Targeted nudging for speeding behavior: The influence of interpersonal characteristics on responses to in-vehicle road nudges.

Road carnage is one of the most fatal and expensive global issues today. Many solutions have been implemented to minimize it, but most are costly and unreliable. Therefore, in this study, nudges were used as a reliable and inexpensive tool to affect safe driving behavior which, in turn, may reduce road fatalities. To optimize the use of nudges, we suggested that responses to nudges - in a similar manner to responses to other stimuli - may vary by interpersonal characteristics, so that different nudges may lead to more accurate and reliable reactions in different sub-populations in a predictable manner. To test these assertions, we collected a sample of 200 participants, both men and women, ages 17.5 to 83 years. We measured different interpersonal characteristics that included both demographic information (e.g., age, gender, years with a driver's license) and different personality traits. We then assessed responses to nudges using a simulator that was specially designed for this study, in which participants are asked to adjust their speed as they see fit while they watched a video shot from a driver's perspective of the forward roadway. Over the course of the video, a different nudge was displayed for each subject and their response latency and speeds were recorded for further analysis. We were able to observe several interesting phenomena: responses to a reminder nudge and a negative reinforcement nudge were faster than responses to a social norm nudge. However, the latter showed a longer-term impact. The responses to the social norm interventions were also more variable, demonstrating that high neuroticism is linked to decreased response to social norm nudges, a picture that is repeated in men compared to women. Contrarily, conscientiousness was linked to a faster and more reliable response to the social norm nudge, and the gender effect was eliminated for men with high conscientiousness. Moreover, parenthood was found to increase the response to all nudges and was protective against the effects of high sensation-seeking, which led to more road violations. These findings may be tested using modern technology, which can facilitate the measurements of personal traits and verify the reliability of responses to nudges. Therefore, the current study suggests nudge personalization may be beneficial in improving the use of nudges on the road.

Comparison of Health Behaviors of Healthcare Workers and the General Public in Israel: A Cross-Sectional Survey.

Healthcare workers (HCWs) are role models and advisors for promoting health behaviors among their patients. We conducted a cross-sectional survey to identify and compare the health behaviors of 105 HCWs and 82 members of the Israeli public. Of 13 health behaviors examined, undergoing screening tests, getting influenza vaccines and smoking were significantly different between the HCWs and the public. Further comparison between physicians and other HCWs (e.g., nurses, physiotherapists, dieticians) showed that the physicians reported the least favorable health behaviors: having less than 7 h of sleep, being less likely to eat breakfast, having greater alcohol consumption and being least likely to undergo regular screening tests. Analysis of a composite healthy lifestyle score (which included 11 health behaviors) showed statistically significant differences among the three groups (p = 0.034): only 10.6% of the physicians had a high healthy lifestyle score compared to the other HCWs (34.5%). In conclusion, the HCWs and the public report suboptimal health behaviors. Beyond the concern for HCWs' personal health, their health behaviors have implications for the health of patients and the general public, as they play an important role in health promotion and counseling. HCWs' suboptimal "health profile" mandates implementing policies to improve their knowledge of recommended health behaviors, primarily targeting physicians, even at an early phase of their professional journey.

Developing machine-learning-based models to diminish the severity of injuries sustained by pedestrians in road traffic incidents.

An essential step in devising measures to improve road safety is road accident prediction. In particular, it is important to identify the risk factors that increase the likelihood of severe injuries in the event of an accident. There are two distinct ways of analyzing data in order to produce predictions: machine learning and statistical methods. This study explores the severity of road traffic injuries sustained by pedestrians through the use of machine-learning methodology. In general, the goal of the statistician is to model and understand the connections between variables, whereas machine learning focuses on more intricate and expansive datasets, with the aim of creating algorithms that can recognize patterns and make predictions without being explicitly programmed. The ability to handle very large datasets constitutes a distinct advantage of machine learning over statistical techniques. In addition, machine-learning models can be adapted to a wide range of data sources and problem domains, and can be utilized for numerous tasks, from image identification to natural language processing. Machine-learning models may be taught to recognize patterns and make predictions automatically, minimizing the need for manual involvement and enabling rapid data processing of enormous quantities of data. The use of new data to retrain or fine-tune a machine-learning model allows the model to adapt to changing conditions and enhances its accuracy over time. Finally, while non-linear interactions between variables can be difficult to predict using conventional statistical techniques, they can be recognized by machine-learning models. The study begins by compiling an inventory of features linked to both the accident and the environment, focusing on those that exert the greatest influence on the severity of pedestrian injuries. The "optimal" algorithm is then chosen based on its superior levels of accuracy, precision, recall, and F1 score. The developed model should not be regarded as fixed; it should be updated and retrained on a regular basis using new traffic accident data that mirror the evolving interplay between the road environment, driver characteristics, and pedestrian conduct. Having been constructed using Israeli data, the current model is predictive of injury outcomes within Israel. For broader applicability, the model should undergo retraining and reassessment using traffic accident data from the pertinent country or region.

