Factors influencing drivers’ reading and comprehension of on-board traffic messages

IntroductionWhen variable message signs (VMS) or on-board traffic information systems are used, it is essential that while driving, motorists read and understand the information as soon as possible in order to make appropriate decisions to increase road safety and/or facilitate traffic flow. Thus, it is important to investigate the factors that may increase fast reading and comprehension of on-board traffic information.ObjectivesWe examined the influence of the type of message (warnings vs. recommendations), location of the pictogram (top or bottom of the text), type of display device (IPhone, Blackberry, or Tablet) and its position (horizontal or vertical) on drivers’ fast reading and comprehension of on-board messages provided via in-vehicle system. Moreover, we were interested in drivers’ acceptability of in-vehicle system.MethodForty-nine drivers (M_Men = 32, 19–65 years) participated to a reading and comprehension task while travelling on a desktop driving simulator. Participants were exposed to two series of 11 traffic messages displayed on one of the three devices. Reading and comprehension times were measured (= milliseconds) for each message. At the end, they had to fill in a questionnaire on their beliefs about on-board traffic messages and in-vehicle system.ResultsDrivers expressed a positive attitude toward on-board traffic messages and in-vehicle system. Reading and comprehension times were of approximately 4 seconds and were longer for warnings as compared to recommendations. The pictogram placed at the top of the text, the tablet and the vertical display device facilitated fast reading and comprehension.     

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。     

空间主方位判断的训练和方位效应

以20名区域管制员和20名大学生为被试,通过两种类型的空间主方位判断任务考察训练效应和方位效应。结果表明：管制员主方位判断的绩效(正确率和判断反应时)显着优于学生．拍摄方向朝北和目标刺激在上-下轴位置时,主方位判断的绩效显著优于其他条件。研究提示,训练能够有效地提高空间主方位判断的绩效,主方位判断存在朝北的方位效应和上-下轴位置效应。     

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。     

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.     

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.     

Complex and underreported? A study into the prevalence of suicide by motor vehicle in the state of Queensland

While suicide is recognised as one of the leading causes of death in Australia, it is often presumed that fatal road crashes are primarily accidental in nature. However, international research has indicated that deliberate attempts at self-harm while driving may account for between 1.1% and 7.4% of road crashes. Despite the personal and financial costs associated with such events, few studies have examined the extent of motor vehicle suicides (MVS) or the circumstances surrounding such incidents in Australia. Given this, the current study reviewed coronial, police and toxicology findings of 762 motor vehicle fatalities in Queensland (Australia) during the period 2011 to 2015 to determine the frequency of confirmed cases and explore the prevalence (and characteristics) of possible MVS that remain undetected. In total, 22 confirmed cases were identified, and such events shared significant similarities with 14 possible events, including evidence of recent emotional upset, adversity and mental health diagnoses. In contrast, differences between the groups were limited to confirmed cases being more likely to involve males and contain a suicide note or evidence of past suicidality, while possible cases were more likely to involve a multiple vehicle impact with a truck. Importantly, crucial information regarding the deceased’s psychological state and life circumstances (e.g., psychological autopsy) was not reported in many cases. Corresponding qualitative analysis of the coroners final determination (between the two groups) revealed the occurrence of the word suicide to occur seven times (31.8%) among confirmed cases and five times (35.7%) for possible casers. Furthermore, the coroners final determination of intent to suicide was open or undetermined in six of the possible cases (43%), which further suggests a reluctance (or procedural uncertainty) to categorically identify MVS. The paper further reviews the main findings, illuminates core challenges associated with identifying MVS and proposes a need for future investigations to incorporate a more standardised and evidence-based approach in order to effectively identify such events.