The development and validation of a hazard perception test for Thai drivers

Thailand is a developing country with a high traffic accident fatality rate. However, few attempts have been made to understand crash risks in Thai drivers from a psychological perspective. The purpose of the present study was to develop and validate a latency-based hazard perception test for Thai drivers. The initial test comprised our full item pool of 77 clips containing traffic conflicts captured on video from the driver’s perspective on Thai roads. We evaluated the validity of this test by examining whether performance differed as a function of driving experience in a sample of 135 Thai drivers. We found that experienced drivers (n = 87) performed significantly better than novice drivers (n = 48) after adjusting for individual differences in computer mouse skill, mirroring crash risk differences between these groups. The final 30-item version of the test, which comprised the best items from the initial test, yielded novice/experienced driver differences with or without adjusting for computer mouse skill. These results offer preliminary support for the validity of the latency-based test as a measure of hazard perception ability in Thai drivers.     

The relationship between cognitive function and hazard perception in younger drivers

Driving is a complex task; with research suggesting cognitive function plays a significant role in driver behaviour. Recent studies have investigated the role of cognitive function in younger drivers who are experiencing brain maturation and are over-represented in crash statistics. Emerging evidence suggests poor cognitive functioning is one explanation for this high crash risk. For younger drivers, the relationship between cognitive function and driving ability has been consistently shown for speeding and lane deviations. However, the driving skill most consistently linked to crash involvement is hazard perception, which is the ability to anticipate and respond to potentially dangerous traffic situations. The aim of this study was to investigate the cognitive correlates of hazard perception in younger drivers. Seventy-nine undergraduate students completed a hazard perception test and a battery of cognitive tests that have previously demonstrated a relationship with safe driving. The newly created hazard perception test measured accuracy of hazard identification, response times when anticipating the hazard, and response times when taking action to avoid the hazard. Hazard perception accuracy was significantly related to visuo-spatial skills, executive functioning and global cognitive status. Anticipation response times were significantly related to inhibitory control, with no significant relationship found between cognitive function and action response times. These findings are discussed in line with limitations in the study. Future research into the role of specific cognitive domains could lead to the enhancement of hazard perception testing for licensing with cognitive training and assessment, with the potential to reduce the crash risk of vulnerable younger drivers.     

The interactive effect of vehicle signals and sensation-seeking on driver hazard perception

Does sensation seeking—as a personality trait that is closely related to risky driving—affect a driver's hazard perception, and if so, under what circumstances? Using hazard locations and vehicle signals as cues, this study classifies traffic situations into four types: danger ahead with cues, danger ahead without cues, danger behind with cues, and danger behind without cues. Based on these classifications, we examine the characteristics of hazard perception, decision-making criteria, sensitivity, and visual attention patterns of drivers with different sensation-seeking tendencies. Fifty-two experienced drivers were recruited for experiments in Dalian, China. Using computer, participants were shown videos taken from the driver's perspective and were asked to respond to hazards by pressing keys on the left mouse button. Their eye movements were recorded, and a multi-dimensional driving-style scale was used to divide participants into higher and lower sensation-seeking groups. The results showed that the higher sensation-seeking drivers had a lower hazard detection rate, fewer fixation counts, and shorter glances when there were cues, and they responded more slowly when there was danger ahead. For dangers ahead with cues and dangers behind without cues, the more attention the higher sensation-seeking drivers paid to the danger, the slower their response and the lower their hazard detection rate. The results indicated that higher sensation-seeking drivers have poor hazard perception in situations when there are vehicle signals as prompting clues and dangers ahead. In particular, for a danger with clues, the visual agility of the higher sensation-seeking drivers was worse than that of the lower sensation-seeking drivers. The more attention they paid to the danger the worse their hazard perception. The results of this study can provide guidance to teach drivers hazard-perception skills.     

