中文阅读中副中央凹语义信息的提取：来自ERPs的证据

书面语言阅读过程中, 关于读者能否提取预视词汇的语义信息, 以往的研究仍有争议。鉴于边界技术在研究该问题时具有无法严格控制预视词呈现时间等一些局限性, 近年来有研究者利用ERPs技术结合伴侧RSVP范式对拼音语言中的语义预视效应进行研究。本研究首次将这一方法应用到中文句子阅读中, 并对实验材料进行了更严格的控制, 保证关键屏(目标名词位于右侧副中央凹处)内容在实验条件间完全相同, 避免以往类似研究中关键词自身属性信息对实验结果产生干扰。ERPs数据分析发现, 在关键屏呈现后, 语义违背相比合理条件诱发了更大的N400成分, 而关键后屏(目标名词位于中央凹处)呈现后, 两种条件间的N400成分无显著差异。该结果支持中文句子阅读中预视词汇语义信息可以得到提取, 并参与随后的语义整合过程。     

The impact of sleep quality,fatigue and safety climate on the perceptions of accident risk among seafarers

IntroductionSeafaring is an extremely demanding profession that takes place in one of the most dangerous work environments possible. The unpredictable and demanding working conditions foster a high potential for risks and accidents.ObjectivesTo examine how sleep quality, fatigue and safety climate combine to influence perceptions of risk among seafarers.MethodParticipants were 151 seafarers working in the deck or machine departments on board 11 ships belonging to a Norwegian company. Questionnaires were administered at two different time points, approximately one week apart.ResultsPerceptions of risk of personal injuries and ship accidents increase when seafarers are fatigued. We also found that fatigue is related to poor sleep quality and that safety climate predicted both sleep quality and fatigue one week later.ConclusionsThe findings point to the importance for maritime organizations to be cognizant of the causes and consequences of fatigue among their employees, and that that policies and prioritizations are being perceived and interpreted by seafarers and may influence their sleep quality and vigilance when working at sea.     

How to define the accident risk level of car drivers by combining objective and subjective measures of driving style

Perceived risk can be defined as the expectation of being involved in a traffic accident. Traffic risk perception is often subjectively evaluated being risk perception as highly individual, and depending on experiences with accidents. For this reason, a subjective measure of risk level can be useful. On the other hand, accident risk level can be measured also through objective measures, consisting in kinematic parameters defining the driving style. At this aim, it is very important to analyse instantaneous and geo-referenced travelling kinematic parameters of the vehicle recorded by real tests on the road.The aim of this paper is to identify the accident risk level of each driver based on a methodology combining both subjective and objective parameters. Specifically, by using the proposed methodology the risk can be measured immediately by using only the kinematic parameters adopted when driving; we defined three levels of risk of being involved in a road accident (low, medium, and high risk). We retain that our research can give a contribution in terms of improvement of road safety, because the distorted perception of risk level is one of the main causes of road accidents. Very often, drivers are not aware of the risk taking; therefore, it is necessary to raise the awareness of drivers to have safer driving. The proposed method can be useful for informing the driver on the level of risk he/she assumes, so that he/she can take the necessary precautions next time that will cover that stretch of road.     

Anti-luck epistemology

In this paper, I do three things. First, I offer an overview of an anti-luck epistemology, as set out in my book, Epistemic Luck (Oxford University Press, Oxford 2005). Second, I attempt to meet some of the main criticisms that one might level against the key theses that I propose in this work. And finally, third, I sketch some of the ways in which the strategy of anti-luck epistemology can be developed in new directions.     

Unintentional Injury Risk in Children with Externalizing Behavior Disorders at Summer Camp

Children with externalizing behavior disorders such as attention-deficit/hyperactivity disorder (ADHD), oppositional defiant disorder (ODD), and conduct disorder (CD) have greatly increased risk of unintentional injury, but it is unclear what mechanisms are responsible for that increased risk. This study followed 22 children participating in a summer camp for children with ADHD. Injury incidents were recorded daily and a set of primary symptoms of behavioral disorders were recorded at 15-min intervals over the course of the 6-week summer camp experience (roughly 300 h of observing each child). We predicted symptoms of ODD and CD would be more strongly related to injury incidence than symptoms of ADHD. Results from univariate Poisson regression models confirmed our prediction. Symptoms of ODD and CD—violations and intentional aggression in particular—were related to injury incidence but symptoms of ADHD were not. This finding is consistent with a growing body of evidence that oppositional, noncompliant, and aggressive behavior patterns might be primarily responsible for increased risk for injury among children with externalizing behavior disorders. Thanks to Sylvie Mrug, Peter Winslett, and the other staff members of the STP camp for their cooperation.     

