Semantic and affective manifestations of ambi (valence)

ABSTRACT

People sometimes report both pleasant and unpleasant feelings when presented with affective stimuli. However, what is reported as “mixed emotions” might reflect semantic knowledge about the stimulus (Russell, J. A. (2017). Mixed emotions viewed from the psychological constructionist perspective. Emotion Review, 9(2), 111–117). The following research examines to what degree self-reported mixed emotions represent actual feelings compared to knowledge about the stimulus. In a series of three experiments, participants reported either their feelings or their knowledge in response to affective stimuli. In Experiment 1, we sampled the entire IAPS pictorial space and examined the proportion of mixed emotion ratings using feelings-focused and knowledge-focused self-reports. We found a higher degree of mixed emotions under knowledge-focused than feelings-focused self-reports. In Experiment 2, we used a priori selected pictures to elicit mixed emotions. The proportion of mixed emotions was again higher under knowledge-focused instructions. In Experiment 3, we used movie clips that were previously used to elicit mixed emotions. In contrast to Experiments 1 and 2, there was no difference between feelings-focused and knowledge-focused self-reports. The results suggest a strong semantic component and a weak experiential component of self-reports in the case of pictorial stimuli. However, ambivalent movie clips elicited a stronger experiential component, thus supporting the existence of mixed emotions at the level of feelings.     

Implementing Housing First Across Sites and Over Time: Later Fidelity and Implementation Evaluation of a Pan-Canadian Multi-site Housing First Program for Homeless People with Mental Illness

This article examines later fidelity and implementation of a five‐site pan‐Canadian Housing First research demonstration project. The average fidelity score across five Housing First domains and 10 programs was high in the first year of operation (3.47/4) and higher in the third year of operation (3.62/4). Qualitative interviews (36 key informant interviews and 17 focus groups) revealed that staff expertise, partnerships with other services, and leadership facilitated implementation, while staff turnover, rehousing participants, participant isolation, and limited vocational/educational supports impeded implementation. The findings shed light on important implementation “drivers” at the staff, program, and community levels.     

The effect of context and drivers’ age on highway traffic signs comprehension

Background: Comprehension of traffic signs is crucial to safety. Objectives: To test the effects of the presentation condition (with or without driving context) on symbolic based road signs comprehension and comprehension time for young and older drivers. Method: 50 young drivers and 50 older drivers were presented with images of 28 Israeli road signs, both without context (with a white background) and in context (with the driving surrounding). Data were collected on the accuracy of signs meaning and on the time it took the participants to provide the meaning. Results: Younger drivers performed significantly better than older drivers on both accuracy and response time (RT). Older drivers’ average RT was approximately twice as long as younger drivers’ RT. However, the presentation mode (with or without context) did not affect sign comprehension of either group, but the presence of the context did increase the time it took the drivers to comprehend the sign’s meaning. In addition, correct response time was similar to opposite to sign’s meaning response time. Implications: Older drivers, can benefit from retraining in sign comprehension of current signage. The training should involve signs in their natural road environment to reduce comprehension time while actually driving. Moreover, signs that were understood as having an opposite meaning should be redesigned or be accompanied by text.     

Me have a traffic accident? The effects of core self-evaluations on the perceived likelihood and perceived undesirability of traffic accidents

Problem: The aim of this article was to demonstrate the influence of “Core Self-Evaluations” (CSEs) on the perception which drivers have of the occurrence of a “traffic accident”, in particular the evaluation of its likelihood, of the personal control exercised and its undesirability (attitude). More generally, this article introduces the concept of CSE in the field of driver psychology and discusses its relevance. Method: 201 French drivers replied to a questionnaire measuring CSEs, the perceived likelihood of having an accident, attitude and perceived personal control. Results and discussion: The more positively drivers evaluated themselves, the more they judged that they were in control and that accidents were unlikely. Drivers with a negative self-evaluation had an attitude more negative than drivers with positive CSEs solely when they judged the accident as unlikely. This positive correlation between attitude and perceived likelihood for drivers with negative CSEs could be viewed as the result of “wishful thinking” or “rationalisation” modes of reasoning. For these drivers a positive relationship was also observed between driving experience and perceived personal control, the latter thus cancelling out the effect of CSEs. This result suggest that with experience self-evaluation as a driver becomes positive and compensates for the effect of a negative general self-evaluation on perceived personal control and perceived likelihood. Practical implications: Using and adapting the Experience-Based Analysis technique for each group of drivers (positive or negative CSEs) is recommended, as well as implementing interventions that triggers drivers’ awareness of CSEs influence and that promote their self-regulating skills.     

Understanding cyclist identity and related interaction strategies. A novel approach to traffic research

It is an established fact that interaction of road users is crucial for road safety. However, the knowledge about what governs people’s behaviour in interaction with others and what these interactions mean is not well documented. The present study introduces a novel approach for traffic safety research and puts the cyclist identity at the centre of attention, in order to answer the questions how the heterogeneity of cyclists in terms of applied interaction strategies, opinions towards infrastructure and traffic safety can be explained. For this purpose, a qualitative study following the Grounded Theory methodology has been carried out. Fifteen in-depth-interviews with cyclists in Vienna were analysed in order to obtain data about these questions. As a result, we present a model sketch about constructing a cyclist identity, which serves as a framework that links different power relations in traffic, the switching perspectives of being a cyclist/car user and the changing conditions of cycling traffic policy through interaction strategies of self-portrayal, power demonstration and coping with fear. Finally, we argue that applying the often overlooked concept of ‘identity’ can bring new concepts into the debate on traffic safety for cyclists and support efficient traffic policy making.     

