应对校园欺凌:社会情绪能力的干预研究

校园欺凌现象在全球范围普遍存在,为有效解决校园欺凌问题,研究一采用《特拉华校园受欺凌量表》、《简易应对方式量表》以及《社会情绪健康量表》对416名5～6年级小学生进行了调查,结果发现,小学生消极应对方式可以显著预测校园受欺凌,社会情绪能力在消极应对方式与校园受欺凌中起调节作用。此基础上,研究二开展基于社会情绪能力的校园受欺凌团体辅导干预研究。结果表明,社会情绪能力的提升可以显著降低校园受欺凌水平。     

有时间压力下学习率对学习时间分配议程的影响:来自眼动的证据

利用眼动分析技术,通过设置不同难度和分值的计算项目,探讨了在有时间压力下学习者的学习时间分配。结果发现:(1)在首次项目选择上,学习者优先选择学习率最高的项目;(2)在学习过程中,学习者的项目选择次序也是根据学习率由高到低。总之,在学习时间分配上,如果需要权衡难度与分值,学习者会考虑单位时间的获益,也就是以学习率为议程的主要依据。研究不仅利用眼动分析技术证实了基于议程的学习时间分配模型,而且进一步揭示了学习率是设置学习时间分配议程的重要依据。     

小学低年级汉语儿童语素意识、汉字识别和词汇知识的发展关系——交叉滞后研究

以146名小学一年级儿童为研究对象, 进行了历时2年的3次追踪测试, 考察小学生从一到三年级的语素意识、汉字识别和词汇知识之间发展关系的变化。在控制了语音意识、快速命名、正字法意识、一般认知能力和自回归效应后, 结果发现：(1)一年级时的汉字识别显著预测二年级的同音语素意识和同形语素意识; (2)一年级时的词汇知识显著预测二年级的复合语素意识和汉字识别; (3)二年级时的汉字识别和词汇知识对三年级的同音语素意识、同形语素意识和复合语素意识均有显著预测作用; (4)二年级时的同形语素意识对三年级的词汇知识具有显著预测作用。结果表明, 小学一至三年级的汉字识别和词汇知识对语素意识具有预测作用; 三种语素意识对汉字识别和词汇知识的预测作用中, 只有同形语素意识能够显著预测词汇知识; 三种语素意识、汉字识别和词汇知识的发展关系存在变化且具有阶段性特点。     

“You Didn’t Cause Racism,and You Have to Solve it Anyways”: Antiracist Adaptations to Dialectical Behavior Therapy for White Therapists

There are currently no published studies that investigate or discuss the cultural responsiveness of Dialectical Behavior Therapy (DBT) to the needs of Black/African-American clients. In addition, no published scholarly works offer guidance to therapists on how to practice antiracism within the context of delivering evidence-based treatment. Methods for developing a culturally responsive antiracist treatment are discussed within a dialectical framework and from the perspective of critical race psychology. We propose that an antiracist adaptation to DBT is needed to correct for context minimization errors in the DBT model that create an invisibility of racism. Recommendations are made for an additional DBT Therapist Agreement that encourages labeling and targeting therapist treatment-interfering racist behavior. An additional Therapist Consultation Agreement is also proposed to guide therapist antiracist advocacy and functional validation for Black/African-American clients. The DBT technology is used in conjunction with other multicultural theoretical models to recommend strategies for developing White DBT therapists’ antiracist competencies. Future directions for developing critical race psychological research are discussed.     

Behavioural adaptation or constraint? The effect of curve proximity on driving behaviour

Horizontal curves are typically associated with increased crash risk when compared with straight roads, but recent analyses have suggested that having more frequent sharp curves decreases the relative crash risk posed by each curve. Here, 90 drivers completed a simulated rural drive with either high proximity (160 m straight tangent between curves) or low proximity (1200 m tangent) curves. Curve proximity had a significant effect on approach speeds, with drivers in the high proximity curve drive showing significantly lower mean and maximum approach speeds before entering the curve. However, they also showed an unexpected tendency to higher speeds while negotiating the curve itself. The current study provides direct empirical evidence that driving behaviour on approach to a given curve is significantly affected by the proximity of other curves, and therefore highlights the need to factor in the characteristics of the road on approach to the curve, as well as the features of the curve itself when assessing risk.     

What happens when drivers of automated vehicles take over control in critical lane change situations?

