Parent–Child Conflict Profiles in Chinese American Immigrant Families: Links to Sociocultural Factors and School‐Age Children's Psychological Adjustment

Research suggests that parent–child conflict is a salient family process in Asian immigrant families and often a stressful experience for Asian American youth due to value discrepancies between Asian and Western cultures. The present study examined ratings of parent–child conflict across conflict topics from parents' and children's perspectives in a sample of Chinese American immigrant families with school‐age children (N = 239; age = 7.5–11 years). Latent profile analyses identified three parent‐rated conflict profiles and four child‐rated conflict profiles. Parent and child conflict profiles were unrelated to each other and differentially related to family sociocultural factors and children's psychological adjustment. Parents' moderate conflict profile scored highest on parent‐rated child behavior problems and had the highest household density and lower parent Chinese orientation. Children's moderate‐specific and high conflict profiles scored higher on child‐reported behavior problems than the low conflict profile. These results highlight the need to assess family conflict from both parents' and children's perspectives and target parent–child conflict communication as a pathway to prevent or reduce behavioral problems in Chinese American children of immigrant families.     

How fast would you (or should you) drive here? Investigation of relationships between official speed limit,perceived speed limit,and preferred speed

Speed is a critical risk factor, which makes its management the central point of the Vision Zero approach. Driving speed is influenced by speed choice, and in turn by the perception of the road parameters, as well as by the characteristics of drivers. Credible speed limits and self-explaining roads have been suggested as promising countermeasures; however, these rather theoretical concepts have only rarely been operationalized and quantified.The aim of this study was to investigate the relationships between speed indicators (official speed limit, perceived speed limit, preferred speed), as well as their differences, and to determine which road and personality characteristics influence them. Compared to previous studies, we introduced several innovative features, including a richer personality dataset based on three different questionnaires, a focus on all three types of roads (urban, rural, transition), and representative data on observed speeds.Using statistical models of the speed indicators, we found that both speed limit belief and speed choice, as well as their differences, are often influenced by the same characteristics. These are mainly more generous road design (higher road class, higher speed limit, and wider road) and the presence of additional elements (vegetation, pavements, and pedestrian crossings). These characteristics may help improve the credibility of speed limits and self-explaining performance.     

Effects of position of speed limit signs and the presence of speed camera on Malaysian drivers’ speed choice: An eye-tracking study

Speeding is one of the most common driving violations in the world including in Malaysia. Reducing speed-related fatalities is one of Malaysia’s strategies to improve road safety. The current study aimed to investigate the effect of speed limit sign positioning and the presence of speed camera on drivers’ judgments about the appropriate speed to drive and their associated eye movements. Twenty participants took part in the study, and thirty two images of roads with a range of actual speed limits were presented. In each picture the displayed speed limit was edited to 30% lower than what participants think is appropriate on average. Speed limit signs were either presented on the road or on the speed limit sign boards at the road sides, and a speed camera sign was either present or not. Drivers judged a lower appropriate speed to drive when the camera sign was present than absent, while there was a wider spread of differences between judged and displayed speed when the speed limit sign was presented on the board than on the road. Drivers were quicker in fixating and looked more at the general area in which the speed limit sign appeared. Therefore drivers’ visual attention across scenes may be manipulated by the sign positions. These low-cost interventions could be useful in managing speed choice in Malaysia.     

An examination of the influence of crosswalk marking removal on pedestrian safety as reflected in road user behaviours

In some local authorities in Israel, road markings were removed from non-signalised crosswalks situated on multilane divided urban roads. This study examined whether this treatment contributes to pedestrian safety, based on the analysis of differences in road user behaviours and pedestrian crossing conditions at sites without crosswalk markings (treatment sites) versus those with the markings (comparison sites). Field observations were conducted at two treatment and four comparison sites, including video-recordings and free-flow speed measurements. The speed data analysis indicated that treatment sites were associated with higher speeds as compared to other sites, at least in one travel direction, and that speed values were sufficiently high to create a threat of severe injury for the crossing pedestrians. Examinations of other road user behaviours showed that treatment sites are associated with higher obedience of pedestrians to safe crossing rules and low rates of pedestrian-vehicle conflicts during the crossing, but also with long waiting times by pedestrians prior to crossing, low rates of giving-way to pedestrians and more vehicles ignoring pedestrian needs to cross. In general, pedestrian crosswalk removal brought about a worsening in the possibility of crossing the road for pedestrians that in combination with high vehicle speeds cannot be recognised as a safety-improving measure. The study did not support the claim that removing a marked crosswalk leads to safety benefits for pedestrians.     