Driving safety among Israeli military physicians in combat units.

OBJECTIVE: The objective of this study was to characterize driving safety and the factors affecting it among physicians in combat units in the Israel Defense Forces (IDF), who have high workloads and substantial sleep deprivation, which could influence driving safety. METHODS: This cross-sectional study included physicians in combat units who had a personal vehicle equipped with an advanced driver assistance system (ADAS). The study outcomes included events such as drowsy driving or falling asleep while driving, as well as motor vehicle accidents (MVAs), obtained from self-reports from digital questionnaires, and objective ADAS driving safety scores. Sleep hours, burnout scores (Maslach Burnout Inventory), combat activity levels, and demographic characteristics were obtained through digital questionnaires, and their effects on the outcomes were analyzed. RESULTS: Sixty-four military combat unit physicians were included in the study. No differences in drowsy driving, MVAs, or ADAS scores were found between the 2 combat activity level groups. The results showed that 82% of participants reported dozing off while driving, and this was positively correlated with accelerations (ß = 0.19; P = .004) and negatively correlated (adjusted R2 = 21%) with hours of sleep (ß = -0.28; P = .001). Eleven percent reported experiencing MVAs, none of whom required hospitalization. The mean ADAS safety score was 87.17 ± 7.54, and this was positively correlated with the cynicism score (ß = 1.45; P = .04; adjusted R2 = 4.7%). No association between dozing off/falling asleep while driving and the reported MVAs was found (P = .10 and P = .27, respectively). CONCLUSION: Physicians in combat units have a low incidence of MVAs and high ADAS scores. This may be attributed to the high safety climate enforced in military units. However, the high rate of dozing off while driving highlights the importance of addressing driving safety in this population.

An online hazard prediction test demonstrates differences in the ability to identify hazardous situations between different driving groups.

Previous research has found that the traditional approach to measuring hazard perception, as used by the UK Government, does not necessarily transfer well to other countries. The speeded response times of a hazard perception test were susceptible to threshold bias, differentiating drivers according to cultural background more than driving experience. An alternative method - the hazard prediction test - appears to mitigate these problems when used across different countries. The current study applies the hazard prediction methodology to a new cultural context (Israel), delivered via an online platform. A further innovation was to include both hazardous and non-hazardous trials allowing measures of criterion and sensitivity parameters of the Signal Detection Theory to be calculated.In total, 74 participants (43 experienced and 31 novices) watched 26 hazard prediction clips that had been filmed in Tel Aviv (Israel), 13 of which contained cues to genuine hazards. Each hazardous clip was occluded prior to the hazardous situation fully materialising, though with sufficient evidence that any participant who was looking in the right place at the right time would be able to correctly identify the unfolding hazard. Participants were first asked to identify whether there was a hazard (a binary decision), and then to predict how the traffic situation was going to develop by choosing one of four options provided after each video.As hypothesised, experienced drivers outperformed novices in the multiple-choice prediction question, provided that they had correctly identified that the clip contained a hazard in the first question. Novices were poor at selecting the correct multiple-choice option, regardless of whether they correctly identified that the clip contained a hazard. Both driving experience and hazard sensitivity significantly predicted multiple-choice accuracy, though criterion did not. The newly developed online test was successful in differentiating between experienced and novice driver groups for accuracy in prediction. These results support the roll-out of the hazard prediction methodology across different countries. Practitioner summary: This study provides new insights into how to develop an online hazard prediction test suitable for international export. The results suggest that this newly developed test is successful in differentiating between experienced and novice drivers. This raises the possibilit y of assessing and training drivers on a global scale.

Examining the relationship between impaired driving and past crash involvement in Europe: Insights from the ESRA study.

