Cognitive restructuring treatment: A controlled trial with anxious patients

Cognitive restructuring, modified systematic desensitization and a combined treatment (cognitive behaviour modification) were compared with a no-treatment control group, using a simple randomized design. Twenty seven general anxiety out-patients selected from the hospital waiting list were used as subjects. Assessments were made at the beginning and end of treatment, and at follow-up 1 month later. The assessments included two subjective anxiety measures, the Zung self-rating anxiety scale and fear thermometer scores, a behavioural anxiety measure, a measure of cognitive anxiety as estimated by a diary recording of thinking time, fear survey schedule scores and I/E scores.Cognitive behaviour modification was found to be a superior form of treatment, relative to the no-treatment control and the other active treatment groups as assessed by FSS intensity score. The cognitive behaviour modification group showed greater improvement than the cognitive restructuring group on the diary anxiety scores. The results also demonstrated a relationship between outcome and initial severity of condition. The higher the subjects' initial scores on neurotic symptoms and subjective anxiety level, the greater the degree of positive change after treatment. Moreover, subjects with high levels of internal control prior to treatment responded most to therapy.     

Differences in cycling performance of Dutch and non-Dutch students in the Netherlands

Thirty-seven young adult participants completed a bicycle ride through the city of Groningen. Behaviour of Dutch and non-Dutch cyclists was compared in three conditions: on a control track (i.e. a one-way bicycle path), on a complex intersection, and on a roundabout. Basic bicycle control of the two groups did not differ, neither did reported invested mental effort. However, non-Dutch participants made more serious errors in the experiment and reported to have had more crashes previous to the experiment. It is concluded that the performance of non-Dutch cyclists who continue cycling upon arrival in a new country, does not differ on the control level, but at the higher manoeuvre level more performance errors were observed in the non-Dutch group.     

Distraction while driving: The case of older drivers

As the impairment of older drivers is especially found in perception and attention, one could assume that they are especially prone to distraction effects of secondary tasks performed while driving. The aim of the study was to examine the effect of age on driving performance as well as the compensation strategies of older drivers under distraction. 10 middle-aged and 10 older drivers drove in a simulator with and without a secondary task. To assess driving performance the Lane Change Task (Mattes, 2003) was used. This method aims at estimating driver demand while a secondary task is being performed, by measuring performance degradation on a primary driving-like task in a standardized manner. The secondary task – a self-developed computer-based version of “d2 Test of Attention” was presented both with and without time pressure. The results show that older participants’ overall driving performance (mean deviation from an ideal path) was worse in all conditions as compared to the younger ones. With regard to lane change reaction time both age groups were influenced by distraction in a comparable manner. However, when the lane keeping performance (standard deviation of the lateral position) was examined, the older participants were more affected than the younger ones. This pattern could be explained by compensation strategies of the older drivers. They focused on the most relevant part of the driving task, the lane change manoeuvres and were able to maintain their performance level in a similar way as did younger drivers. The driving performance of the older participants was not additionally impaired when the secondary task imposed time pressure. Overall, subjective rating of driving performance, perceived workload and perceived distraction was found to be similar for both age groups. The observed trends and patterns associated with distraction while driving should contribute to the further research or practical work regarding in-vehicle technologies and older drivers.     

Information processing components of substitution test performance

Although substitution tests have been included in tests of intelligence for years, the underlying abilities they measure have still not been clearly determined. This study used componential analysis to investigate the information-processing components underlying substitution test performance. The bases of sex and age differences were also of interest. One hundred subjects from each of three age groups (9–11, 18–25, and 60–89 years) were tested.The componential analysis found that substitution tests measure perceptual speed and, to a lesser extent, memory ability and writing speed. The component “Stimulus Orientation, Response Initiation, and Execution” was related to substitution test performance in the sample of children and the sample of older adults but not in the sample of younger adults. Verbal ability was not significantly related to substitution test performance in the two younger samples but was strongly related to substitution performance in the oldest sample. Although females outperformed males on the Symbol Digit Test, males did as well as females on the computerized tasks. Apparently, sex differences in substitution test performance cannot be explained by the components of the test measured here.     

The holophrastic hypothesis: Conceptual and empirical issues

A conceptual distinction is drawn between a structural and a functional version of the holophrastic hypothesis. The structural version of this hypothesis views the single-word utterances of children as implicit expressions of either syntactic or semantic structural relations, while the functional version views each of these utterances as consisting of a single lexical item which is used for a particular communicative function. The arguments which have been proposed in favour of these two versions of the hypothesis are critically examined in the light of the empirical evidence which is currently available. It is concluded that this evidence only supports the functional version of the holophrastic hypothesis, there being no evidence available to support the interpretation of children's single-word utterances as implicit expressions of either syntactic or semantic relations.     

Use of Level 1 and 2 driving automation on horizontal curves on interstates and freeways

Little is known about how the actual use of Level 1 and 2 driving automation systems may be affected by geometric road characteristics in naturalistic driving environments. This study examined the use of these systems on horizontal curves on interstates and freeways. It used travel data collected in a field operational test conducted with two 2016 Land Rover Range Rover Evoque vehicles equipped with adaptive cruise control (ACC) and two 2017 Volvo S90 vehicles equipped with ACC and Pilot Assist (PA). Logistic regression models estimated changes in the likelihood of ACC use associated with horizontal curvature in the Evoque vehicles, and of PA and ACC use in the S90 vehicles, while accounting for traffic conditions. Drivers were less likely to drive with ACC or PA on as horizontal curves became sharper. In the Evoque vehicles, the likelihood of using ACC was 71.6% lower on the sharpest category of horizontal curves (those with a degree of curvature>2.5 degrees per 100 feet of arc or a radius smaller than 2,292 feet), compared with straight road segments or the flattest horizontal curve category (those with a degree of curvature <= 1.5 degrees per 100 feet of arc or a radius no <3,820 feet). In the S90 vehicles, the likelihood of using PA and ACC declined 74.6 and 66.3%, respectively, on the sharpest curves. Many driving automation systems face challenges on horizontal curves, even within their operational design domain. Future implementations that improve functionality may enhance driver experience and boost drivers’ confidence in these systems, which should increase their use and maximize the safety benefits these systems might offer.