•The UTAUT model is used to evaluate acceptance and use of a Bike Share System (BSS).•The model includes new variables relating to social class, the ban of women, and authorities’ support.•Perceived ...Safety as a new construct for UTAUT model influences intention to use a BSS.•Facilitating Conditions is the strongest factor of intention to use a BSS.•The cost of using the BSS in Mashhad does not influence acceptance of the system.
This study explores which factors influence bicycle sharing systems acceptance as a new transportation technology by identifying and describing their relationships to intention and usage behaviour. Using the latest version of technology acceptance models (UTAUT2), this study examines the effect of Performance Expectancy, Effort Expectancy, Facilitating Conditions, Social Influence, Price Value and Perceived Safety on acceptance and usage of a newly introduced bicycle sharing system in Mashhad (MBSS), Iran. The mediating effect of intention to use MBSS on the relationship between these constructs and use behaviour was examined. A total of 600 questionnaires were distributed at 128 MBSS stations of which 271 users responded. The result of a regression analysis indicated that intention to use MBSS was predicted by all the studied constructs except for Price Value, while a path analysis showed that through the Behavioural Intention, Facilitating Conditions was the only significant construct to influence Use Behaviour. Findings did not support age, income, education, and experience as moderating the relationships between the constructs and Behavioural Intention. This study recommends tracking the barriers of acceptance of bicycle sharing system by those population groups who do not use the system or use it less than the others. Moreover, findings of this study suggest improvements to Facilitating Conditions such as integration of public transport and MBSS, relocation of the stations to improve their (equity of) accessibility and, introducing motivational promotion campaigns, improving cycling social status, and improved customer service of staff may make MBSS more interesting for citizens.
All children are vulnerable to pedestrian injuries, but previous research suggests children diagnosed with ADHD may have elevated risk. Child pedestrian injury risk also increases with increasing ...traffic volume and speed. The current study examined three hypotheses: (a) Pedestrian behavior of children with ADHD is riskier than that of typically-developing children; (b) Children’s pedestrian behavior is riskier with increased traffic complexity; and (c) Pedestrian behavior of children with ADHD is influenced more by complex traffic situations than behavior of typically-developing children. A sample of 38 children ages 8–12 years, 45% diagnosed with ADHD, completed 21 virtual street-crossings, 7 in each of three levels of traffic complexity. Outcome measures included unsafe crossings, ratio of looking at traffic by time, start-delay to enter the road, time to contact with oncoming vehicles, and time waiting to cross. A repeated measure MANOVA and follow-up tests showed that all children had more unsafe crossings, shorter start-delays and shorter TTCs when exposed to increased traffic complexity compared to lighter traffic. Children with ADHD had more unsafe crossings than typically-developing children. Further, compared to typically-developing children, ADHD children had comparatively more unsafe crossings, lower time to contact and longer wait-time in more complex traffic environments. Executive function deficits among children with ADHD likely influence their behavior in complex traffic environments. Implications of the results for policy-making and preventive strategies are discussed.
•Adolescents with ADHD are poorer than adolescents with no-ADHD in driving skills.•The ADHD group drive at speed and stop less at red lights and crosswalks.•Computerized cognitive training improves ...executive functioning in adolescents with ADHD.•Driving skills of both ADHD and non-ADHD adolescents were enhanced after training.•Computerized cognitive training may improve driving skills in the pre-driving stage.
Youth with Attention Deficit Hyperactivity Disorder (ADHD) face challenges with road safety. While executive functions are developing in all young drivers, those diagnosed with ADHD have deficits in executive functions that are known to be important in driving. The aims of this study were to compare the executive functions and driving skills of adolescents identified with and without ADHD, and to evaluate whether a computerized cognitive training program is associated with improvement in executive functions (i.e., attention, working memory, inhibition) and driving skills. The hypotheses were: a) compared to a group of adolescents without ADHD, executive functions and driving skills of adolescents with ADHD will be poorer at pre-training; and b) while both groups will improve their executive function and driving skills after receiving the computerized cognitive training, the improvement will be greater in the ADHD group.