An evaluation of speed management measures in Bangladesh based upon alternative accident recording,speed measurements,and DOCTOR traffic conflict observations

With 21,000 people annually killed in road traffic (estimated figure by World Health Organization), Bangladesh has one of the highest fatality rates in the world. Vulnerable road users (VRUs) account for over 50% of road traffic casualties, and 70% of casualties occur in rural areas. As in many Low and Middle Income Countries (LMICs), the official road accident statistics are incomplete and biased.Safe Crossings (Netherlands) and the Centre for Injury Prevention and Research Bangladesh (CIPRB) (Bangladesh) received permission from the Bangladesh government in 2014 to design and implement an integrated speed management program (consisting of a combination of small-scale infrastructural measures, active community involvement and road user education) at three locations where a national highway intersects small communities. The infrastructural countermeasures to improve road safety consisted of speed humps, rumble strips, signs and road markings and were designed following the Dutch road design guidelines. In a Before–After study design, we used a combination of three research methods to monitor and evaluate the road safety interventions. We created our own traffic accident recording system with trained local record keepers, we conducted laser-gun speed measurements of motorized traffic (both at intervention and control locations), and we applied the Dutch Objective Conflict Technique for Operation and Research (DOCTOR) for observing serious traffic conflicts at the intervention locations. The latter was based upon DOCTOR scores from video recordings of the behaviour at the three experimental locations Before and After the interventions.Prior to installing the intervention program, the three locations combined had, on average, about 100 serious accidents, 10 deaths, and 200 injured people on a yearly basis. In April 2015, all infrastructural measures were completed. In the after period (till the end of January 2016), the alternative accident recording system showed a 66% reduction in the number of serious accidents, a 73% reduction in the number of injured people, and a 67% reduction in the number of people killed.The unobtrusive laser-gun speed measurements resulted in a net reduction of 13.3 km/h (or 20% in relative terms) on average at the intervention locations by taking the general speed development at the control locations into account. According to Nilsson’s power law this would result in a 59% reduction of the number of people killed, well in line with the actual accident figures.The total number of serious conflicts (only DOCTOR scores 3, 4, and 5) was significantly reduced from 64 serious conflicts per location in a 4.5 h period Before to 29 serious conflicts in the After period, on average (Poisson distributed variable, p < 0.01), or a 55% reduction in relative terms. By including the traffic volumes, the reduction in conflict risk overall is 54%. Moreover, the severity of conflicts was reduced in the After period with only one most severe conflict (DOCTOR score 5) left. Buses represent the largest portion of road users involved in serious conflicts at all three locations, followed by cars and CNGs (Compressed Natural Gas vehicle). By far, the most frequently occurring conflict is of the type head-on conflict between an overtaking bus or car that is encountering a road user in opposite direction (for the greater part a CNG).All three evaluation measures point to a similar impact of the intervention program and unveil an improvement in road safety between 54% and 60%. The speed-reducing measures indeed considerably reduce the speed of motorized traffic, both the mean speed and 85th percentile values, both the number and severity of serious conflicts are reduced, and the actual number of accidents has decreased. It appears that Nilsson’s power law for the relation between a difference in mean speed and the change in the number of accidents also applies to LMICs.Speed management measures as common in high-income countries appear to be also effective in LMICs. For evaluation purposes of road safety impacts, a Traffic Conflicts Technique approach (also developed in high-income countries) seems valid and effective as well for application in LMICs.As there are thousands of traffic black spots with similar characteristics as the three intervention locations in Bangladesh, this integrated approach may well offer similar road safety improvements elsewhere.     

Identity Problems,Ego Strengths,Perceived Stress,and Adjustment During Contextual Changes at University

We present a 2-year time-lag study in which Canadian and Spanish students’ perceptions of stress, identity problems, and psychosocial maturity (ego strengths) were examined in relation to academic, social, and personal-emotional adjustment to university under different conditions of macro-environmental disruption (i.e., academic and economic) and no disruption (stability). In the academic disturbance context, students reported increased stress and the economic disruption situation was associated with greater identity problems. The expected relationships were found among the variables in the study. Students reported greater social maladjustment at university related to economic disruption in comparison with the academic and no disruption contexts. Ego strengths moderated the relationship between perceived stress with academic and social adjustment, respectively. In other words, delayed psychosocial development in conjunction with high perceived stress was associated with deficient academic and social functioning at university. The findings are considered in terms of psychosocial development and the role of proximal and distal perception of stressors in the functional well-being of university students.     

