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872.
In pedestrian crossing situations, children are less able to make safe crossing decisions compared to adults.The aim of the present study was to analyze and compare the ocular behaviour of children and adults in the pedestrian crossing situations using the eye tracking. The study involved 22 children ranging in age from 5 years to 6 years 2 months and 22 adults. Children and adults participated in a brief eye tracking session designed to explore field of view in road crossing scenarios. They were presented with four pictures of pedestrian crossing and instructed to observe the pictures as if they were on the sidewalk getting ready to cross the road. The eye movements of the subjects looking at the pictures on the screen were collected through the eye tracker.The results showed that adults used a far more intense exploration of the useful visual field of view. They looked at all the different areas of the field of view more frequently and for a longer time. Another interesting point is that the children gazed at areas and elements that are irrelevant to a safe crossing but prove salient for various reasons. Implications for road safety training are discussed. 相似文献
873.
Joanna Piekarska 《Advances in cognitive psychology / University of Finance and Management in Warsaw》2020,16(4):309
The aim of the current study was to examine the explanatory power of personality traits, emotional abilities, trait emotional intelligence, self-efficacy, and self-esteem in predicting perceived stress in adolescents. The data were collected from 406 high school students, aged 18-22 years (Mage = 18.47, SD = 0.64). Perceived stress was assessed with the 10-item Perceived Stress Scale (PSS-10). Personality traits were measured with the Eysenck Personality Short Scale (EPQ-R-S), emotional abilities were assessed with two performance tests, the Emotional Intelligence Scale – Faces (SIE-T), and the Emotion Understanding Test (TRE), and trait emotional intelligence was measured with a selfreport questionnaire (the Schutte Emotional Intelligence Scale, SEIS). The Generalized Self-Efficacy Scale (GSES) and the Rosenberg Self-Esteem Scale (RSES) were also used. Results indicate that the strongest determinant of perceived stress in adolescents was high neuroticism. Perceived stress was also determined by low self-efficacy and self-esteem, as well as high extraversion and psychoticism. Women reported higher perceived stress than men. There also were differences in the determinants of perceived stress between graduate and nongraduate students. The obtained results suggest that the development of high self-esteem and high self-efficacy may contribute to perceptions of lower stress in adolescents and may be especially valuable for neurotic individuals and for women, who are more exposed to stress. 相似文献
874.
Whinda Yustisia Muhammad Abdan Shadiqi Mirra Noor Milla Hamdi Muluk 《Asian Journal of Social Psychology》2020,23(1):29-41
Although there have been many empirical studies of terrorism within the psychology literature, relatively few studies have theorized terrorism from the perspective of collective action theory. The present study aimed to understand factors that predict support for Islamist terrorism by using the Encapsulate Model of Social Identity in Collective Action (EMSICA) perspective. To extend previous studies, we added perception of threat and intergroup contact to the model. A correlational study using 66 terrorism detainees in Indonesia as participants found solid support for our expanded EMSICA. The models extending EMSICA with perception of threat and quantity of contact as predictors had improved fit indices and explained more variance in the dependent variable support for Islamist terrorism, as compared to the standard model. Social identity had a significant direct effect on support for Islamist terrorism and mediated the effect of intergroup contact, perception of threat, perceived injustice, and group efficacy on support for Islamist terrorism. 相似文献
875.
The main aim of the study was to investigate whether attitudes toward traffic safety, risk perception, worry, risk tolerance, safety priority, and accident involvement are associated with cyclists’ risk-taking behaviour. Two types of cyclists’ risk-taking behaviour were studied: (1) ‘violation of traffic rules, and (2) ‘conflicts with other road users when cycling’. The study was based on a questionnaire survey carried out in 2017 among regular cyclists in Norway (n = 426). The results revealed that cyclists’ risk-taking behaviour was influenced by their attitudes, risk perception, and accident involvement. Pragmatic attitudes toward traffic rule violations and safety priority were found to be important predictors of the frequency of rule violations when cycling. Attitudes towards the enforcement of traffic rules for cyclists and dissatisfaction with the traffic rules for cyclists were found to be important predictors for the frequency of situations involving conflicts with other road users. Risk perception and accident involvement were found to be associated with conflicts with other road users, but not with rule violations when cycling. The findings show that risk perception and attitudes toward traffic safety are important for cyclists’ risk-taking behaviour in traffic. The road infrastructure and the traffic regulations are primarily planned for car drivers and pedestrians. If cyclists’ attitudes are to be changed, the cycling infrastructure and traffic rules for cyclists would need to be adjusted to cyclists as road users. When building new infrastructure and implementing new safety measures for cyclists, it is important to include attitude campaigns, as well as communications to the public about safety and the risks linked to cycling. Attitude campaigns could be used to strengthen the authorities’ communications that cyclists are prioritized as road users. 相似文献
876.