This study used a quasi-experimental pre- and post-training control group design. Thirty adolescents aged 16 to 18 years with no prior driving experience participated in the study. Half (50 %) were diagnosed with ADHD and groups were matched by age. The Integrated Visual and Auditory (IVA-2) functional test was administered to insure proper inclusion in both groups. Twelve 45-minute sessions aimed at improving executive functioning were provided to both groups with the Captain’s Log cognitive training software. Executive functioning was measured with cognitive tasks: attention with the Continuous Performance Task (CPT), working memory with the N-Back task, and inhibition with a Go/No Go task. Driving skills were appraised with a virtual reality driving task measuring speed management (mean, variability, percentage over the speed limit) and stopping (deceleration, and frequency of stopping at red traffic lights and pedestrian crosswalks). Executive functioning and driving skills were measured at pre- and post-training. Two repeated measures MANOVA were used to test the research hypotheses.
Results from the IVA-2 confirmed group membership. At pre-training, the analyses showed that the ADHD group performed more poorly than the non-ADHD group on the CPT, N-Back, Go/No Go, and driving task (higher average driving speed, higher speed standard deviation and stopping less at red lights and crosswalks). At post-training, there was a significant improvement in executive functions and driving skills in both groups. Compared to the non-ADHD group, the cognitive training program was associated with stronger improvement in executive functions for the ADHD group. However, improvement in driving skills did not differ between groups.
Results confirmed previous findings that computerized cognitive training is associated with greater improvement in executive functioning in adolescents diagnosed with ADHD than in non-ADHD individuals. Results also suggest that the training may have some potential to improve driving skills of both adolescents with and without ADHD in the pre-driving stage. Future research is recommended to examine computerized cognitive training aiming more directly to improve on-road driving performance of young ADHD individuals.
•Aggression and difficulties in emotional regulation explained driving errors.•Cognitive inhibition and attentional bias explained driving errors.•The single factor of aggression explained driving ...violations.
The present study explored whether aggression, emotional regulation, cognitive inhibition, and attentional bias towards emotional stimuli were related to risky driving behavior (driving errors, and driving violations). A total of 117 applicants for taxi driver positions (89% male, M age=36.59years, SD=9.39, age range 24–62years) participated in the study. Measures included the Ahwaz Aggression Inventory, the Difficulties in emotion regulation Questionnaire, the emotional Stroop task, the Go/No-go task, and the Driving Behavior Questionnaire. Correlation and regression analyses showed that aggression and emotional regulation predicted risky driving behavior. Difficulties in emotion regulation, the obstinacy and revengeful component of aggression, attentional bias toward emotional stimuli, and cognitive inhibition predicted driving errors. Aggression was the only significant predictive factor for driving violations. In conclusion, aggression and difficulties in regulating emotions may exacerbate risky driving behaviors. Deficits in cognitive inhibition and attentional bias toward negative emotional stimuli can increase driving errors. Predisposition to aggression has strong effect on making one vulnerable to violation of traffic rules and crashes.
•An arsenite biosensor using the co-deposition of ArOx and AuNPs on GC electrode.•Usable up to three days after GC-AuNP-ArOx electrode preparation.•A wide linear range between 101-104 nM with a ...detection limit of 5 nM.•No undesirable interference of heavy metals on the biosensor response.
An electrochemical biosensor for arsenite concentration determination is developed in this study using arsenite oxidase (ArOx). Gold nanoparticles (AuNP) were used in this study to improve the analytical characteristics of the biosensor by providing a suitable nano-environment for the enzyme activity. The enzyme and the nanoparticles were electrodeposited on the glassy carbon (GC) working electrode to prepare the GC-AuNP-ArOx electrode. The linear measurement range of the biosensor was between 101 and 104 nM, while its detection limit was obtained equal to 5 nM. The effects of enzyme concentration, pH, storage temperature, and storage time on the biosensor’s performance were investigated. Results showed that an enzyme concentration of 7 μM at the physiological pH exerted the highest biosensor response (7 μA anodic current/10 nM arsenite). No undesirable interference of heavy metals was observed on the biosensor response, and the biosensor showed excellent reproducibility compared to a conventional chemosensor.
