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.     

The Needle in the Haystack

Summary

Despite the significant damages in sexual abuse cases, the plaintiff's ability to collect the money awarded in settlement or judgment is often precluded by the limited financial resources of the defendant(s). In this chapter, practicing attorney Julian Hubbard introduces the basics of individual and corporate insurance coverage and reviews the development of very limited coverage in sexual abuse cases in statutory and case law. While direct coverage for sexual abuse injuries is as rare as a “needle in a haystack,” indirect coverage can be found in some cases, especially those in which the acts of negligent individuals other than the perpetrator facilitated the abuse and thus the plaintiff's injuries. After an overview of relevant insurance issues and law, Mr. Hubbard delineates a practical model for research and legal strategies to ensure reaching any available insurance coverage, and explores the benefits and drawbacks of drawing on administrative resources to help pay for survivors' medical and mental health care.     

对医疗事故罪法定刑的理性思考

医疗事故罪的法定刑为“三年以下有期徒刑或者拘役”,而其他业务过失犯罪的法定最高刑可达十五年。较之后者,医疗事故罪的法定刑明显偏低。显然,现行刑法对医疗事故罪采取了减轻处罚的刑事政策。减轻处罚的立法政策,在理论上缺乏充分的立法依据,在实践中难收刑罚一般预防和特殊预防的功能。     

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.     

皖江地区员工事故行为心理规律初探

研究表明严重的经济困难因素和政治动乱因素,都是引发工矿员工事故行为的重要时空心理致因。建国后1959年、1960年、1961年“三年经济困难”时期是工矿员工事故行为的高峰,其次是1966年至1976年十年文革动乱时期。一天24时昼夜节律中白班开工后1-2小时是员工事故行为心理高发时段。市场经济条件下低年龄、低工龄、低文化等“三低”员工是事故高暴露群体。     

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.     

Evaluating small‐scale simulation for training firearm safety skills

There is limited research using small‐scale simulation in applied behavior analysis. We used small‐scale simulation to train firearm safety skills to 3‐ to 5‐year‐old children and assessed whether the skills generalized to the natural environment through in situ assessment. Three participants completed the training, and all participants learned the safety skills from simulation training. Two of the participants acquired the safety skills after the first simulation training, and the third participant required one booster training before demonstrating the safety skills in the natural environment.     

浅谈医疗事故中的归责问题

在涉及医疗服务的投诉日益增加的今天,现有的医疗事故处理办法中关于归责的部分有很大不足,为改进医疗事故归责的工作,从"医疗契约"的角度对医疗事故进行分类,提出了医疗事故归责的原则和具体操作标准.并提出了相关建议.     

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.