Can boundary crossings in clinical supervision be beneficial?

Published studies have addressed boundary violations by clinical supervisors, but boundary crossings, particularly those deemed positive by supervisees, have not received much attention. Eleven trainees in APA-accredited doctoral programs in clinical and counseling psychology were interviewed regarding positive boundary crossings (PBCs) they experienced with clinical supervisors. Interview data were analyzed using Consensual Qualitative Research. Examples of PBCs included socializing with supervisors outside the office, sharing car rides, and supervisor self-disclosure. Typically, supervisees did not discuss the PBC with their supervisors because they were uncomfortable doing so, felt that the PBC was normal, or felt that processing such issues was not part of the supervisor’s style. Most supervisees viewed the PBCs as enhancing the supervisory relationship and their clinical training; however, some participants reported that the PBCs created role confusion. The results suggest that there are legitimate reasons for supervisors to be scrupulous about their boundaries with supervisees; however, supervisors who hold rigid boundaries can deprive supervisees of deeper mentoring relationships or a more authentic emotional relationship that can be valuable to supervisees learning how to provide psychotherapy.     

Does driving experience in video games count? Hazard anticipation and visual exploration of male gamers as function of driving experience

Risk perception and distribution of visual attention while driving are crucial elements for accident prevention and new-driver improvement. This study investigates how racing videogames could shape the visual exploration of virtual and real road in male pre-drivers. The visual performance of players of racing video games with and without driver’s license was tested in virtual vs. real scenarios. Attention to specific elements of different types of road interactions was monitored using an eye-tracking system. Results showed that habitual use of racing video games was not found to foster a positive effect on users’ distribution of visual attention, supporting visual patterns typical of novice drivers. Gamers without driving experience replicated the same patterns in a real road scenario, ignoring road signs and potential areas of interactions with other drivers, while experienced drivers gamers explored video games roads like real roads. The fact that the gamers’ driving performance was not comparable to drivers in the virtual scenario suggests that there are other variables in the gameplay that create a less complex traffic scene, still the visual complexity of different real road interactions is kept in video game interactions, opening new perspectives towards gamers’ visual exploration of the road.     

Parents’ perceptions of the Family Climate for Road Safety: Associations with parents’ self-efficacy and attitudes toward accompanied driving,and teens’ driving styles

In order to better understand parental influence on teen driving, a series of three studies were conducted among parents of young drivers to examine the association between their scores on the Family Climate for Road Safety Scale (FCRSS; Taubman – Ben-Ari & Katz – Ben-Ami, 2013) and three relevant factors: parental self-efficacy (Study 1, n = 101); parents’ attitudes toward accompanied driving (Study 2, n = 100); and teen’s driving styles (Study 3, n = 235 parents–young drivers pairs). The findings of Study 1 revealed significant associations between parents’ scores on the positive FCRSS dimensions and their self-reported parental competence. In addition, parents’ lack of commitment to safe driving was related to lower parental self-efficacy. Study 2 indicated significant associations between parents’ scores on the positive FCRSS dimensions and the positive attitude of relatedness during the accompanied driving phase. Negative associations were found between these FCRSS dimensions and negative perceptions of the accompanied driving phase (i.e., tension, disapproval, and avoidance). The findings of Study 3 showed significant associations between parents’ scores on the positive FCRSS dimensions and their offspring’s careful driving style, as well as negative associations between these dimensions and offspring’s endorsement of the reckless, angry, and anxious driving styles. Taken together, the results indicate the importance of the family climate as part of a global understanding of the dynamic surrounding youngsters’ driving. Furthermore, they show that the particular driving-related family climate is associated not only with parents’ self-perceptions and conduct in the early stages of their children’s driving (the accompanied driving phase of a GDL), but also impacts the way teenagers ultimately choose to drive, when they are on their own. Implications for interventions are discussed.     

Illegal crossing behavior of pedestrians at signalized intersections: Factors affecting the gap acceptance

Purpose of designing crosswalks is to allow pedestrians to cross the roads safely avoiding conflicts between pedestrians and motorized vehicles. However, pedestrians do not always comply with the crossing rules, whether it is timing (signalization) and/or location (crossing facility). An observation survey of illegal crossings was conducted at six intersections in Izmir, Turkey to determine the distance and time gap perception of the pedestrians for safe road-crossing within the 25 m of the crosswalk. Each intersection was observed on weekdays during afternoon (12.30–13.30) and evening peak hours (17.00–18.00). Totally, 444 illegal crossings were observed at all intersections. Data were analyzed playing the video recordings in office. All roads were consisted of two lanes. In this study pedestrians’ illegal crossing behavior at signalized intersections depending on the position of the oncoming vehicle is of interest. Safety margins and crossing times of the pedestrians were also reported. Position of the vehicle was determined for the first lane at the instant the pedestrian stepped the lane. Pedestrians’ distance gap perception was categorized into five groups depending on the position of the oncoming vehicle which are; vehicle is within the 25 m of the crosswalk, vehicle is within the 25–50 m of the crosswalk, vehicle is within the 50–75 m of the crosswalk, vehicle is just beyond 75 m, and vehicle is out of field of view. Factors affecting the distance gaps, safety margins and crossing times were analyzed by ANOVA. The most significant effect was the vehicle speed in all analysis. Pedestrians based their decision of crossing on distance rather than time gap.     

