Long term course of chronic posttraumatic stress disorder in traffic accident victims: a three-year prospective follow-up study

The purpose of the present study was to gather prospective longitudinal data on the long-term course and outcome of chronic posttraumatic stress disorder (PTSD). The target population for this study was 74 injured traffic accident victims who had been previously followed-up for one year after the trauma. Nineteen of the original 24 PTSD subjects (79%) and 39 of the original 50 Non-PTSD subjects (78%) were available for this study, which took place during the fourth year after the accident. Our results show that 10 (53%) of the 19 patients with PTSD at one-year still suffered from PTSD after another two-year follow-up interval, while 9 recovered from PTSD during this follow-up period. Only 2 of the 39 without PTSD at one year developed delayed onset PTSD. The best predictor of recovery from chronic PTSD was the initial level of posttraumatic reaction immediately after the accident. These results demonstrate that spontaneous recovery from PTSD can occur even among patients who are currently considered chronic. Severity of initial reaction to the trauma appears to be a major risk factor for non-remitting chronic PTSD.     

Effects of listening to music, and of using a handheld and handsfree telephone on cycling behaviour

The effects of listening to music on cycling behaviour were evaluated. Twenty-five participants completed a track on a bicycle while listening to music with two standard earbuds, with one earbud, and with two in-earbuds. Conditions with high tempo music and loud volume were also included in the experiment, as were two mobile phone conditions, one in which participants operated the phone hand held and one handsfree condition.Cycle speed was not affected by listening to music, but was reduced in the telephone conditions. In general the response to auditory signals worsened when participants listened to music, in particular when listening with in-earbuds loud auditory stop signals were missed in 68% of the cases. However, when listening with only one standard earbud performance was not affected. In the conditions when participants listened to high volume and to high tempo music, the auditory stop signal was also heard in significantly fewer cases. Completing a task on the mobile phone, using both handheld and handsfree sets, resulted in increased response time to an auditory stop signal and also reduced overall auditory perception. Furthermore, handsfree operation only had minor advantages opposed to hand held operation, with only response time to an auditory stop signal resulting in faster performance. This is likely to be related to the fact that both hands could be used for braking.It is concluded that listening to music worsens auditory perception, in particular if in-earbuds are used. Furthermore, both handheld and handsfree operation of mobile phones has a negative effect on perception, potentially forming a threat to cyclist traffic safety.     

Does the effect of traffic calming measures endure over time? – A simulator study on the influence of gates

Accident statistics show that transitions from rural to urban areas are accident prone locations. Inappropriate speed and mental underload have been identified as important causal factors nearby such transitions. A variety of traffic calming measures (TCM) near rural–urban transitions has been tested in field experiments and driving simulator studies. Simulator experiments repeatedly exposing participants to the same treatment are scarce, hence it is unclear to what extent the effects of a TCM endure over time.This is precisely the objective of the current study: to examine what happens with the behavior of drivers when they are exposed multiple times to the same treatment (in this case a gate construction located at a rural–urban transition). Over a period of five successive days, seventeen participants completed a 17 km test-drive on a driving simulator with two thoroughfare configurations (gates present or absent) in a within-subject design. Results indicate that gates induced a local speed reduction that sustained over this five-day period. Even though participants were inclined to accelerate again once passed by this gate configuration, they always kept driving at an appropriate speed. We did not find any negative side effects on SD of acceleration/deceleration or SDLP.Overall we conclude that gate constructions have the potential to improve traffic safety in the direct vicinity of rural–urban transitions, even if drivers are repeatedly exposed. Notwithstanding, we advise policy makers to appropriately use this measure. Best is to always carefully consider the broader situational context (such as whether the road serves a traffic- rather than a residential function) of each particular location where the implementation of a gate construction is one of the options.     

Stimulus–response compatibility for mixed mappings and tasks with unique responses

For two stimulus locations mapped to two keypresses, reaction time is shorter when the mapping is compatible than when it is not (the stimulus–response compatibility, SRC, effect). A similar result, called the Simon effect, occurs when stimulus location is irrelevant, and colour is relevant. When compatibly mapped trials are intermixed with incompatibly mapped trials or Simon task trials, the compatibility effect is eliminated, and the Simon effect is influenced by the location mapping. In five experiments, we examined whether similar mixing effects occur when the two spatial mappings or location-relevant and location-irrelevant tasks use distinct keypresses on the left and right hands. Mixing had considerably less influence on the SRC and Simon effects than it does when the intermixed trial types or tasks share the same responses, even though response time was lengthened to a similar extent. Mixing two tasks for which stimulus location was irrelevant yielded no within-task Simon effect, but the effect was also absent when four stimuli were assigned to two responses on a single hand. The relative lack of influence of mixing on the SRC and Simon effects when the tasks have unique responses implies that suppression of direct activation of the corresponding response occurs primarily when the tasks share responses.     