Toward a greater understanding of Colombian professional truck drivers’ safety performance

In this investigation involving 227 lone professional truck drivers from a national transportation company in a low and moderate-income country (LMIC), Colombia, a multidimensional model of drivers’ safety performance and expectations concerning how safety performance dimensions would predict hard braking were evaluated. The results supported a multidimensional conceptualization of professional truck drivers’ safety performance, with factors aligned with confirmed general safety performance factors and occupation-specific factors. Furthermore, results supported the expectation that the dimensions associated with communicating safety information and complying with laws and regulations would predict hard braking over and above less conceptually relevant safety performance dimensions such as using personal protective equipment and preparing to drive, safety climate, and region of operation. Notably, a dimension of safety performance expected to promote workplace safety, the communication of health and safety information, was associated with increased hard braking. We discuss the implications of a multidimensional conceptualization and measure of safety performance for studying workplace safety for professional truck drivers in Colombian organizations and beyond.     

Assessing the factor structure of the Behaviour of Young Novice Drivers Scale (BYNDS)

The Behaviour of Young Novice Drivers Scale (BYNDS) is a self-report instrument to assess risky driving behaviours among youth population. Although previous studies have offered evidences of reliability and validity for the BYNDS scores, results are not conclusive as regards its factor structure. The aim of this research was to assess the factor structure of the BYNDS via Confirmatory Factor Analyses (CFA). The BYNDS was administered to a sample of 832 drivers aged from 18 to 25 years (Argentina = 270, Colombia = 350, and Mexico = 212). Six models were examined: three derived from previous literature, one emerged from an exploratory factor analysis, a unidimensional model, and a bifactor model. Results showed that none of the models analysed offered a completely acceptable fit to the data. However, the original model hypothesizing five orthogonal factors showed the best fit indices, with all of the items loading onto the associated factor. Results of the bifactor analysis suggested that three of the subscales (transient violations, fixed violations, and misjudgements) share a strong common basis and their scores would not offer much information above and beyond the total score. On the contrary, the items in the subscale of risk-exposure are clearly influenced by a specific domain factor, contributing to the multidimensionality of the BYNDS. In line with previous studies, males scored higher than females in driving violations, fixed violations, and risk-exposure. This study contributes to the psychometric refinement of a novel measure of risky driving in youth population. This self-report could be a valuable tool in the evaluation of road safety performance.     

Pedestrian distraction from Smartphones: An end-user perspective on current and future countermeasures

Pedestrian distraction from smartphone use is a concern from a road safety perspective. This research examined the effectiveness of current and future potential countermeasures from an end-user perspective by means of interviews and a focus group with smartphone users. Four broad countermeasure categories were identified from a countermeasures review: behavioural; legislation/regulation; infrastructure initiatives and technology advances. Overall it was found that no single countermeasure category was perceived by end-users to be fully effective in removing the road safety risk of smartphone use by pedestrians, but rather an integrated approach that combines elements such as pedestrian infrastructure separation, publicity, legislation and a shared responsibility for safety amongst all road users, was deemed to be the most promising solution. Future work in this area, particularly focusing on countermeasure prioritisation and subsequent deployment, is then outlined.     

The impact of a child bike seat and trailer on the objective overtaking behaviour of motorized vehicles passing cyclists

IntroductionThe lateral clearance distance of a motorized vehicle while overtaking a cyclist is a key indicator of safety. This lateral clearance distance has never been measured for cyclists transporting a child. Therefore the aim of this study was to investigate the behaviour of motorized vehicles in overtaking cyclists with and without a child on the same bicycle.MethodsThe lateral clearance distance of the overtaking manoeuvres of motorized vehicles was measured using an instrumented bicycle when performing 19 cycling trips on one single road with two different types of cycling infrastructure (a bike lane and shared lane marking) in the Brussels Capital Region (Belgium). Mixed effect regression was used to examine the effect of cycling condition (cyclist without a child [control], cyclist with a child bike seat and cyclist with a child bike trailer) and secondary independent variables (i.e. cycling infrastructure, peak traffic hours and traffic density) on the lateral clearance distance.ResultsThe mean lateral clearance distance in ‘cyclists without child’ was significantly smaller (117.3 cm) than in ‘cyclists with child’ (128.8 cm) (95%CI [7.2;15.9]). Looking at ‘morning peak traffic hours’ (i.e. 7:00 to 9:00 a.m.) a cyclist with child bike seat was overtaken at greater lateral clearance distances than a cyclist with a child bike trailer or a cyclist without child (p=0.041). Furthermore, the percentage of passing manoeuvres under 100 cm was significantly higher in ‘cyclist without child’ (35.3%) in comparison to ‘cyclist with child bike seat’ (21.8%) and ‘cyclist with child bike trailer’ (21.8%) (Chi2=29.19, p<0.001). No significant differences were found between a shared lane marking and bike lane.ConclusionDrivers of motorized vehicles do adapt their overtaking manoeuvre when they overtake cyclists transporting a child, keeping greater and therefore safer lateral clearance distances. In morning peak traffic hours and/or crowded circumstances the child bike seat can be considered as the safest way to transport a child in terms of lateral clearance distance. In general, with 25.3% overtaking manoeuvres under 100cm, police should monitor compliance with the traffic rules with regard to cyclists, and motorists should be more aware of the overtaking traffic rules.