Driving under the influence of alcohol, drugs and fatigue are all important factors of crash causation. Exploring the link between driver attitudes and crash involvement provides understanding on these important issues. To that end, questionnaire answers of car drivers disclosing their attitudes on the impacts of driving under the influence of alcohol, drugs and fatigue, and their relationship with past crash involvement as car drivers were analysed. A two-step approach is adopted: Principal Component Analysis (PCA) was employed to consolidate relative questions in numeric factor quantities. Afterwards, binary logistic regression was implemented on the calculated component scores to determine the impact of perspectives of road users for each factor on past crash involvement of car drivers. Data from the international ESRA2015 survey were utilized. PCA indicated that it is possible to meaningfully merge 29 ESRA2015 questions relevant to driving under the influence of alcohol, drugs and fatigue into 8 informative components accounting for an adequate percentage of variance. Binary logistic analysis indicated that components involving overall personal and communal acceptance of impaired driving, overall and past year personal behaviour towards impaired driving and frequency of typical journey checks by traffic police were all quantities positively correlated with past crash involvement.

Effects of Brief Guided Imagery on Female Patients Diagnosed with Fibromyalgia: An Exploratory Controlled Trial.

OBJECTIVES: To evaluate the effect of Brief Guided Imagery (BGI) on patients suffering chronic, fibromyalgia-related pain. BACKGROUND: Fibromyalgia is characterized by chronic pain and accompanied by fatigue, depression, sleep problems, decreased daily functioning, and a lack of energy, thus negatively impacting daily functions, mental and physical health, and quality of life. DESIGN: An exploratory, controlled trial. SETTING: The study was conducted at Clalit Health Services (CHS) Physiotherapy Institute, Jerusalem, Israel and approved by the CHS IRB (0015-com2-16). METHODS: Thirty-seven female patients diagnosed with fibromyalgia were alternatively allocated to an intervention group 1 (IG1) including 18 patients, or a control group (CG) including 19 patients. Following the first BGI trial, the 16 remaining participants in CG became intervention group 2 (IG2), and 13 patients completed the trial. OUTCOME MEASURES: All patients completed a Brief Pain Inventory pain questionnaire and an SF-36 satisfaction questionnaire, before and after the intervention. RESULTS: The findings of this study are encouraging. Training in BGI was found to be related to significant improvement in pain management, general activity, mood, walking ability, routine work, relationships with others, sleep and enjoyment of life. Significant improvements were found for overall pain, as well as for mood and quality of life. CONCLUSIONS: We see a trend of improvement following BGI, but more research is needed to investigate this technique. Significant improvements were found for overall pain, as well as for mood and quality of life. We recommend adding BGI to treatment plans for patients suffering chronic, fibromyalgia-related pain. While other guided imagery methods last up to 20 minutes per session, BGI is innovative since only two minutes are required to obtain a positive effect on chronic pain and quality of life measures.

Secondary traumatic stress, vicarious posttraumatic growth and their association in emergency room physicians and nurses.

Background: Emergency room personnel are indirectly exposed to many traumas. Few studies have examined secondary traumatic stress in emergency room nurses and only a single study examined emergency room physicians. The extent of vicarious post-traumatic growth, i.e., the growth associated with such trauma, has also hitherto not been examined in emergency room personnel. Objective: Our first goal was to examine secondary traumatization in both emergency room nurses and physicians. Our second goal was to examine vicarious post-traumatic growth in emergency room personnel. Finally, we also address the association (linear and curvilinear) between secondary traumatization and vicarious traumatic growth. Methods: A questionnaire comprising demographic variables, secondary traumatic stress and vicarious post-traumatic growth was administered electronically to a sample of emergency room personnel from the Wolfson Hospital, Holon, Israel. Results: There were no differences between nurses and physicians in overall secondary trauma or vicarious post-traumatic growth levels. For physicians, there was both a linear and a curvilinear association between secondary trauma and vicarious post-traumatic growth; for nurses, there was no overall association. Further sub-group analyses revealed that emergency room nurses with low workload, in conjunction with low work experience, did show a linear association. Conclusion: Results indicate that while vicarious post-traumatic growth is linked to secondary traumatic stress for emergency room physicians, it is not so for nurses. Theoretical implications concerning the role of trauma symptoms in vicarious post-traumatic growth are discussed. Clinical implications are raised regarding the identification of excessive secondary traumatic stress levels and the need for interventions to both decrease stress levels, and to increase vicarious post-traumatic growth levels.

