better known as biopsychosocial health. However, limited information exists regarding the alterations in the biopsychosocial aspects of older adults during and after the COVID-19 movement restrictions, as well as their association. The objective of this study is to investigate the biopsychosocial dynamics associated with navigating transportation during and after the recovery phase of COVID-19 pandemic. Additionally, it aims to determine the association between transportation independence status and various biopsychosocial factors. Methods: A sub-sample of 100 individuals aged 60 years and above (mean age +/- SD: 68.4 +/- 5.3), from earlier cross-sectional study were recruited in a one year follow up study. Face-to-face interviews were conducted by the same researcher from baseline to obtain older adults' sociodemographic health status, anthropometric measurements, functional status, depressive symptoms, nutritional status, cognitive status, visual assessment, physical activity and physical performance and transportation independence. Bivariate logistic regression was performed to examine the association. Results: While there were no significant changes in transportation independence among older adults during and after the COVID-19 movement restriction, there were noticeable increases in outdoor mobility and certain changes in biopsychosocial factors. Results revealed higher fat mass (Adj OR = 1.20, 95% CI: 1.03-1.41, p < 0.05), poorer performance in Timed up and Go (TUG) (Adj OR = 1.40, 95% CI: 1.03-1.88, p <0.05) test, poorer Hand Grip Strength (HGS) (Adj OR =.85, 95% CI: .74-.98, p < 0.05) and changes in Instrumental Activities of Daily Living (IADL) (p < 0.05) are associated with restricted transportation in older adults. Conclusion: The findings of this study highlight the importance of biopsychosocial health factors, such as body composition, physical performance, and function, which may be influenced by transportation independence among older adults.