时间感知在跨期决策中的作用——时间决策模型的新探索

“时间”是跨期决策的“必需品”, 人们感知到的延迟时间决定跨期决策的结果。近年来, 研究者发现“时间长度感知”、“时间资源感知”和“时间框架感知”是时间感知作用于跨期决策的主要方式。时间感知的神经作用机制包含微观层面和宏观层面两种。“对数/指数时间折扣模型”、“感知时间基础模型”及“多模态漂移扩散模型”解释了时间感知的作用方式。然而, 现有理论模型还存在诸多局限, 主要包括“长短时距预测偏差”和“实际决策与预期决策偏差”两个方面。因此, 深入探讨时间感知影响跨期决策的基本方式, 分析现有理论模型的局限性并提出整合的机制框架具有十分重要的意义。未来研究亟需进一步整合时间感知的理论模型, 开展脑机制与应用方面的研究, 从深层揭露时间感知的作用本质, 帮助个人与社会更理性地决策。     

Examination of the reliability and validity of the personality assessment inventory

The reliability, discriminant validity, and construct validity of the Personality Assessment Inventory (PAI) — a multidimensional self-report measure of abnormal personality traits — were examined within the Australian context. Subjects included 151 normals, 30 alcoholics, and 30 schizophrenic patients. A subsample of 70 nonpsychiatric adults responded to the PAI items twice over a test-retest interval of 28 days. The resulting median retest coefficient was 0.7, indicating less than optimal stability. The median alpha (KR₂₁) coefficient was 0.8, suggesting somewhat narrow measurement scales. A significant multivariate main effect was obtained across groups after the effects of age and gender were removed. Multiple comparisons for each of the PAI scales revealed significant differences between the respective groups, as discussed. A higher-order scale factoring did not strongly support the purported PAI structure. In reanalyses of the correlation matrices included in the Professional Manual, the purported PAI factor structure was unable to be replicated for the standardization clinical sample (N=1246), and a confirmatory factor analysis using the normative (validation) correlational data (N=1000) revealed poor fit indices, raising further concerns about construct validity.     

Neuroticism, negative affect, and negative affect instability: Establishing convergent and discriminant validity using ecological momentary assessment

Few investigations have examined the role of affective instability within a broad model of general personality functioning. The present study employed self-report and ecological momentary assessments (EMA) to examine the relations between self-reported Five-Factor Model Neuroticism, EMA average negative affect, and EMA negative affect instability. Results suggest that Neuroticism and negative affect instability are related yet distinct constructs, and that Neuroticism better represents average negative affect across time. Results also suggest that negative affect instability is related to low Agreeableness and specific externalizing facets of Neuroticism, such as Angry Hostility and Impulsiveness. The implications of these findings and potential areas for future research are discussed.     

The multiple-stimulus-without-replacement preference assessment tool and its predictive validity

This study demonstrates the use of two web-based programs, one to identify video preferences and the other to assess their reinforcing effects. We used the Multiple-Stimulus-Without-Replacement Preference Assessment Tool (MSWO PAT) to identify the video preference hierarchies of seven participants, ages 4–11 years old. We then used a customized reinforcer assessment program that arranged a concurrent-chains preparation with programmed conjugate schedules of reinforcement. Button presses emitted by participants modulated the quality (volume and opacity) of selected videos on a moment-to-moment basis, allowing us to identify the reinforcing effects of the videos in little time. The results showed that the preference assessment had predictive value for five of seven participants. We discuss the MSWO PAT, parameters that may affect the identification of preferences and the use of conjugate schedules to identify reinforcers.     

Strategic flexibility in response preparation: Effects of cue validity on reaction time and pupil dilation

This study examined the ability of participants to strategically adapt their level of response preparation to the predictive value of preparatory cues. Participants performed the finger-precuing task under three levels of cue validity: 100, 75 and 50% valid. Response preparation was indexed by means of reaction time (RT) and pupil dilation, the latter providing a psychophysiological index of invested effort. Results showed a systematic increase in RT benefits (generated by valid cues) and RT costs (generated by invalid cues) with increments in the predictive value of cues. Converging with these behavioural effects, pupil dilation also increased systematically with greater cue validity during the cue-stimulus interval, suggesting more effortful response preparation with increases in cue validity. Together, these findings confirm the hypothesis that response preparation is flexible and that it can be strategically allocated in proportion to the relative frequency of valid/invalid preparatory cues.     

