Finding a safe place to cross the road: the effect of distractors and the role of attention in children's identification of safe and dangerous road‐crossing sites

Negotiating traffic requires the ability to focus attention on the traffic environment and ignore distracting stimuli. The aims of this study were (1) to examine the effect of distractors on children's ability to identify safe and dangerous road‐crossing sites and (2) to examine the relationship between identification of safe/dangerous sites and attention (selective attention, attention switching, sustained attention and divided attention). Participants were 88 children (aged between 6 and 11 years) and 29 adults. Ability to identify safe and dangerous road‐crossing sites was assessed using computer presentations of sites with and without visual and auditory distractions. Measures of attention were examined using the Test of Everyday Attention (child and adult versions). The ability to identify safe and dangerous road‐crossing sites and performance on the attention tests were found to improve with increasing age. Correct identification of safe/dangerous road‐crossing sites was related to selective attention and divided attention for children but not for adults. Road safety training should take into account the development of these skills. Copyright © 2007 John Wiley & Sons, Ltd.     

Still No Evidence For Temporally Extended Shock-frequency Reduction As A Reinforcer.

There is no consensus and very little overlap in the criticisms of my target article. Because the primary consequences of avoidance behavior are by definition alterations in the distribution of shocks in time, any theory about the reinforcement of such behavior necessarily must begin with that dimension. However, the safety‐signal version of two‐process theory calls on positively and negatively correlated stimuli, including the responses themselves serving as stimuli, to transmit the effects of those alterations to the relevant behavior. Meanwhile, the Herrnstein—Hineline single‐process theory hypothesizes an additional source of reinforcement: a direct effect of reduction in the density of shock over some extended period of time. I can find no data that selectively support that hypothesis.     

伪忽视行为表现与神经基础及交通驾驶应用

伪忽视是健康个体存在轻微偏左的不对称空间注意。影响这个现象的因素主要包括刺激材料、年龄、认知负荷和知觉负荷等。其中, 眼动搜索习惯曾经被认为是伪忽视现象的主要因素, 甚至提出伪忽视是眼动偏好现象。但是, 最近文献研究普遍认为, 伪忽视不是眼动行为, 而是注意特质。近10年的大脑神经层面的证据发现, 右脑腹侧注意网络对左侧空间注意偏好有较大的贡献, 而且在神经传导束的证据中也发现右脑大纵束二型对左侧空间注意的激活程度高于其他两种类型的传导束。另外, 注意偏好的时间分辨率研究发现, 注意的左侧空间偏向发生在注意发生后的100~200 ms之内, 眼动搜索时间则是在1500 ms之内出现最大左偏。该现象的应用研究主要体现在交通驾驶员的注意能力和驾驶视觉搜索模式的关系研究。研究意义在于为安全交通提供两条原则, 首先, 道路交通驾驶环境设置要满足驾驶员的注意特质的需求; 其次, 通过合理干预, 可以抑制视觉搜索习惯, 培养安全的驾驶搜索模式。     

Objectivity and reliability

Scanlon’s Being Realistic about Reasons is a beautiful book – sleek, sophisticated, and programmatic. One of its key aims is to demystify knowledge of normative and mathematical truths, realistically construed – i.e. construed, roughly, as being true relevantly independent of minds and languages, when interpreted at face-value. In this article, I develop an epistemological problem that Scanlon fails to explicitly address. I argue that his ‘metaphysical pluralism’ can be understood as a response to that problem. However, it resolves the problem only if it undercuts the objectivity of normative and mathematical inquiry.     

Adverse Housing Conditions and Early‐Onset Delinquency

Housing constitutes an important health resource for children. Research has revealed that, when housing conditions are unfavorable, they can interfere with child health, academic performance, and cognition. Little to no research, however, has considered whether adverse housing conditions and early‐onset delinquency are significantly associated with one another. This study explores the associations between structural and non‐structural housing conditions and delinquent involvement during childhood. Data from the Fragile Families and Child Wellbeing Study (FFCWS) were employed in this study. Each adverse housing condition was significantly associated with early‐onset delinquency. Even so, disarray and deterioration were only significantly linked to early delinquent involvement in the presence of health/safety hazards. The predicted probability of early‐onset delinquency among children exposed to housing risks in the presence of health/safety hazards was nearly three times as large as the predicted probability of early‐onset delinquency among children exposed only to disarray and/or deterioration, and nearly four times as large as the predicted probability of early‐onset delinquency among children exposed to none of the adverse housing conditions. The findings suggest that minimizing housing‐related health/safety hazards among at‐risk subsets of the population may help to alleviate other important public health concerns—particularly early‐onset delinquency. Addressing household health/safety hazards may represent a fruitful avenue for public health programs aimed at the prevention of early‐onset delinquency.     

Evaluation of the FASIKI traffic safety programme for parents of cycling children

The voluntary cycling test is an important milestone in traffic education in primary school. Cycling helps to develop traffic competences and traffic sense, it increases the mobility range of children and also improves sustainable mobility. On the other hand, data shows that beginning with school age more children have accidents due to cycling (Drott, Johansson, & Aström, 2008; Funk, 2013). The aim of the paper is to show that a measure that can be easily implemented in given structures could help to enhance safe cycling behaviour of children. The voluntary cycling test for ten-year-old children in Austria was complemented with a short traffic psychological intervention for parents called FASIKI. The main aim of the FASIKI programme is to promote a safe cycling performance for children. Therefore, the programme should show parents the average developmental status of their ten-year-old children, so that they can train them in an adequate way as far as age and competence level is concerned. From a traffic psychological point of view it is important for safe cycling behaviour that parents do not over- or underestimate the traffic competences of their children. The present study aimed to verify the effectiveness of the FASIKI programme using Kirkpatrick’s four level evaluation model. Based on a pre-post design, first changes in knowledge and attitudes of parents who attended the programme as well as the impact of the programme on the practical skills of their children in the voluntary cycling test were assessed. The results show positive effects of the FASIKI programme on both, parents’ knowledge and attitudes, and on children’s practical skills. Parental intentions to do cycling exercises with their children were strengthened. Finally, practical implications and policy recommendations concerning traffic safety for children are discussed.     

Psychometric costs of retaking driving-related cognitive ability tests

The present study tested predictions deduced from competing models advanced in the literature to explain practice effects in driving-related cognitive ability tests due to retesting. The models differ in terms of the processes assumed to be responsible for practice effects and make competing predictions with regard to the level measurement invariance across test administration sessions. A total of N = 239 test-takers solved four driving-related cognitive ability tests at three time-points of measurement. Item response theory analyses indicated that practice effects can be explained in terms of an increase in test-specific abilities. The size of the practice effect varied across driving-related cognitive ability tests and across test-takers’ level of general mental ability. Latent mean and covariance structure analyses indicated that the observed improvements in test performance are purely test-specific and do not generalize to broad cognitive speededness.     

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.