Different methods of lexical access for words presented in the left and right visual hemifields

Right-handed adults were asked to identify by name bilaterally presented words and pronounceable nonwords. For words in the normal horizontal format, word length (number of letters) affected left visual hemifield (LVF) but not right visual hemifield (RVF) performance in Experiments 1, 2, 3, 5, and 6. This finding was made for words of high and low frequency (Experiment 6) and imageability (Experiment 5). It also held across markedly different levels of overall performance (Experiments 1 and 2), and across different relative positionings of short and long words in the LVF and RVF (Experiment 3). Experiment 4 demonstrated that the variable affecting LVF performance is the number of letters in a word, not its phonological length. For pronounceable nonwords (Experiment 7) and words in unusual formats (Experiment 8), however, length affected both LVF and RVF performance. The characteristics identified for RVF performance in these experiments also hold for the normal reading system. In this (normal) system the absence of length effects for horizontally formatted words is generally taken to reflect the processes involved in lexical access. Length effects in the normal reading system are thought to arise when lexical access for unusually formatted words and for the pronunciation of nonwords requires the short-term storage of information at a graphemic level of analysis. The characteristics of LVF performance indicate that horizontally formatted words presented to the right cerebral hemisphere can only achieve lexical access by a method that requires the short-term storage of graphemic information. This qualitative difference in methods of lexical access applies regardless of whether the right hemisphere is seen as accessing words in the left hemisphere's lexicon or words in a lexicon of its own.     

Attachment,temperament, and ego development in young adulthood

Attachment and temperament have each been thought to contribute to personality development; however, few empirical studies have examined the relations between the two. Thus, the purpose of this study was to investigate, in young adulthood, the relations among attachment, temperament, and two aspects of ego development, namely,overall ego development and ego development with respect tointimacy. One hundred and seven college students served as participants. Sixty one percent classified themselves as securely attached and 39% as insecurely attached. A factor analysis of the Emotionality-Activity-Sociability (EAS) Temperament Survey for Adults yielded a primary factor (labeled negative emotionality) that accounted for 41% of the variance. A regression analysis then revealed that both attachment status and temperament predicted overall ego development; however, only attachment status predicted ego development with respect to intimacy. Implications and directions for future research are discussed.     

A comparison of operant licking and lever pressing in the rat

Two groups of rats were trained on a signaled, free-operant, avoidance procedure to lick or to lever press in order to avoid shock while water-deprived or satiated and, in the case of licking, while ingesting deionized water, isotonic saline, or 10% sucrose. The most effective avoidance licking occurred while the rats were water-deprived and ingesting 10% sucrose. Water deprivation level had no effect on lever pressing for shock avoidance. Two other groups of rats were operantly conditioned to lick or to lever press for food pellets while waterdeprived or satiated and, in the case of licking, while ingesting deionized water or 10% sucrose. The most effective licking for food reinforcement occurred while the rats were water-deprived and ingesting 10% sucrose. Water deprivation level had no effect on lever pressing for food reinforcement. The data indicated that effective operant licking must be supported by factors related to water regulation and taste palatability.     

Culture of distracted driving among intra-city commercial bus drivers in Ile-Ife,South-western Nigeria

This study investigated the culture of driving distractions among commercial bus drivers in Ile-Ife, Southwestern Nigeria. The aim was to identify the most prominent non-driving activity (N-DA) causing distraction to drivers. 16 independent research assistants were engaged in naturalistic recording of 128 commercial bus drivers in the study area. Among the variables selected for observation, passenger scouting (93%), fare collection (89.8%) and money counting (75%) were found to be the frequent N-DAs in their order of importance. These variables (passenger scouting, fare collection and money counting), however, have correlations with drivers having no conductor on-board. More so, relationships existed between certain N-DAs (call making, passenger scouting, fare collection sight-seeing and money counting) and loss of concentration by drivers on one hand; and between loss of concentration and the forms the loss of concentration took. It can be concluded from the findings that driving was disrupted and uncoordinated when combined with non-driving activities.     