Antecedentes: El personal de las salas de emergencia está indirectamente expuesto a muchos traumas. Pocos estudios han examinado estrés traumático secundario en enfermeros en salas de emergencia y sólo un estudio en médicos de salas de emergencia. La envergadura del crecimiento vicario postraumático, es decir, el crecimiento asociado con tal trauma, hasta ahora tampoco ha sido estudiado en el personal de salas de emergencia.Objetivo: Nuestro principal objetivo fue examinar la traumatización secundaria tanto en médicos como enfermeros de salas de emergencia. Nuestro segundo objetivo fue estudiar el crecimiento vicario postraumático en el personal de salas de emergencia. Finalmente, abordamos también la asociación (lineal y curvilínea) entre traumatización secundaria y crecimiento vicario postraumático.Métodos: Se administró electrónicamente un cuestionario a una muestra del personal de salas de emergencia del Hospital Wolfson, Holon, Israel, abarcando variables demográficas, estrés traumático secundario y crecimiento vicario postraumático.Resultados: No hubo diferencias en general en trauma secundario o crecimiento vicario postraumático entre enfermeros y médicos. Para los médicos, hubo una asociación tanto lineal como curvilínea entre trauma secundario y crecimiento vicario postraumático; para enfermeros, no hubo asociación en general. Análisis adicionales de subgrupos revelaron que los enfermeros de salas de emergencia con baja carga laboral, en combinación con baja experiencia laboral, mostró una asociación lineal.Conclusiones: Los resultados indican que mientras el crecimiento vicario postraumático está asociado a trauma secundario en médicos de salas de emergencia, no ocurre así para el caso de los enfermeros. Se discuten implicaciones teóricas en relación al rol de los síntomas traumáticos en el crecimiento vicario postraumático. Surgen implicaciones clínicas que involucran la identificación de niveles excesivos de estrés traumático secundario y la necesidad de intervenciones para disminuir los niveles de estrés; y además, aumentar los niveles de crecimiento vicario postraumático.

Parental Post-traumatic Stress Disorder Symptoms Are Related to Successful Aging in Offspring of Holocaust Survivors.

A fascinating, yet underexplored, question is whether traumatic events experienced by previous generations affect the aging process of subsequent generations. This question is especially relevant for offspring of Holocaust survivors (OHS), who begin to face the aging process. Some preliminary findings point to greater physical dysfunction among middle-aged OHS, yet the mechanisms behind this dysfunction need further clarification. Therefore, the current studies assess aging OHS using the broad-scoped conceptualization of successful aging, while examining whether offspring successful aging relates to parental post-traumatic stress disorder (PTSD) symptoms and offspring's secondary traumatization symptoms. In Study 1, 101 adult offspring (mean age = 62.31) completed measures of parental PTSD, secondary traumatization, as well as successful aging indices - objective (medical conditions, disability and somatic symptoms) and subjective (perceptions of one's aging). Relative to comparisons and OHS who reported that none of their parents suffered from probable PTSD, OHS who reported that their parents suffered from probable PTSD had lower scores in objective and subjective measures of successful aging. Mediation analyses showed that higher level of secondary traumatization mediated the relationship between parental PTSD and less successful aging in the offspring. Study 2 included 154 dyads of parents (mean age = 81.86) and their adult offspring (mean age = 54.48). Parents reported PTSD symptoms and offspring reported secondary traumatization and completed measures of objective successful aging. Relative to comparisons, OHS whose parent had probable PTSD have aged less successfully. Once again, offspring secondary traumatization mediated the effect. The findings suggest that parental post-traumatic reactions assessed both by offspring (Study 1) and by parents themselves (Study 2) take part in shaping the aging of the subsequent generation via reactions of secondary traumatization in the offspring. The studies also provide initial evidence that these processes can transpire even when offspring do not have probable PTSD or when controlling offspring anxiety symptoms. Our findings allude to additional behavioral and epigenetic processes that are potentially involved in the effect of parental PTSD on offspring aging, and further imply the need to develop interdisciplinary interventions aiming at promoting successful aging among offspring of traumatized parents.

Driving violations and health promotion behaviors among undergraduate students: Self-report of on-road behavior.