Prévention des risques psychosociaux au sein d’établissements publics d’enseignement agricole : quand le diagnostic organisationnel participe d’une amélioration de la qualité de vie au travail

The aim of this article is to show that a diagnosis of psychosocial risks based on a mixed and participative methodology contributes to improving the quality of life at work. It is based on a “Quality of life at work” approach set up within a public educational institution for agricultural studies. The quantitative part includes the Job Content Questionnaire by Karasek, Siegrist's Effort/Reward Imbalance Questionnaire, the Maslach Burnout Inventory, the Negative Acts Questionnaire (revised) and the Hospital Anxiety and Depression Scale from Zigmond and Snaith. The qualitative part is based on focus group discussions. Results have brought to light the groups of employees which are most exposed to risks, especially those in the “school life” sector. They also show that lack of recognition, support and communication are problems experienced by all the staff members of the school. In order to enhance employees’ quality of life within the working environment, a multitude of co-constructed “tailor-made” ways and means of improvement have been suggested. The study shows how the selected methodology contributes to the quality of the diagnosis.     

Adversarial attacks against profile HMM website fingerprinting detection model

People are accustomed to using an anonymous network to protect their private information. The Profile HMM (Hidden Markov Model) Website Fingerprinting Detection algorithm can detect the website that the data stream accesses by pattern matching the captured data traffic. This makes the anonymous network lose its effect. In order to bypass the detection of this model, we propose a method based on genetic algorithm to generate adversarial samples. By migrating the problem of adversarial samples in deep learning, our approach is used for the broader machine learning detection model to do traffic confusion, and then achieves the purpose of bypassing the Profile HMM model detection. The key challenge is how to construct a suitable fitness function to generate an effective adversarial sample at minimal cost. The experimental results show that the success rate of our traffic confusion method is as high as 97%. At the same time, we only need to add less perturbation traffic than the traditional traffic confusion method.     

Can prosocial attitude reduce the risk behavior in simulated driving?

High traffic density may lead to more traffic accidents because of more frequent lane change and overtaking behaviors, but drivers with different characteristics may exhibit different driving behaviors. The present study explored the difference in driving behaviors between drivers with a high/low prosocial attitude under high/low traffic density. In this study, a 2 (high/low prosocial attitude) *2 (high/low traffic density) mixed design was used to investigate the interaction between prosocial attitude and traffic density on lane change and overtaking behavior. The implicit association test paradigm was used to measure prosocial attitude, and drivers were divided into two groups. Forty subjects were asked to complete simulated driving tasks under the two conditions of high and low traffic density, and driving behaviors were recorded by driving simulators. The results show that high traffic density leads to more lane change and overtaking behavior. Drivers with a high prosocial attitude have better driving performance under both high and low traffic density, but drivers with a low prosocial attitude maintain a smaller transverse distance from adjacent vehicles in high traffic density, which may increase risk. This study provides support for the selection, training and intervention of professional drivers.     

Driver's avoidance characteristics to hazardous situations: A driving simulator study

When analyzing the causes of an accident, it is critical to determine whether the driver could have prevented the accident. In previous studies on the reaction times of drivers, the definition and values of reaction times vary, so applying reaction time is difficult. In such analysis, the driver’s reaction time from perception is required to determine whether the driver could have prevented the accident, but past studies are difficult to utilize in accident analysis as reaction time measurements were taken after the occurrence of hazardous situations. In this study, 93 subjects from age groups ranging from 20 s to 40 s participated in an experiment inside a full-scale driving simulator, to determine reaction time values that can be practically applied to accident analysis. A total of 4 hazardous accident situations were reproduced, including driving over the centerline, pedestrian jaywalking, a vehicle cutting in, and intersection traffic signal violation. The Time-To-Collision (TTC) was 2.5 s and the driving speed was set to the common city road speed limits of 60 and 80 km/h. An eye tracker was used to determine the driver’s Saccade Latency (SL) during hazardous situations. Brake Reaction Time from Perception (BRT_P), Steer Reaction Time from Perception (SRT_P), and Driver Reaction Time from Perception (DRT_P) were derived, and the measurements were statistically analyzed to investigate differences by age group, gender, speed, and type of hazardous situation. Most participants were found to avoid collisions by braking first rather than steering for the presented hazardous situations, except for the cutting in situation. Also, to determine a reaction time that would cover most drivers, the 85th percentile of DRT_P was calculated. The 85th percentile of DRT_P was in the range of 0.550 – 0.800 s. Specifically for each hazardous situation, it was 0.650 s for driving over the centerline, 0.800 s for the pedestrian jaywalking, 0.660 s for cutting in, and 0.550 s for the intersection traffic signal violation. For all 4 hazardous situations combined, the 85th percentile of DRT_P was 0.646 s. The findings can be utilized to determine the driver’s likelihood of avoiding accidents when faced with similar hazardous situations.     

Psychometric adaptation of the driving cost and benefit scale in Chinese drivers

The present study aimed to adapt the Driving Cost and Benefit Scale (DCBS, Taubman-Ben- Ari, 2008) to Chinese drivers and examine its relationships with driving style and traffic violations. Nine hundred drivers aged 18 to 60 years were asked to complete the DCBS and the Multidimensional Driving Style Inventory. The results of exploratory factor analysis (n = 429) and confirmatory factor analysis (n = 429) yielded a 36-item scale with satisfactory reliability. The Chinese version of the DCBS contains seven factors, including three driving cost factors (damage to self-esteem, life endangerment and distress) and four driving benefit factors (impression management, sense of control, thrill and pleasure). Significant associations between the DCBS-C factors and driving styles and traffic violations show that the discriminant validity of the scale is acceptable. Moreover, the driving cost factor of damage to self-esteem and the driving benefit factor of thrill both contributed to drivers’ traffic violations and crashes. The findings show that the reliability and validity of the Chinese version of the DCBS are acceptable, and it can be used as a tool to measure driving motivation in China.