Youth Initiated Mentoring: Investigating a New Approach to Working with Vulnerable Adolescents

This study examines youth initiated mentoring (YIM), a new approach to mentoring in which youth nominate mentors from among the non-parental adults within their existing social networks (e.g., teachers, family friends, extended family members). YIM is currently being implemented through the National Guard Youth ChalleNGe Program (NGYCP), an intensive residential intervention program for youth ages 16–18 who have dropped out or been expelled from high school. This study employed a mixed methods explanatory design, drawing on quantitative data from a national longitudinal evaluation of NGYCP (N = 1,173) and qualitative data from a subsample of participants (N = 30) in the evaluation. Results indicated that more enduring mentoring relationships were associated with increased retention of educational, vocational, and behavioral outcomes 3 years following entry into the study. Qualitative data suggested that, when relationships endured, mentors contributed to improvements in participants’ educational and occupational success, quality of relationships with parents, peers, and others, and self-concept by providing social-emotional support, instrumental support, and guidance. Results also revealed that relationships were more likely to endure when youth chose their mentors on their own (rather than receiving help from parents or program staff) and when mentors were of the same race as youth. Implications for research and practice are discussed.     

Investigating goal conflict as a source of mixed emotions

This research investigated whether (1) the experience of mixed emotions is a consequence of activating conflicting goals and (2) mixed emotions are distinct from emotional conflict. A preliminary experiment (Study 1, N = 35) showed that an elicited goal conflict predicted more mixed emotions than a condition where the same goals were not in conflict. The second experiment was based on naturally occurring goal activation (Study 2, N = 57). This illustrated that mixed emotions were experienced more following conflicting goals compared with a facilitating goals condition—on both a direct self-report measure of mixed emotions and a minimum index measure. The results also showed that mixed emotions were different to emotional conflict. Overall, goal conflict was found to be a source of mixed emotions, and it is feasible that such states have a role in resolving personal dilemmas.     

Evidence for mixed feelings of happiness and sadness from brief moments in time

Theorists disagree about whether valence is a basic building block of affective experience or whether the positive and negative substrates underlying valence are separable in experience. If positivity and negativity are separable in experience, people should be able to feel happy and sad at the same time. We addressed limitations of earlier evidence for mixed feelings by collecting moment-to-moment measures of happiness and sadness that required participants to monitor their feelings only occasionally. In Study 1, participants were occasionally cued to press one button if they felt happy and another if they felt sad. Participants spent more time reporting mixed feelings (i.e., simultaneously pressing both buttons) during bittersweet scenes than non-bittersweet scenes. In Study 2, participants reported their feelings only once. Participants spent more time reporting mixed feelings when cued during a bittersweet, as opposed to non-bittersweet, scene. These results extend earlier evidence that happiness and sadness can co-occur.     

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.     

Gender differences in the use of ADAS technologies: A systematic review

BackgroundIn recent years, Advanced Driving Assistance Systems (ADAS) have been significantly progressed, opening novel horizons in reducing traffic accidents. Driver gender can be an affecting factor in the utilization of these systems. The purpose of this study is to review articles examining the effect of gender on the use of ADAS technologies.MethodsThis systematic review was conducted in Scopus, Science Direct and PubMed databases using defined key-words in 2018. The retrieved articles were managed and screened through PRISMA-P protocol using EndNote X7 software. The extracted variables were divided into three categories of reaction, behavior, and outcome and also the relevant subgroups. The results for each subgroup were qualitatively and quantitatively analyzed to obtain a definite conclusion for each category.ResultsTotally, 1039 articles were retrieved from which 27 were included. The analysis of results in reaction category indicated that in almost all of the variables, there was no significant difference between male and female drivers. In the behavior category, gender showed a significant effect on variables within the subgroups of driving speed, longitudinal distance, and lateral motion. The gender had also significant effect on the variables of the outcome category.ConclusionsThe present review showed that there was no significant difference between male and female drivers in reaction to sudden traffic events alarmed by warning systems. However, in terms of driving behavior, males behaved more dangerous than female. The findings also revealed that the number of crashes in critical situations was higher for female drivers.     

Implicit and explicit attitudes in transportation research: A literature review

Dual-Process Models of Attitudes (DPMA) have provided new concepts and methods for attitude-behavior research in the field of transportation. Notwithstanding, there is a lack of critical reviews on this topic; leaving researchers with an unclear picture of the key issues to consider in developing new research. This paper reviews previous studies on DPMA in traffic and transportation research. A systematic review of English and non-English language articles using Transport Research International Documentation (TRID) as main database was conducted. Additional studies were identified by searching in ScienceDirect and Google Scholar. A total of 1674 references were revised. Twenty-eight articles met the inclusion criteria. Four central issues were examined: (a) the role of implicit and explicit attitudes in transport behavior, (b) the degree of relationship between implicit and explicit attitudes, (c) the types of measures used to assess implicit attitudes, and (d) the malleability of implicit attitudes. The review has identified that: (a) implicit attitudes were associated with a wide variety of transport-related behavior, (b) implicit and explicit attitudes were weakly correlated (mean correlation, weighted by sample size was r = 0.11), and little knowledge exists on factors moderating the implicit-explicit relationship, (c) the evidence on the indirect measures’ better resistance to social desirability bias as compared with traditional techniques is scant and inconclusive, (d) some studies exhibit problems in the application of indirect measures, and (e) few studies (n = 2) aimed to evaluate interventions for attitude change. The analysis showed the sustained growth of the applications, the potential of DPMA, and the need for more rigorous research. Most studies of area do not consider the theoretical and methodological shortcomings of the DPMA, and tend to be based on a controversial notion of implicit and explicit attitudes.