According to legislation, take-overs initiated by the driver must always be possible during automated driving. For example, when drivers mistrust the automation to handle a critical and hazardous lane change, they might intervene and take over control while the automation is performing the maneuver. In these situations, drivers may have little time to avoid an accident and can be exposed to high lateral forces. Due to lacking research, it is yet unknown if they recognize the criticality of the situation and how they behave and perform to manage it. In a driving simulator study, participants (N = 60) accomplished eight double lane changes to evade obstacles in their lane. Time-to-collision and traction usage were varied to establish different degrees of objective criticality. To manipulate these parameters as required, participants were triggered to take over control by an acoustic cue. This setting shows what might happen if drivers disable the automation and complete the maneuver themselves. The results of the experiment demonstrate that drivers rated objectively more critical driving situations as more critical and responded to the hazard very fast over all experimental conditions. However, their behavior was more extreme with respect to decelerating and steering than necessary. This impaired driving performance and increased the risk of lane departures and collisions. The results of the experiment can be used to develop an assistance system that supports driver-initiated take-overs.     

Other road users’ adaptations to increase safety in response to older drivers’ behaviour

Changes in physical and cognitive abilities not only challenge the driving ability of older adults, in some situations age-related changes in driving behaviour require other road users to adapt their behaviour to maintain a safe traffic situation. In this study, we aimed to map age-related differences in driving behaviour and assess the impact on other road users. A group younger and a group older adults drove four different routes containing challenging situations (e.g., merging into motorway traffic) in a driving simulator while measures of driving behaviour were collected. Other road users’ deceleration responses to the driver’s behaviour were also collected as a measure of behavioural adaptation. Our results showed similar driving performance between young and older drivers when task complexity was low, but reduced performance in older drivers when tasks requirements increased. Lower driving speed and longer waiting times that were observed in older drivers can be interpreted as compensatory behaviour aimed at creating more time to lower task requirements. Crucially, in a non-time critical situation this compensatory behaviour was found to be successful, however in a time-critical situation (merging onto a motorway) this strategy had negative side effects because other road users had to decelerate in order to keep a safe distance. Our results show the importance of anticipation and adaptation by other road users for the success of older driver’s strategies and traffic safety.     

Self-reported anger among ordinary and delivery electric bike riders in China: A comparison based on the cycling anger scale

As vulnerable traffic participants, electric bike (EB) riders have suffered from high collision casualties in recent years. Road user anger has been shown to affect riding behavior and lead to traffic accidents. Besides, studies have highlighted that there may be differences in road user anger in driving different vehicles due to varying perceptions of the relative vulnerability of vehicle type characteristics (control performance and cognitive processes). However, current road user anger investigations for two-wheelers have focused mainly on conventional cyclists, and little attention has been paid to e-bike riders, especially with the emerging group of delivery e-bike (DEB) riders. This study aims to develop a Cycling Anger Scale (CAS) for EB riders based on the Cycling Anger Scale and explore the road user anger experienced by EB riders and the differences between ordinary and delivery EB riders. The survey was conducted in Nanjing, China, and collected from 281 Ordinary EB (OEB) riders and 268 DEB riders. Exploratory factor analysis and confirmatory factor analysis are conducted to determine the revised four-factor structure of the 14-item CAS for EB. The results show that the scores of police interaction and cyclist interaction on the CAS subscales are significantly different between the OEB and DEB groups. The police interaction is the largest source of anger for both groups. Besides, the aggressive riding behaviors are significantly correlated with riding anger, which can be predicted by different aspects of riding anger for the two types of EB riders. This study provides a theoretical basis for designing intervention measures and safety education programs to enhance EB riders’ road safety.     

负性情绪在冲突适应中的作用机制：分离与整合视角

负性情绪如何影响冲突适应一直以来受到领域内研究者们的广泛关注。根据负性情绪产生的源头(冲突外部操纵vs.冲突内部固有), 对于该问题的论述可以分别从认知与情绪的分离与整合视角展开。分离视角下, 操纵于冲突之外的负性情绪(外部负性情绪)独立于冲突加工过程, 通过情绪加工系统或个体自身的动机/唤醒水平影响冲突适应。近些年来的研究发现冲突加工自动产生负性情绪(固有负性情绪), 寓示着认知冲突与负性情绪间的内在关联, 固有负性情绪因此可被视作诱发冲突适应的另一个有效来源。整合视角下, 操纵于冲突内部的(固有)负性情绪高度整合于冲突加工过程, 其功能与冲突信息类似, 通过内在地促进目标导向行为直接诱发冲突适应。对这一主题的论述加深了我们对负性情绪如何作用于冲突适应过程的理解, 也为探索认知与情绪系统的整合过程及作用机制提供了一个全新的视角, 在此基础上, 我们也提出一些未来可行的研究方向。