A brief and unsupervised online intervention improves performance on a validated test of hazard perception skill used for driver licensing

Drivers who have higher levels of hazard perception skill also tend to have fewer crashes. Training designed to improve this skill has therefore been proposed as a strategy for reducing crash risk. To date, however, hazard perception training has only been evaluated in supervised settings. This means that improvements in hazard perception skill resulting from such training may not generalize to unsupervised situations, which may limit opportunities for large scale roll-out via automated delivery methods. In the present study, we investigated whether a brief video-based training intervention could improve hazard perception skill when drivers completed it online without supervision. The training involved drivers watching videos of traffic scenes, while generating a commentary of what they were searching for, monitoring, and anticipating in each scene. Drivers then compared their own commentary to a pre-recorded commentary generated by an expert driver, hence allowing for performance feedback without an instructor present. A convenience sample of 93 drivers (who did not receive any performance-related incentives) participated in a randomized control study. The training was found to significantly improve response times to hazards in stimuli from the official hazard perception test used for driver licensing in Queensland, Australia, which is known to predict crash involvement. That is, the training was effective in improving hazard perception skill (Cohen’s d = 0.50), even though participants were aware that no one was monitoring the extent to which they engaged in the intervention. Given that the training could, in principle, be deployed at scale with minimal resources (e.g. via any online platform that allows video streaming), the intervention may represent a practical and effective opportunity to improve road safety.     

适应性时间管理：死亡意识对时间知觉和跨期决策的影响

死亡意识是个体对自身死亡必然性的认识; 基于进化适应性的考量, 作者认为具有前瞻性的死亡意识作为人类特有的认知能力和个体生命史的终极坐标, 不仅可能引起恐惧感和防御反应, 更重要的是可以帮助人们做出适应性的时间管理。据此推论, 死亡意识的启动会加强人们对时间有限性的关注, 体验出更强的时间流逝感, 影响人们对时间的评估, 以及人们对不同时间点的成本与收益进行权衡而做出的跨期决策。本研究采用死亡凸显范式启动死亡意识, 通过两个实验探讨了死亡意识、时间知觉和跨期决策三者之间的关系。结果发现, 死亡意识启动使被试低估时间距离, 并表现出较低的跨期决策延迟折扣率, 从而在较小的即时获益与更大的延迟的获益之间更为偏好未来导向的选项。进一步的分析显示, 时间知觉在死亡意识和跨期决策延迟折扣率之间起到部分中介变量的作用。以上的研究结果初步揭示了死亡意识在时间管理上的适应性价值。     

The analysis of drivers’ hazard detecting ability using Empathizing–Systemizing model

Since there are drivers who repeatedly have accidents, this research postulated that the lack of hazard perception which is a primary cause of accidents might be determined by individual differences in cognitive traits. The Empathizing–Systemizing (E–S) model was used for the cognitive traits, with Empathizing expected to correspond to ability at hazard perception and fewer accidents and/or incidents (near-accidents). On the other hand, Systemizing was not expected to contribute to them. A web questionnaire was conducted to collect data of accidents and incidents experienced during ordinary driving, and this was analyzed. The results showed that drivers with higher Empathy Quotient (EQ) experienced fewer accidents and incidents. The Systemizing Quotient (SQ) had no significant effect on these experiences. However, the experience of incidents by drivers with high Systemizing Quotient increased when their Empathy Quotient was low. Based on these results, it was suggested that drivers who have a stronger Empathizing function may have a stronger ability at hazard perception. On the other hand, the Systemizing function may weaken hazard perception ability when Empathizing is weak, although it does not have an independent effect.     