The current study aims to investigate the aberrant driving behaviour and risk involvement of Iranian taxi drivers. The sample comprised 405 Iranian taxi drivers, who were recruited with a ...cross-sectional design, using a self-completion questionnaire survey during October and November 2016. We contribute to the literature by understanding how and to what extent the socioeconomic, demographic, driving, and aberrant driving behaviours influence risk involvement (accident involvement and traffic tickets). The validated 27-item Driver Behaviour Questionnaire (DBQ) was applied to measure aberrant driving behaviour. The results from valid observations (
= 381) explored a four-factor solution (including errors, ordinary violations, lapses, and aggressive violations) of the DBQ. The results also showed that being a single driver, having a high annual driving mileage, and a high number of daily taxi trips were positively associated with accident involvement. Furthermore, there was a positive correlation between the more ordinary violations and aggressive violations and accident involvement. Establishing better training and qualification mechanisms for taxi drivers could be considered by traffic safety experts in order to reduce ordinary and aggressive violations.
Objective: Children diagnosed with attention-deficit/hyperactivity disorder (ADHD) may have particularly high pedestrian injury risk given their deficits in attention, inhibition, and concentration. ...The aims of this study were a) to assess differences in pedestrian skill between children with ADHD and typically-developing children and b) to examine relations between pedestrian skill and attention, inhibition, and executive function among children with ADHD as well as among typically-developing children.
Methods: A sample of 50 children with mean age of 9 years participated, 56% of them diagnosed with ADHD. Children completed IVA + Plus, an auditory-visual test evaluating impulse response control and attention and then engaged in a Mobile Virtual Reality (MVR) pedestrian task to assess pedestrian skills. Parents completed the Barkley's Deficits in Executive Functions Scale-Child & Adolescents (BDEFS-CA) to rate children's executive function. Children with ADHD engaged in the experiment off any ADHD medications.
Results: Independent samples t-tests indicated significant differences between the two groups in all IVA + Plus and BDEFS_CA scores, supporting the clinical diagnoses of ADHD and the distinction between the two groups. Independent samples t-tests also indicated differences in pedestrian behavior: Children in the ADHD group had significantly higher numbers of unsafe crossings in the MVR environment. Partial correlations within samples stratified by ADHD status indicated that for both groups of children, there were positive correlations between unsafe pedestrian crossings and executive dysfunction. There were no relations between IVA + Plus attentional measures and unsafe pedestrian crossings in either group. A linear regression model predicting unsafe crossings was significant, with children with ADHD more likely to cross in a risky manner after controlling for executive dysfunction and child age.
Conclusions: ADHD children exhibited riskier street-crossing behavior in the MVR, confirming an increased risk of pedestrian injury among children with ADHD compared to typically-developing children. Risky crossing among the typically-developing children and ADHD was related to deficits in executive function. Implications are discussed in relation to parenting and professional practice.
مقدمه: آموزش مسائل جنسی به دانش آموزان یکی از موضوعاتی است که به دلیل حساسیت های فرهنگی نیازمند بحث و بررسی است. لذا هدف این پژوهش بررسی نگرش دانشجویان و مشاوران نسبت به ضرورت و محتوای تربیت جنسی می ...باشد.روش کار: این پژوهش یک بررسی کیفی با رویکرد پدیدارشناسی است. فرآیند نمونه گیری بر اساس اهداف مطالعه هدایت شد و تا رسیدن به اشباع داده ها ادامه یافت. نمونه شامل 15 دانش آموز دختر و 9 مشاور زن از دبیرستان های شهرستان قائم شهر بود. جمع آوری داده ها از طریق مصاحبه نیمه ساختاریافته و برای تجزیه و تحلیل داده ها از روش تحلیل محتوای مورس استفاده شده است.یافتهها: در طول مطالعه، شش مضمون اصلی پدیدار شد که هر کدام شامل موضوعات فرعی مشترک و منحصربهفرد بودند. مضامین اصلی شامل: 1) ضرورت ارائه آموزش جنسی، 2) الزامات تربیت جنسی زنان جوان، 3) چالش های ارائه و دریافت آموزش جنسی در خانه و مدرسه، 4) منابع مناسب اطلاعات جنسی، 5) مناسب بودن سن شروع آموزش جنسی، و 6) رویکرد آموزشی برای پرداختن به مسائل جنسی.نتیجهگیری: یافتههای این مطالعه نشان میدهد که هم دانشآموزان و هم مشاوران معتقدند که ارائه آموزش جنسی بهموقع و مناسب میتواند آسیبهای احتمالی متعددی را کاهش داده و به رفاه نوجوانان کمک کند. در نظر گرفتن مضامین ضروری آموزشی که توسط دانشجویان و مشاوران درک می شود، برنامه ریزی مؤثرتری را در این حوزه تسهیل می کند.