Different level automation technology acceptance: Older adult driver opinion

The increase in the number of older adult drivers in developed countries has raised safety concerns due to the decline in their sensory, motor, perceptual, and cognitive abilities which can limit their driving capabilities. Their driving safety could be enhanced by the use of modern Automated Driver Assistance Systems (ADASs) and might totally resolved by full driving automation. However, the acceptance of these technologies by older adult drivers is not yet well understood. Thus, this study investigated older adult drivers’ intention to use six ADASs and full driving automation through two questionnaires with 115 and 132 participants respectively in Rhode Island, USA. A four-dimensional model referred to as the USEA model was used for exploring older adult drivers’ technology acceptance. The USEA model included perceived usefulness, perceived safety, perceived ease of use, and perceived anxiety. Path Analysis was applied to evaluate the proposed model. The results of this study identified the important factors in older adult drivers’ intention to use ADASs and full driving automation, which could assist stakeholders in improving technologies for use by older drivers.     

Psychometric properties of the French version of Brief Sensation Seeking Scale (B-SSS)

IntroductionA French version of the Briefing-Sensation Seeking Scale (B-SSS) (Hoyle et al., 2002) was developed according to a process of double reverse translation.ObjectiveTwo studies were then led to validate the psychometrics properties (validity and the reliability) of this French version of the B-SSS.MethodsIn the first study, 97 participants (14–24 years old) answered the original version (in English) and the translated version (in French). In the second study, 124 participants (14–24 years) answered the French version at two times measurement. Psychometrics analyses brings together reliability indices (Cronbach's alpha and temporal stability) and concurrent validity indices.ResultsFor both studies, Cronbach alphas were used to assess internal consistency, while intraclass coefficients (ICC) demonstrated temporal stability. In the second study, Pearson correlations between the French version and the ImpSS supported concurrent validity. Reliability is acceptable in the first study (α = .601 in, 674; ICC = .550–.895) and satisfactory in the second study (α = .734–.755; ICC = .650–.948). Pearson's correlation of the French version of the B-SSS and the ImpSS varies between .658 and .754.ConclusionPsychometrics properties of the French version of the B-SSS show that this scale can be used to measure sensation seeking with teenagers and for young adults.     

On-road study investigating the mode of feedback delivery on young drivers’ speed management

Feedback has been shown to be instrumental in learning. Refining how it is delivered in driver training has the potential to reduce crash risk. Therefore, the aim of the present study was to examine the effect of the medium in which feedback is delivered (verbal, written, graphical) on young drivers’ speed management behaviour. Sixty young drivers, randomly allocated to one of four feedback groups (i.e., Control, Verbal feedback, Written feedback, and Graphical feedback) completed one training and two test drives using an instrumented vehicle on-road. After the first (baseline) drive, participants were provided feedback about the number of times they exceeded the speed limit, their maximum speed, as well as the financial penalties associated with such driving behaviour, and safety implications. The content of feedback remained the same for all training groups, except for the manner in which the feedback was presented. Verbal feedback was provided verbally by the researcher; written feedback on paper; and graphical feedback using a series of graphs on a computer screen. Control received no such intervention. Two test drives followed, one immediate post-training, and the second one week post-training. Feedback, irrespective of medium improved young drivers’ speed management. Verbal and graphical feedback yielded the greatest reduction in speeding behaviour, with graphical feedback having the most impact in the two speed zones under examination (50 km/h & 80 km/h). Control showed the poorest speed management behaviour in all drives. These findings have important implications for the development of a new approach to improve young drivers’ speed management behaviour.     

Distracted driving caused by voice message apps: A series of experimental studies