声调在汉语音节感知中的作用

探讨超音段(如声调)与音段信息的共同作用机制, 对口语词汇识别研究具有重要的理论意义。有研究探讨了声调在口语词汇语义通达阶段的作用, 但在相对早期的音节感知阶段, 声调与声母、韵母的共同作用机制还缺乏系统的认识。本研究采用oddball实验范式, 通过两个行为实验考察了声调在汉语音节感知中的作用。实验1发现检测声调和声母变化的时间没有差异, 均比检测韵母变化的时间长, 表明在汉语音节感知中对声调的敏感性不及韵母。实验2发现声母和韵母的组合并没有明显优于对韵母的觉察, 但声调与声母或韵母的同时变化都促进了被试对偏差刺激的觉察, 表明声调通过与声母、韵母的结合来共同影响汉语音节的感知加工。研究结果在认知行为层面为声调在音节感知中的作用机制提供了直接的实验证据, 为进一步探讨超音段与音段信息共同作用的认知神经机制提供了基础。     

The concurrent validity of three self-report measures of borderline personality

The recent accumulation of self-report measures of borderline personality disorder (BPD) affords the opportunity to evaluate both the construct validity of the concept and the quality of these measures. This study examines the relationship among three recently developed self-report instruments for assessing BPD from the Personality Assessment Inventory (PAI; Morey, 1991), the MMPI Personality Disorders Scales (MPD; Morey, Waugh, & Blashfield, 1985), and the Bell Object Relations Inventory (BORI: Bell, Billington, & Becker, 1986). Data on the three measures were provided by 119 undergraduate subjects from a southeastern university. A correlational analysis addresses the convergence of these measures of BPD, their divergence from measures of different but related traits, and their independence from variance due to method. Application of the Campbell-Fiske (1959) criteria indicates adequate convergence for all the BPD measures but a lack of discriminant validity for the BORI scales. The fit of the data to a structural model of construct validity is tested using confirmatory factor analysis, and these results are consistent with the hypothesis of a latent borderline trait factor independent of measurement method factors. In sum, the construct validity of the borderline personality concept using self-report methodologies receives support, and a strong association between borderline personality and paranoid phenomena is also suggested.     

Hazard perception performance and visual scanning behaviours: The effect of sleepiness

Driver sleepiness accounts for a substantial proportion of crashes in Australia and Worldwide. Young adults are overrepresented in sleep-related crashes and are more susceptible to sleepiness, resulting in impaired attention and driving performance. Visual scanning behaviour can affect the role between attention and information acquisition from the driver's environment. Thus, if attention is impaired, visual scanning behaviours are likely to show decrements as well. Overall, 32 young adults aged between 20 and 25 years completed a 60-minute hazard perception task to examine the effect of sleepiness and time-on-task on hazard perception performance, visual scanning behaviours, subjective sleepiness scores, and psychomotor vigilance test performance. The main outcomes include decrements in hazard perception performance and a restriction in horizontal and vertical eye scanning ranges across the 60-minute session, but with a more pronounced effect when sleep-restricted. These outcomes were consistent with increases in subjective sleepiness and behavioural metrics of sleepiness assessed via the PVT. Reductions in scanning range could limit opportunities to attend to hazards and other critical safety events. The current study outcomes provide an important contribution regarding the risks associated with sleepy driving performance.     

The perception of preschool social dominance

Children's and teachers' perception of social dominance was examined using a behavioral criterion for determining accuracy of verbal judgments. Video records of agonistic interactions were obtained during approximately 60 hours of free-play at two preschool centers. Analyses of social conflict episodes ending in submission revealed linear dominance structures for both groups. Dominance perception was assessed in two ways. Both teachers and children were asked to rank-order a subgroup of children according to dominance. They were also asked to select the more dominant children in a number of predetermined pairs. Results indicated that teachers could accurately judge dyadic dominance relations, and that accuracy among children varied as a function of their status within the group hierarchy. Findings have implications for social dominance assessment methodology, and for the issue of consensual versus ecological validity in developmental studies of social perception.     