Karamojong Adolescents in Tororo,Uganda: Life Events,Adjustment Problems,and Protective Factors

The Karamojong people of Uganda are marginalized and likely to have difficult lives. Research is needed to understand Karamojong children’s challenges, adjustment, and resiliency to help guide interventions and policies to improve their lives. Thus, 18 Karamojong 10–16-year-olds (10 girls; M?=?13.33 years; SD?=?1.81) were recruited from a nongovernmental organization in Tororo District, Uganda, and interviewed about their life events, coping strategies, social support, and hope. Adolescents also were verbally administered questionnaires about their life events and adjustment problems. Participants reported many negative life events (M?=?9.28 of 16). The number of negative life events was positively correlated with internalizing, but not with externalizing, problems. Participants described a variety of coping strategies. Most participants received emotional or instrumental social support, and were hopeful about their futures. Hardships were often alcohol- or poverty-related events, whereas hope was often centered on education.     

Psychometric Evaluation of the Japanese Version of the Elder Life Adjustment Interview Schedule for Depression

The Elder Life Adjustment Interview Schedule (ELAIS) was developed as an age- and culture-sensitive assessment device for depression and 9 environmental, behavioral, and health correlates (Schlatter et al., 1993, J. MARC Res. 1: 27–42). The psychometric adequacy of the ELAIS has been demonstrated with samples of elder Americans of Asian, Caucasian, and Native Hawaiian ancestry (Dubanoski et al., 1996, J. Clin. Gerospsychol. 2: 247–262). This study reports on the reliability and construct validity of a translated Japanese version. Participants were 55 community-dwelling elders living in the areas surrounding Maebashi, Japan. The ELAIS contains 14 scales of which 9 represent theoretical predictors of depression. The 2 Environmental Condition scales measure life events and social support. The 4 Behavioral Competency scales measure recreational activity, assertiveness, self-reinforcement, and perceived control. The 3 Health Factor scales measure perceived health, functional ability, and objective health. The 5 Other scales measure demographics, depression, life satisfaction, cognitive functioning, and response style. Results yielded acceptable internal consistency and stability reliability coefficients for all but 1 of the subscales on the ELAIS (informational social support). Construct validity support was found for the Depression scale and 6 theoretical predictors, including life events, recreational activity, assertiveness, self-reinforcement, functional ability, and objective health. Treatment and prevention implications for the cross-ethnic multivariate assessment of depression among elders are discussed.     

The contribution of loneliness and posttraumatic stress disorder to marital adjustment following war captivity: a longitudinal study

This prospective study examined the relative contribution of loneliness and posttraumatic stress disorder (PTSD) to marital adjustment among Israeli veterans of the 1973 Yom Kippur war. Specifically, we examined the mediating role of loneliness as measured in 1991 in the association between PTSD as measured in 1991 and marital adjustment as measured in 2003. Our sample consisted of 225 participants divided into 2 groups: ex-prisoners of war (ex-POWs) (N = 122) and a comparison group comprised of veterans who fought in the same war but who had not experienced captivity (N = 103). The findings demonstrate that ex-POWs display lower levels of marital adjustment and higher levels of PTSD than controls. Loneliness was found to mediate the relationship between PTSD as measured in 1991 and marital adjustment as measured in 2003 for both ex-POWs and controls. Further, for ex-POWs, loneliness contributes to marital adjustment above and beyond the contribution of PTSD as measured in 2003. The theoretical implications of loneliness for the marital relationships of traumatized ex-POWs are discussed.     

The Role of Dyadic Coping on the Marital and Emotional Adjustment of Couples With Infertility

Infertility is a challenging experience, affecting individual and couples’ adjustment. However, the way the members of the couple support each other may affect the experience of infertility and their adjustment. This study aimed to investigate the role of dyadic coping by oneself and by the partner in the association between the impact of infertility and dyadic and emotional adjustment (anxiety and depression) to infertility. In this cross‐sectional study, a total of 134 participants (67 couples with infertility) completed self‐report questionnaires assessing infertility‐related stress, dyadic coping, dyadic adjustment, and depression and anxiety symptoms. A path analysis examined the direct and indirect effects between the impact of infertility in one's life and dyadic and emotional adjustment. There is an indirect effect of the impact of infertility in one's life on dyadic adjustment through men's perceived dyadic coping efforts employed by the self (dyadic coping by oneself) and women's perceived dyadic coping efforts of the partner (dyadic coping by the partner). Regarding the emotional adjustment of infertile couples, infertility stress impact had an indirect effect only on depressive symptoms through men's dyadic coping by oneself. The results highlight the importance of men's dyadic coping strategies for the marital adjustment of couples as well as for men's emotional adjustment. Findings emphasize the importance of involving men in the fertility treatment process, reinforcing the dyadic nature of infertility processes.