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.     

Modelling pedestrian crossing behaviour in urban roads: A latent variable approach

As pedestrians are the most exposed and vulnerable road users to traffic accidents, urban planners frequently propose alternatives to improve their safety. However, some solutions, such as pedestrian bridges and crosswalks at signalized intersections, usually imply longer walking distances compared to the direct crossing alternative which, in its turn, involves a higher risk.In this article, a hybrid framework is proposed to analyse the pedestrians’ choice on how to cross an urban road where three crossing options are available: crossing directly, crossing by using a pedestrian bridge or using a crosswalk at a signalized intersection. The decision process is modelled as a discrete choice model incorporating latent variables to consider perceptions and psychological factors, using stated preference data coming from a survey applied in Bogotá, Colombia.Results show that the latent variables security/safety and attractiveness of each crossing alternative are relevant to understand the pedestrian crossing behaviour. These latent variables are strongly determined by socioeconomic characteristics of the individual (age, gender, level of study) and conditioned by the circumstances of the trip (main mode of transport, walking or not with children). It was found that a longer walking distance to a pedestrian bridge or a signalized crosswalk increases the probability of direct crossing, having a more relevant effect in the case of the pedestrian bridge.     

For heaven’s sake follow the rules: pedestrians’ behavior in an ultra-orthodox and a non-orthodox city

The present study focuses on the effect of the elements of religiosity and faith on pedestrian behavior. The sample consisted of 1047 pedestrians who were observed at two busy urban intersections. The observations were conducted in three separate intervals at two busy intersections in Ramat-Gan (secular area) and Bnei-Brak (ultra-orthodox area) during the afternoon hours. Five activities were the focus of the observation: running a red-light, crossing where there is no crosswalk, walking along the road, failing to check for traffic prior to crossing, and taking a child’s hand when crossing. A Chi square test for independence was used to estimate the effect of location, gender and age. In the case of two-by-two cross-tabulation, Φ, the non-directional measure of association for categorical variables, was calculated. Findings indicate that males committed significantly more violations than females, and there is a negative correlation between age and frequency of violations. The younger the individual, the more frequently s/he commits a violation. Beyond age and gender as behavioral determinants, pedestrians in the orthodox environment committed violations about three times more frequently than those in the secular environment. Part of the robust difference found between the secular and the ultra-orthodox pedestrians, may be due to the fact that the age-related trend does not exist in Bnei-Brak. Age was related to the violation rate in Ramat-Gan, but not in Bnei-Brak. The following discussion relates to ideological, psychological and practical explanations of these findings.     

Sensitivity to reward and risky driving,risky decision making,and risky health behaviour: A literature review

Young driver road safety has persisted as a global problem for decades, despite copious and diverse intervention. Recently the influence in reward sensitivity, which refers to the individual’s personal sensitivity to rewards, has received attention in health-related research, including more generally through decision making in risky circumstances, and in risky driving behaviour specifically. As such, a literature review and synthesis of the literature regarding reward sensitivity in relation to risky driving, risky decision making, and risky health behaviour, with a focus on literature in which adolescents and young adults feature, is timely. Thirty-one papers were identified, and the literature revealed that young drivers with greater reward sensitivity engage in more risky driving behaviours including speeding, crashes and traffic violations; and that individuals with greater reward sensitivity engage in more risky decision making and other risky health-related behaviours (such as drinking and drug use). Adolescents and young adults exhibit heightened sensitivity to rewards in the presence of peers, which has considerable implications for young driver road safety as research consistently demonstrates that carrying peer passengers places all vehicle occupants at greater risk of being involved in a road crash. Consideration of the influence of reward sensitivity in young driver road safety, and other adolescent/young adult health-related safety, appears to be a promising avenue of intervention, with gain-framed messages more likely to be accepted by young drivers with greater reward sensitivity. Future research in jurisdictions other than Australia and Europe will increase our understanding of the influence of reward sensitivity, and exploration of the differential impacts of reward-responsiveness and fun-seeking specifically are warranted.     

The failure to respond to changes in the road environment: Does road familiarity play a role?

Road signs do not necessarily lead to the right response. Especially when signs are changed, drivers may not always detect new signs and may therefore fail to respond correctly to the situation indicated. The present driving simulator study investigated whether road familiarity (increased exposure to the same road) influenced failure to respond to a change in road signs. In order to study the failure to respond, participants were presented with a change in the road lay-out (as indicated by a road sign) in the last of a series of simulated drives. The change introduced was the conversion of a normal road into a No-Entry road. Results show that several participants failed to respond to this change. However, the failure to respond was not simply the result of familiarity with the road or prior exposure to precisely the same road, but seemed to be influenced by expectations induced by the road design. Additional safety measures such as the placement of additional road signs reduced the failure to respond. An auditory in-vehicle message gave the best results. Interestingly, both in the case of additional signs and of the in-vehicle message, a general warning was sufficient, without the need to specify the precise traffic situation.