INTRODUCTION: The purposes of this study are to characterize Israeli undergraduate students' driving violations in the terms of problem behavior theory and to identify whether there is any relationship between driving violations and health risk behaviors, daring behaviors, excitement seeking, and health promotion behaviors. METHODS: This study is based on a structured self-reported anonymous questionnaire distributed to undergraduate students in an academic institution. The sample included 533 undergraduate students (374 females and 159 males). The mean age was 23.4 (SD = 1.4, range = 5). RESULTS: A higher prevalence of self-reported driving violations was found among males in comparison to females. All substance use measures were positively related to driving violations; for example, use of cigarettes (OR = 4.287, P <.001) and water pipes (odds ratio [OR] = 3.000, P <.001) as well as binge drinking (OR = 5.707, P <.001) and regular cannabis smoking (OR = 5.667, P <.001) raise the probability of committing rare driving violations. The strongest predictive factors for the frequent driving violations group were alcohol consumption-related variables: binge drinking (OR = 2.560, P <.01) and drunkenness (OR = 2.284, P <.05). Strong odd ratios were also found between the frequent driving violations group and selling or dealing drugs (12.143, P <.001), and stealing something valuable (13.680, P <.001). The strongest predicted variable for the rare driving violations group was physical confrontation due to verbal disagreement (3.439, P <.05) and the concept that selling or dealing drugs is socially acceptable (2.521, P <.05). The probability of executing rare driving violations was higher for subjects who reported intense physical workout regimens (OR = 1.638, P <.05). CONCLUSIONS: Problem behavior theory succeeded in explaining health risk behavior and driving violations. This study shows that bachelors tend to be more involved in risk behaviors, such as substance use, excitement-seeking behaviors, and daring behaviors and are active physically and thus constitute a risk group for driving violations. As such, intervention resources should be directed toward this group.

Mental Pain and Suicidal Tendencies in Sexual and Physical Abuse Victims.

We examine differential effects of mental pain and suicidal tendencies in female victims who have been sexually and physically abused, hypothesizing that sexual abuse victims report more mental pain and suicidal tendencies than physical abuse victims. A group of 98 women completed questionnaires that measured mental pain, suicidal tendencies and thoughts, and demographic details. Sexual abuse victims suffered more mental pain than physical abuse victims while the physical abuse victims demonstrated more repulsion by life than sexual abuse victims. Only sexual abuse victims demonstrated less attraction to life and only physical abuse victims showed more attraction to death.

Risk factors in road crossing among elderly pedestrians and readiness to adopt safe behavior in socio-economic comparison.

This research examines the Health Promotion Behavior (HPB) models regarding elderly pedestrians' behaviors and attitudes. We studied cognitive-psychological variables, such as risk estimation, self-efficacy and demographic variables and compared elderly pedestrians' attitudes and behaviors in a city with higher socio-economic level (Tel Aviv) versus a city with low socio-economic level (Beer Sheva). We expected to find more problematic behaviors among elderly pedestrians in the low socio-economic city compared to the high socio-economic city, and also less feeling of self-efficacy, and lessened awareness of the risks, that leads to lessened willingness to adopt preventive behaviors. The research was conducted in two studies. The first study was based on observations on 2591 pedestrians in six similar crosswalks in both cities. It revealed that pedestrians in the high socio-economic city demonstrated safer road crossing patterns than in the low socio-economic city and that elderly pedestrians reveal safer crossing patterns than younger pedestrians. We found an interaction of location and age due to greater gap of safe behaviors of elderly and young pedestrians in the high socio-economic city than in the low socio-economic city. In Tel Aviv elderly adhere to the crossing rules much more than the young while in Beer Sheva elderly and young people are almost similar in their crossing patterns. The second study used questionnaires that have been completed by 143 elderly in both cities. The questionnaires referred to (a) demographic variables such as gender, age, marital status, education, socio-economic level, (b) variables related to the affiliation to the main culture such as migration, date of migration, knowledge in Hebrew (local language) and connectivity to media and (c) cognitive as well as psychological variables related to the decline to adopt healthy behaviors based on Schwarzer and Fuchs (1995). This part also indicated that elderly in Tel Aviv have higher awareness of risk factors on the road and their limitations as elderly pedestrians. The HPB (Pender, 1996) emphasizes the role of risk perception as a predictor of willingness to adopt preventive strategies. Moreover, elderly pedestrians in Beer Sheva compared to those in Tel Aviv estimated their ability to cross safely the streets as higher.

Driving experience moderates the effect of implicit versus explicit threat priming on hazard perception test.

