Paternal autonomy restriction,neighborhood safety,and child anxiety trajectory in community youth

Intrusive parenting, primarily examined among middle to upper-middle class mothers, has been positively associated with the presence and severity of anxiety in children. This study employed cross-sectional linear regression and longitudinal latent growth curve analyses to evaluate the main and interactive effects of early childhood paternal autonomy restriction (AR) and neighborhood safety (NS) on the trajectory of child anxiety in a sample of 596 community children and fathers from the NICHD SECYD. Longitudinal analyses revealed that greater paternal AR at age 6 was actually associated with greater decreases in child anxiety in later childhood. Cross-sectional analyses revealed main effects for NS across childhood, and interactive effects of paternal AR and NS that were present only in early childhood, whereby children living in safer neighborhoods demonstrated increased anxiety when experiencing lower levels of paternal AR. Findings further clarify for whom and when paternal AR impacts child anxiety in community youth.     

阻塞性睡眠呼吸暂停低通气综合征是引发道路交通事故的重要原因

为了分析我国道路交通事故是否与阻塞性睡眠呼吸暂停相关,以道路交通事故为主题查阅1993年~2012年万方数据库,并辅以手检同期《中华创伤杂志》和《中华流行病学杂志》,重点查阅全国性及地区性道路交通事故原因的论著,看其是否涉及阻塞性睡眠呼吸暂停问题。结果显示这期间共发表了相关论著43篇,全部论文在分析道路交通事故时均未提及阻塞性睡眠呼吸暂停这一重要原因,提示国内道路交通安全研究中忽略了一个与之关系密切的阻塞性睡眠呼吸暂停问题,建议今后将这个问题引入到道路交通安全管理项目中。     

Servant Leadership and Follower Outcomes: Mediating Effects of Organizational Identification and Psychological Safety

This study investigated the mediating role of organizational identification and psychological safety in the relationship between servant leadership and two employee outcomes: employee voice and negative feedback seeking behavior. The sample for this study comprised of 174 full-time employees drawn from a large food company based in Pakistan. Results showed that organizational identification and psychological safety partially mediated the effects of servant leadership on voice and negative feedback seeking behavior. The theoretical and practical implications of this research are discussed.     

Resign or carry-on? District and principal leadership as drivers of change in teacher turnover intentions during the COVID-19 crisis: A latent growth model examination

During the COVID-19 pandemic, teachers in the United States, an already at-risk occupation group, experienced new work-related stressors, safety concerns, and work-life challenges, magnifying on-going retention concerns. Integrating the crisis management literature with the unfolding model of turnover, we theorize that leader actions trigger initial employee responses but also set the stage for on-going crisis response that influence changes in teachers' turnover intentions. We apply latent growth curve modelling to test our hypotheses based on a sample of 617 K-12 teachers using nine waves of data, including a baseline survey at the start of the 2020–2021 school year and eight follow-up surveys (2-week lags) through the Fall 2020 semester. In terms of overall adaptation, teachers on average, experienced an increase in work-life balance and a decrease in turnover intentions over the course of the semester. Results also suggest that district and school leadership provide unique and complementary resources, but leader behaviours that shape initial crisis responses do not similarly affect employee responses during crisis, contrary to theory. Instead, teachers' adaptive crisis response trajectories were triggered by continued resource provision over the semester; increasing provision of valued resources (i.e., continued refinement of safety practices) and improvements in work-life balance prevented turnover intentions from spiralling throughout the crisis. Crisis management theory and research should continue to incorporate temporal dynamics and identify factors that contribute to crisis response trajectories, using designs and analyses that allow for examination as crises unfold in real time.     

Cars overtaking cyclists on different urban road types – Expectations about passing safety are not aligned with observed passing distances

Cars overtaking cyclists have been identified as a source of crashes and subjective risk. Several studies investigated the passing distance for different road types. There has been less research concerning cyclists’ expectations concerning the passing distance at different road types. Thus, we aim at contrasting cyclists’ expectations about the passing safety for different speed limits and cycling infrastructures with the passing distances observed at corresponding urban road types. For this purpose, we show participants images of a predefined set of survey zones in a web-based survey, and ask them about the expected passing safety of cars overtaking them when imagining riding their bikes at these locations. We measure the observed passing distances at the same survey zones with a bike-mounted sensor. We find that cars meet the German legal minimum passing distance of 1.5 m in towns in only 30% of all observed events. In 30 km/h speed zones, passing distances at roads featuring dedicated cycling infrastructure (e.g. bike lanes, cycling boulevards) are decreased as compared to those featuring no cycling infrastructure. In contrast, people estimate that the passing safety on roads with dedicated cycling infrastructure is safer than without cycling infrastructure. This effect is even more pronounced on living streets. Situations where oncoming cars (e.g. living streets, ‘opposite’ roads) must be passed in close distance are apparently not perceived as particularly dangerous. Cycling tracks in 50 km/h speed zones increase both the observed passing distance and the corresponding expectations about passing safety. Taken together, the qualitative comparison of the two datasets implies that cyclists’ expectations about cars passing them in a more adequate and safe distance in streets with reduced speed limits and dedicated cycling infrastructure are not justified in light of the actually observed passing distances. Possible explanations for the contradicting patterns could be that cyclists prefer situations where space is explicitly dedicated for bikes, that they account for the anticipated car traffic volume, and that they assume oncoming cars as less dangerous to pass.     