Hand-free voice message apps are frequently used by young people while driving. Previous studies have identified voice message apps as a common source of driving distraction. To quantitatively evaluate the factors contributing to driving distractions, three simulated driving experiments were designed using a dual-task experimental paradigm. In Experiment 1, participants completed several common tasks related to voice messages in WeChat with or without manual operations (perceptual-motor distraction). Experiments 2 and 3 further took into consideration the cognitive distraction level, measured by task difficulty and task frequency. The results showed that, in comparison with undistracted driving, the perceptual-motor distraction related to voice message app use significantly (ps < 0.05) weakened young drivers’ driving performance with respect to the standard deviation of lateral position (SDLP) between two cars (0.24 m), response time (0.21 s) and error rate (0.12) to turning lights, and collision percentage (0.54%), similar to the effects induced by non-voice-based apps. There were also significant differences (ps < 0.05) between driving with secondary tasks with and without continuous manual operations in the SDLP between two cars (0.19 m) and in the response time (0.18 s) and error rate (0.10) to turning lights, which indicates that the distracting effect produced by voice-message apps comes from the related manual operations. The effects of cognitive distraction on driving performance mainly depended on task difficulty level. High-difficulty secondary tasks via a voice message app significantly (ps < 0.05) weakened the driving performance in response time (by 0.13 s and 0.13 s compared to low-difficulty and baseline conditions, respectively) and error rate (by 0.07 and 0.07 compared to low-difficulty and baseline conditions, respectively) to turning lights and collision percentage (by 0.90% and 0.80% compared to low-difficulty and baseline conditions, respectively). The findings provide a theoretical reference for analysing the distracting components of voice messages and suggest that drivers should limit the use of these kinds of apps during driving.     

Dual-task decrements in driving performance: The impact of task type,working memory,and the frequency of task performance

Driving while carrying out another (secondary) task interferes with performance, though the degree of interference may vary between tasks and individual drivers. In this study, we focused on two potentially interrelated individual difference variables that may play a role in determining dual-task interference: working memory capacity and the driver’s experience with the relevant secondary task. We used a driving simulator to measure interference, comparing single-task performance (driving alone) with driving performance during three secondary tasks: conversing on a handsfree cellphone, texting, and selecting a song on a touchscreen Mp3 player. Drivers also rated the difficulty of driving while carrying out each secondary task. For the individual difference variables, working memory was measured using the Operation Span test (OSPAN), and experience was assessed in terms of self-reported daily driving exposure and exposure to the relevant secondary tasks (frequency, duration). Overall, we found evidence of dual-task interference, though interference varied between tasks; the texting and Mp3 tasks produced significantly more interference than handsfree cellphone conversation. For the texting and Mp3 song selection tasks, interference was apparent in terms of increased steering variability, but for the Mp3 task there was also compensatory slowing, with drivers slowing down while carrying out the task. OSPAN performance and daily driving exposure were both covariates in predicting the amount of dual-task interference. However, our results suggest that in all but two cases, both involving the texting task, the effects of the OSPAN and the driving and secondary task exposure variables were independent rather than interrelated.     

Student driver propensity to engage with distractions – a self-report survey

This paper reports a survey of engagement with, and ratings of, driver distraction, for undergraduate student drivers. Survey data was collected using an anonymous online questionnaire. 530 respondents contributed to the survey during a seven-year data collection period.Results indicate that the three internal-to-vehicle behaviours rated as most distracting when driving were ‘writing text messages’, ‘internet use’, and ‘reading text messages’. The three most frequently undertaken distractions were, ‘(interactions with) adults’, ‘daydreaming’, and ‘eating, drinking or smoking’. Considering external-to-vehicle distractions, the top three rated were ‘environmental conditions’, ‘unexpected objects or events’, and ‘animals behaving unexpectedly’; while the most frequently experienced external distractions were ‘people (behaving normally), ‘busy roads’ and ‘official signage’. Some evidence was found that internal-to-vehicle distractions were relatively more distracting than external-to-vehicle ones, along with limited findings showing significant variation in the amount of engagement with distractions over time. Significant predictive models for engagement with distraction were calculated (for both work-related and non-work-related driving) and found to be broadly in agreement with previous research, although accounting for less variance in the models. Significantly greater engagement with distractions was found during non-work-related driving, when compared to work-related.The data present a picture of ongoing and substantial engagement with distracting behaviours for this population over the data collection period. For example, on a daily or weekly basis, more than three-fifths of respondents reported willingness to read text messages with the vehicle in motion; while just under half indicated that they typically write text messages in the same circumstances. However, the findings do offer some promise that interventions targeted towards non-work-related driving behaviours may be effective to reduce volitional engagement with distractions.