Due to the controversial evidence regarding the efficacy of threat campaigns on driving behavior, we addressed the effects of explicit vs. implicit threats. As in other areas of advertisements, we hypothesized that an implicit threat would be more effective, i.e., generate more anxiety than an explicit threat. Furthermore, we hypothesized that such effects would be moderated by driving experience: more experienced drivers when threatened will rely on driving skills and perform in a less cautious manner vs. less experienced drivers who have not yet acquired these skills, and therefore will tend to calm their fear by exercising more caution. Driving behavior in this experimental design was addressed by the Hazard Perception (HP) task. Results were as expected. Anxiety was higher under implicit vs. explicit threat. HP scores however were overall the same for both groups. Implicit priming generated less-cautious behavior in high-experienced drivers while generating more caution for less-experienced drivers. Demonstrating in a single experiment all three driving patterns following threat, namely, no change in driving behavior (whole sample), more cautious driving behavior (less-experience) and less cautious behavior (more-experience), potentially comprises an important step in resolving the aforementioned disparity concerning effects of threat campaigns on driving behavior.

Hazard perception test for pedestrians.

RESEARCH GOAL: This research was aimed to construct and develop a unique system for training of pedestrians - children, adults and older persons - to cross streets safely and especially to detect successfully on-road hazards as pedestrians. For this purpose, an interactive computerized program has been inspired by the format of the popular HPT (hazard perception test) for drivers. METHODS: The HPTP (hazard perception test for pedestrians) includes 10 pairs of video clips that were filmed in various locations but had a similar hazardous element. The clips presented potentially dangerous crossing scenarios such as a vehicle merging from the right side of the road from the perspective of the pedestrian who is trying to cross the street. The participants were asked to press the spacebar key every time they identified an approaching hazard. The participants were instructed to use the arrow keys for moving the viewing panel to the left or to the right in order to enlarge the field of view accordingly. Totally, 359 participants took part. Adults, children, and elders were assigned to two practice groups and three control groups in a 3 (age groups)×5 (experimental groups) design. One practice group underwent pretest, practice, discussion and posttest, the second experimental group through pretest, practice and posttest, one control group that underwent posttest only, the second control group underwent pretest, discussion and posttest and the third control group underwent both pretest and posttest. FINDINGS: The most important finding was that children and adults who underwent practice received higher scores in the posttest compared to the pretest. Also, children who underwent practice increased their use of the arrow keys in the posttest compared to the pretest. Across conditions men scored higher than women on the HPTP, and used the keys more often. Age differences were found, with adults scoring being the highest, followed by children and the older persons.

Compliance with traffic laws by traffic police officers, non-traffic police officers, and civilian drivers.

OBJECTIVE: The policy of a public organization, such as police, may shape the norms and the behavior of the citizens. In line with this, police officers are expected by the public to comply with traffic laws and serve as an example for the citizenry. This study used on-site observations of civilian and police driver, comparing police officers' compliance with traffic laws to that of civilians. METHODS: We compared driver compliance with traffic laws for drivers in 3 groups of vehicles: traffic police cars, non-traffic police cars, and civilian cars. Four hundred sixty-six vehicles were observed and compared by vehicle type and whether a uniform was worn by the driver. We observed safety belt usage, signaling before turning, cellular phone usage, and giving way to traffic (measured by merging time). RESULTS: We found evidence that generally drivers in police cars use seat belts while driving more that drivers in civilian cars do. In particular, more traffic police car drivers used seat belts than non-traffic police car drivers do. In addition, drivers in civilian cars and non-traffic police cars waited longer periods of time before merging right into traffic compared to traffic police car drivers. CONCLUSIONS: Our findings supported the notion that on-duty police officers, and traffic police officers in particular, adhere more closely to traffic laws compared to civilian drivers. As the general public compliance with traffic laws is affected by the police perceived legitimacy, the publication of these results can both boost public cooperation with the police and encourage police officers to continue providing positive role models to the public.

Effectiveness evaluation of simulative workshops for newly licensed drivers.