An ecological momentary assessment study of affectively-charged motivational states and physical activity

The physical activity (PA) intention-behavior gap has prompted researchers to explore other explanatory factors such as affective mechanisms which might better explain PA engagement. Affectively-charged motivations (e.g., desire, dread) are thought to influence the pursuit or avoidance of future behavior. This study examined whether affectively-charged motivations for PA changed across the day and were differentially associated with PA intensity. Participants (N = 60) wore ActiGraph GT3X accelerometers and answered EMA (M = 134.7 prompts/person) about affectively-charged motivations for upcoming PA using a 0-to-100-point scale (dread-excitement) in the morning, pre-activity, at-random, and evening for 14 days. Affectively-charged motivations for PA were lower in the morning and at-random compared to pre-activity (p = .004) and evening (p < .001). On average, individuals who rated morning affectively-charged motivations for PA 10-points higher engaged in 28 additional min/week of moderate-to-vigorous PA (p = .048). These findings suggest that affectively-charged motivations occurring in the morning may have greater salience for PA.     

Using physiological and behavioral measurements in a picture-based road hazard perception experiment to classify risky and safe drivers

Every year, a considerable number of people got injured or even lost their lives in road traffic accidents. To decrease the number of fatalities and injuries, researchers are seeking methods to identify and restrain drivers before the happening of actual traffic accidents, who possess dangerous driving behaviors and may cause road traffic accidents. Such methods are usually exploited to decide drivers’ fitness to drive—an indicator to describe whether they are fit for driving. The aim of this study is to measure drivers’ physiological and behavioral responses to road hazards and to extract features from measurements for further classification of risky and safe drivers. 42 drivers participated in a picture-based road hazard perception experiment, where electroencephalography (EEG), electrodermal activity (EDA), behavioral responses to road hazards, multidimensional driving style inventory (MDSI) questionnaire, and demographic information were recorded. Results indicated that 5 specific physiological features regarding to road hazard perception showed significant differences between risky and safe drivers. Subsequently, participants were classified into risky or safe drivers group by applying only the 5 features. 81.82% and 77.78% accuracy of classification were attained for risky and safe drivers, respectively. It was evidenced that using physiological and behavioral responses to evaluate drivers’ road hazard perception might be utilized as a tool to measure drivers’ fitness to drive. For further studies, improvements to future experiment design were discussed.     

The differences in hazard response time and driving styles of violation-involved and violation-free taxi drivers

The present study aimed to investigate the relationships between taxi drivers’ traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers’ traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers’ hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training.     

Researchers discover what they already knew about validity: The case of the family-of-Origin Scale

This article is concerned with two recnet studies of the Family-of-Origin Scale (FOS), Gavin and Wamboldt (1992) and Ryan, Kawash, Fine, and Powel (1994). The external validity analyses conducted for the FOS in these studies assumed the scale to be a unidemsional measure. The present discussion centers on methodological decisions and interpretive strategies that may have prevented a more complete understanding of the scale's dimensional structure and theoretical meaning. It is concluded that a unidimensional view of the FOS is an oversimplification that is inconsistent with the available data. A case is made for a more comprehensive and technically adequate evaluation of the FOS. Specific suggestions are offered.     

The role of three-dimensional depth cues in infants' perception of partly occluded objects

Newborn infants were familiarized to a three dimensional display consisting of a rod which moved behind a central occluder, so that only the top and bottom of the rod were visible. The infants' eyes were 38 cm from the rod and the occluder was 15 cm in front of the rod, a separation intended to ensure that the gap between the two was detected by the infants. On subsequent test trials the infants looked longer at a complete rod than at two rod pieces, suggesting that the hidden unity, or completeness of the rod had not been perceived. In a study by Johnson and Náñez (in press), using computer. generated stimuli, 4 month olds perceived the hidden unity of a similar display presented on a VDU in the complete absence of three. dimensional depth cues. Taken together, these findings suggest that, for these displays, perception of three. dimensional depth cues is not necessary for the detection of the unity of partially hidden objects. It is suggested that age changes in early infancy in the perception of occluded objects may result either from the emergence of abilities to perceive objects from kinematic information or from the emergence of sensitivity to that information itself.