Distracted driving is one of the most prevalent risky behaviours worldwide. Research has highlighted that current approaches to distracted driving based on education and police enforcement have shown low effectiveness. Smartphone applications to reduce distracted driving are an emerging technology with the potential to prevent road crashes. However, recent evidence has shown that the adoption of these applications has been limited. A qualitative study was carried out to investigate the acceptability of smartphone applications that are designed to prevent distracted driving. A total of 35 drivers (57% females) aged 19–44 years (Mean = 28.43) participated in interviews which explored acceptability constructs for in-vehicle intelligent technology as defined by Regan et al. (2012): usefulness, usability, effectiveness, social acceptability, affordability, and willingness to use the application functions. Generally, drivers perceived that these applications have the potential to increase safety and reduce voluntary and involuntary mobile phone interactions while driving. Nonetheless, it was also found that drivers want to retain some of the functionalities of their mobile phone, such as music playing applications, accessing GPS/maps and being able to interact with certain groups of people through their phones while driving. Finally, barriers to the uptake of the applications among drivers who use their mobile phone while driving are discussed. A frequent barrier that needs to be overcome is the perceived need and pressure to respond to their phone while driving to communicate for work purposes or with people with strong social ties to the driver, for example, a parent or spouse. 相似文献
877.
Thailand is a developing country with a high traffic accident fatality rate. However, few attempts have been made to understand crash risks in Thai drivers from a psychological perspective. The purpose of the present study was to develop and validate a latency-based hazard perception test for Thai drivers. The initial test comprised our full item pool of 77 clips containing traffic conflicts captured on video from the driver’s perspective on Thai roads. We evaluated the validity of this test by examining whether performance differed as a function of driving experience in a sample of 135 Thai drivers. We found that experienced drivers (n = 87) performed significantly better than novice drivers (n = 48) after adjusting for individual differences in computer mouse skill, mirroring crash risk differences between these groups. The final 30-item version of the test, which comprised the best items from the initial test, yielded novice/experienced driver differences with or without adjusting for computer mouse skill. These results offer preliminary support for the validity of the latency-based test as a measure of hazard perception ability in Thai drivers. 相似文献
878.
This paper presents the results of a cross-cultural study to investigate the influence of traffic safety culture and infrastructure improvements on driver behaviour. To achieve this, the driving style of UK drivers was compared with that of Nigerians with and without experience of driving in the UK. A driving simulator experiment compared the actual driving style of these three groups of drivers in different safety critical scenarios. The simulated road environment varied depending on how much infrastructure was provided (low or high infrastructure). In addition, the Driver Behaviour Questionnaire was used to collect self-reported data on violations, errors and lapses. It was hypothesised that Nigerian drivers with no experience of driving in a UK road system would report and engage in more unsafe driving behaviour compared to the other two groups, and that increasing infrastructure would have little positive benefit. Overall, the results supported these hypotheses, indicating that the behaviours of drivers are interpretable in relation to their traffic safety culture, compared to changes in their driving environment. 相似文献
879.
Road safety of vulnerable road users in low- and middle-income countries (LMICs) is a major concern. Footbridges or overpasses are pieces of infrastructure designed to allow pedestrians to cross safely. Although there is tension over whether footbridges are the most inclusive and sustainable way to support safe road crossing for vulnerable road users, footbridges are still a predominant piece of infrastructure in LMICs. Therefore, research aimed at optimising the use of footbridges could have an impact on the safety of vulnerable road users. The objective of the present study is to understand the motivational factors influencing pedestrian crossing decisions to use a footbridge in Malaysia. Additionally, the present study investigates the effectiveness of some proposed interventions to change the crossing behaviour of footbridge non-users. An intercept study was conducted in five major cities in Malaysia. Pedestrians answered questions regarding their perceptions about footbridges and previous walking experiences. The analysis was divided into two parts: Firstly, a decision tree analysis was conducted to study the relationship between the observed decision to use or not a footbridge and pedestrians’ perceptions about footbridges and experiences. Secondly, a decision tree analysis was used to identify the effectiveness of proposed countermeasures in increasing the footbridge usage among non-users. The findings showed that the footbridge height and the frequency of using it were associated with a decrease in the likelihood of utilising this structure. Being in a hurry was highly associated with crossing at the street level. In addition, footbridge non-users might change their behaviour if escalators or fences are provided as interventions. The results indicated that safety messages delivered through posters to alert footbridge non-users have the potential to sustain safe mobility. A user-centred approach is necessary to increase the usability of footbridges in LMICs. 相似文献
880.
Cyclists are considered to be amongst the most vulnerable road users and the number of cyclists involved in crashes is increasing. One possibility to improve bicycle safety is the implementation of assistance systems, for instance by providing the information needed to avoid critical situations. However, it is not known how and what kind of signals can reliably be transmitted to cyclists, in particular as warnings. This study has the objective to investigate which signal type dependent of the modality and the route type can be perceived during the cycling task. Therefore, we conducted a semi-naturalistic cycling study with 56 participants where a 10 km long, pre-defined route was individually cycled while 36 signals (visual, auditory and vibro-tactile) were transmitted. The participants signalled the perception of a signal by pressing a button. Response rates differed significantly between signal modalities. While auditory signals performed best closely followed by vibro-tactile signals, visual signals were frequently missed. The route type had an effect on the perception of the signals. The influence of the route segments with haptic interference was not expected to be this large on the perception of vibro-tactile signals. The obtained results indicate how and in which situations the different modalities are suited to transmit information to cyclists. 相似文献