The current study set to examine the effects of simulator use in driving instruction on newly licensed drivers, comparing the road safety knowledge and reported intended behavior, as well as the actual driving performance of new drivers. Participants consisted of 280 newly licensed driver, of which 140 whose drivers license training included additional simulator-based lessons, and 140 drivers whose training precluded simulator-based lessons. All drivers answered questionnaires pertaining to their intended safe driving behaviors (according to Ajzen's (2000) theory of planned behavior), and to their traffic safety knowledge. Of the initial sample, 40 drivers received actual driving performance evaluation by an expert driving instructor, as well as by in-vehicle data recorders (IVDRs). We assumed that safer drivers report safer driving intentions, demonstrate greater traffic safety knowledge, evaluated as safer drivers by the driving instructor, and display lower and stable driving parameters on the IVDRs. We hypothesized that theoretical driving studies combined with practical training on simulators will elevate the safety level of novices driving. Hierarchical regression analyses on driving intentions indicated that drivers who did not receive simulator-based lessons demonstrated safer driving intentions compared to drivers who received simulator-based lessons. This pattern possibly indicating the drivers who received simulator-based lessons felt more confident in their driving abilities compared to drivers who did not receive simulated training. No significant difference was found in traffic safety knowledge, or in the evaluation of the expert driving instructor. IDVR data comparisons indicated drivers who received simulator-based lessons braked more often and were less prone to headway events, suggesting a more responsive driving style. These findings do not point to any significant advantage or disadvantage of the current simulator-based driving training over other driving training methods.

Body image among victims of sexual and physical abuse.

This study tries to understand the differences in body experience between victims of sexual abuse and physical abuse. Ninety-eight women completed questionnaires that measured personal information, body-image aberration, body sensitivity and control, and body investment. Findings indicated that victims of sexual abuse demonstrate less body maintenance and protection in addition to greater injury to body sensitivity and control than victims of physical abuse. Moreover, comparing victims of sexual abuse to physical abuse, findings revealed that only victims of sexual abuse report body-image aberrations. Thus, sexual and physical abuse should be addressed discretely because each has differential effects on bodily attitudes of victims.

Vehicle impoundment regulations as a means for reducing traffic-violations and road accidents in Israel.

The vehicle impoundment sanction in Israel is applicable to several violations, and authorizes police officers to impound a vehicle for period of 30 days, in addition to license suspension. This study examined the effects of vehicle impoundment on traffic-violations and road accidents in Israel, using both subjective and objective measures. A telephone survey was administered to 378 impounded drivers, examining their knowledge and support of the impoundment penalty, as well as the impoundment's effect on their daily life and subsequent driving behaviors. Survey results indicated most impounded drivers did not recognize the violations to which impoundment applies. Respondents described the impoundment experience as one, which interfered with a variety of daily life aspects, and eventually lead them to the adoption of safer driving behaviors. Additionally, data analysis of police records was performed on 1549 impounded drivers and 1354 controls with matching violations performed prior to the application of the impoundment regulation, comparing accident and traffic-violations involvement in the subsequent year. Results indicated that impoundment failed to yield a significant effect over subsequent accident involvement, compared to previous sanctions. A comparison of subsequent traffic-violations indicated lower rates of violations following impoundment as compared with previous sanctions. Specifically, drivers whose vehicle was impounded were less likely to commit traffic violations in the following year than drivers subjected to other sanctions. The results are explained according to psychological behavioral theories of punishment effectiveness. These findings provide further support for impoundment as a deterrent for several traffic-violations.

Misjudging their own steps: why elderly people have trouble crossing the road.

OBJECTIVE: The aim of this study was to test whether elderly individuals underestimate the time that it will take them to cross a street by comparing estimated with actual road-crossing time. BACKGROUND: In many developed countries, elderly people are overrepresented among pedestrian fatalities from motor vehicle accidents. There is surely more than one contributing factor to this phenomenon, and many have been offered. We propose that one additional factor may be that although older people are consciously aware that they no longer walk at the same pace as they once did, they do not take this fact into consideration when planning a street crossing. METHOD: We compared the ability of young and old pedestrians to estimate the time that it will take them to cross a street, using both prospective and retrospective time estimation. RESULTS: A significant interaction was found between age group and crossing time. Among elderly participants, actual crossing times were significantly longer than both their precrossing estimation and their postcrossing estimation, which did not significantly differ from each other. In contrast, the undergraduate group's crossing times did not display a significant difference across measurements. CONCLUSION: This study implies that even if older pedestrians correctly evaluate the road situation, they may nonetheless endanger themselves by underestimating the time that it will take them to cross the street.We suggest that minimizing this effect could be accomplished by educating seniors to the fact that they are not as fast as they once were and that this fact needs to be factored in to street-crossing decisions.