Celotno besedilo
Dostopno za:
DOBA, IZUM, KILJ, NUK, PILJ, PNG, SAZU, UILJ, UKNU, UL, UM, UPUK
Abstract
Objective
Child pedestrian injuries represent a global public health burden. To date, most research on psychosocial factors affecting children’s risk of pedestrian injury focused on ...cognitive aspects of children’s functioning in traffic. Recent evidence suggests, however, that emotional aspects such as temperament-based fear and anger/frustration, as well as executive function-based emotional decision making, may also affect children’s safety in traffic. This study examined the role of emotions on children’s pedestrian behavior. Three hypotheses were considered: (a) emotion-based temperament factors of fear and anger/frustration will predict children’s risky decisions and behaviors; (b) emotional decision making will predict risky pedestrian decisions and behaviors; and (c) children’s pedestrian decision making will mediate relations between emotion and risky pedestrian behavior. The role of gender was also considered.
Methods
In total, 140 6- to 7-year-old children (M = 6.7 years, SD = 0.39; 51% girls) participated. Parent-report subscales of Child Behavior Questionnaire measured temperamental fear and anger/frustration. The Hungry Donkey Task, a modified version of Iowa Gambling Task for children, measured children’s emotional decision making, and a mobile virtual reality pedestrian environment measured child pedestrian behavior.
Results
Greater anger/frustration, lesser fear, and more emotional decision making all predicted poorer pedestrian decision making. The mediational model demonstrated that pedestrian decision making, as assessed by delays entering safe traffic gaps, mediated the relation between emotion and risky pedestrian behavior. Analyses stratified by gender showed stronger mediation results for girls than for boys.
Conclusions
These results support the influence of emotions on child pedestrian behavior and reinforce the need to incorporate emotion regulation training into child pedestrian education programs.
•Both stimulant and opiate drug users show impaired driving performance.•Stimulant drug users perceive hazards less accurately than healthy non-drug users.•Stimulant drug users show insufficient ...visual search skill when perceiving hazards.•Opioid and non-drug users performed similarly in hazard perception and visual search.
Pharmacological differences among different drug classes influence human cognition, visual, and motor behavior in different ways. These differences impact driving safety, and therefore individuals who use stimulant and opioid drugs might experience different patterns in driving safety and impairment in driving performance. This study examined the effect of long-term use of stimulant drugs and of opiate drugs on driving performance, hazard perception, visual search skills and psychomotor skills related to driving.
A total of 75 individuals, including 28 predominantly stimulant users, 22 predominantly opiate users and 25 healthy non-drug users, participated. Driving performance and psychomotor skills were assessed via a 15-minute drive in a simulator; hazard perception was assessed via a computerized task; and visual search skill was assessed by eye tracking.
ANOVA analyses indicate both stimulant and opiate users drove at higher speeds and experienced more crashes than the healthy non-drug users. Stimulant but not opiate users violated red light regulations more often than the healthy non-drug users. In the hazard perception task, stimulant drug users performed more poorly than both opioid drug users and healthy non-drug users. Specifically, they had lower saccade movement scores and higher average fixation times.
Results confirm that both stimulant drug users and opiate drug users show impaired driving performance compared to healthy non-drug users. Stimulant drug users possessed poorer hazard perception skills compared to the opiate users and the control group, perhaps as a result of cognitive deficits created by the drug use.
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