Unsafety on two wheels,or social prejudice? Proxying behavioral reports on bicycle and e-scooter riding safety – A mixed-methods study

The use of non-motorized transportation and micro-mobility is increasing in many cities. Bicycle riding and e-scooter use are now more common and affordable than ever. However, users of these devices face certain key issues. These include their own risky behaviors as well as involvement in conflicts with other road users. Self-report data may not adequately capture these behaviors and interactions. Despite this, more objective data (i.e., how third parties perceive these users’ road behaviors) is scarce. Aims: This study aimed to understand whether e-scooter riders have comparable or different riding behaviors than cyclists. This was investigated using a mixed-method study. Methods: This paper is divided into two sub-studies. In Study 1, 950 Spanish non-cyclists and non-e-scooter riders (mean age 31.98 ± 13.27 years; 55.3% female) provided external ratings (proxies) regarding the perceived behaviors of bicycle and e-scooter riders. In Study 2, collective Rapid Assessment Processes (RAPs; n = 23) were used to develop qualitative configurations of some of the key risky behaviors highlighted in Study 1. Results: There were significant differences in the perceived errors and violations rated by proxies for both types of riders (with e-scooter riders perceived as having higher rates of risky behaviors). However, there were also structural differences in the effects of external raters’ risk perceptions, traffic rule knowledge, and traffic incidents with two-wheeled riders on how they rated the behaviors. Conclusion: The results of both studies suggest that external raters’ perceptions provide further understanding of the causes, dynamics, and conflicts related to road behaviors performed by certain groups of road users. This is particularly apparent when there is no clear legislation and information on safe riding in urban areas. In this sense, improving infrastructure could promote safer interactions. Finally, road safety education could focus on promoting safer practices and interactions in order to improve how others perceive riders’ behavior.     

Approaching intersections: Gaze behavior of drivers depending on traffic,intersection type,driving maneuver,and secondary task involvement

Urban intersections are hotspots for crashes because they provide a location for several traffic streams and types of road users to cross. A main cause of crashes is the misinformation of drivers as they fail to sense relevant visual information. We aimed to analyze the gaze behavior of car drivers in a variety of intersection scenarios, bringing together the partial findings of previous research, and examine the interdependencies of the contributing factors to provide a database for driver modeling. In a driving simulator study with 59 participants, we varied intersection scenarios regarding drivers’ right of way (yield sign, green traffic light), intersection type (T junction, X intersection), surrounding traffic (none, irrelevant, relevant), and intended driving maneuver (left turn, right turn, going straight). A total of 25 intersection scenarios were presented in a within-subjects design to a control group and a group with a cognitive load task (counting back in numbers of two). Fixations were coded regarding defined areas of interest in the field of view and separated according to three segments of the intersection approach: 75–50 m, 50–25 m, and 25–0 m before entering the intersection. The results show that the effect of surrounding traffic, secondary task engagement, and the intended driving maneuver changed dramatically depending on the right of way of the driver. Surrounding traffic primarily affected gaze behavior in scenarios of ceding the right of way close to the intersection entry. The cognitive load task increased fixations on the road center especially in situations where the driver had the right of way, but less in situations of ceding the right of way. Interactions with the type of intersection were only apparent for different driving maneuvers. This study provides a detailed and comprehensive picture of drivers’ attentional processes when approaching intersections which is relevant for understanding and modeling of driver behavior in urban traffic.     

焦虑中的安全行为及其影响

安全行为是个体用于预防或者减轻恐惧后果的行为, 它被认为是焦虑障碍维持的重要机制之一, 也会对焦虑的暴露治疗产生干扰。安全行为与焦虑水平、焦虑相关的认知偏差存在联系, 错误归因假说、注意资源偏离假说和行为信息假说对这种联系做出了解释。此外, 安全行为的使用会削弱焦虑暴露治疗的效果、提高暴露的接受性。未来研究应对安全行为做出更清晰的界定和准确的测量, 进一步改进研究设计, 借鉴第三代行为治疗的理论解释安全行为与焦虑的关系; 同时还需要考察安全行为的双重作用, 开发聚焦于安全行为的治疗方案并评估其效果。     

河南省50家医院手术安全核查的实施与思考

为了解河南省手术安全核查的实施情况,采用卫生部统一设计的调查问卷对河南省18市50家医院进行调查。结果显示,被调查50家医院对手术安全核查的重要性认识基本到位,但对于手术核查的具体方式有待进一步规范,建议各级医疗机构加强手术安全核查制度的落实与监管,以保障患者安全。     

The Public Opinion Survey of Human Attributes--Stuttering (POSHA-S): summary framework and empirical comparisons

Purpose

The Public Opinion Survey of Human Attributes-Stuttering (POSHA-S) was developed to make available worldwide a standard measure of public attitudes toward stuttering that is practical, reliable, valid, and translatable. Mean data from past field studies as comparisons for interpretation of POSHA-S results are reported.

Method

Means for POSHA-S items (converted to −100 to +100 scales), components comprising clusters of items, subscores comprising clusters of components, and Overall Stuttering Scores comprising two subscores for stuttering were generated from 64 samples, totaling 2876 respondents who completed experimental versions of the POSHA-S.

Discussion

Lowest, highest, and median sample values, which vary with the addition of new sample data to the growing POSHA-S database archive, provide points of comparison for any potential sample rather than predetermined values.

Conclusions

The final POSHA-S, together with an ongoing and growing archive, can provide increasingly meaningful comparisons for stakeholders measuring public attitudes toward stuttering.Educational objectives: (1) Describe the subscores and components of the POSHA-S, (2) describe the Overall Stuttering Score of the POSHA-S, and (3) describe the format for interpretation of the POSHA-S.