Relationships between self-concept and achievement

This study is based on a multifaceted and hierarchical model of self-concept and explores the relationships between the various facets of self-concept and academic achievement. The model of self-concept has general self-concept at the apex, then academic self-concept, presentation of self, and social self-concept. There are 7 third-order factors: achievement, ability, and classroom self-concepts (academic), physical self-concepts (social). Further, there are four specific-subject and peer and family self-concepts (social). Further, there are four specific-subject self-concepts. The argument proposed in this study is that the relations between achievement and the facets of academic self-concept are greater than the relations between achievement and presentation of self and social self-concept. This argument is not rejected. Adolescents consistently evaluate themselves across various academic subjects, but there are no relationships between achievement and other aspects of the self.     

The impact of a dedicated lane for connected and automated vehicles on the behaviour of drivers of manual vehicles

Connected and automated vehicles (CAVs) are expected to enhance traffic efficiency by driving at shorter time headways, and traffic safety by shorter reaction times. However, one of the main concerns regarding their deployment is the mixed traffic situation, in which CAVs and manually driven vehicles (MVs) share the same road.This study investigates the behavioural adaptation of MV drivers in car-following and lane changing behaviour when they drive next to a dedicated lane (DL) for CAVs and compares that to a mixed traffic situation. The expectation is that in a mixed traffic situation, the behavioural adaptation of MV drivers is negligible due to lower exposure time and scarce platoons, while concentrating the CAVs on one dedicated lane may cause significant behavioural adaptation of MV drivers due to a higher exposure time and conspicuity of CAV platoons.Fifty-one participants were asked to drive an MV on a 3-lane motorway in three different traffic scenarios, in a fixed-base driving simulator: (1) Base, only MVs were present in traffic, (2) Mixed, platoons of 2–3 CAVs driving on any lane and mixed with MVs, (3) DL, platoons of 2–3 CAVs driving only on a DL. The DL was recognizable by road signs and a buffer demarcation which separated the DL from the other lanes. A moderate penetration rate of 43% was assumed for CAVs.During the drives, the car following headways and the accepted merging gaps by participants were collected and used for comparisons of driving behaviour in different scenarios.Based on the results, we conclude that there is no significant difference in the driving behaviour between Base and Mixed scenarios at tested penetration rate, confirming our research expectation. However, in DL scenario, MV drivers drove closer to their leaders specially when driving on the middle lane next to the platoons and accepted shorter gaps (up to 12.7% shorter at on-ramps) in lane changing manoeuvres. Dedicating a lane to CAVs increases the density of CAV platoons on one lane and consequently their conspicuity becomes higher. As a result, MV drivers are influenced by CAV platoons on a DL and imitate their behaviour.The literature suggests that dedicating a lane to CAVs improves the traffic efficiency by providing more possibilities for platooning. This study shows that implementing such a solution will affect the driving behaviour of human drivers. This should be taken into consideration when evaluating the impacts of dedicated lanes on traffic efficiency and traffic safety.     

Reduced approach motivation following nonreward: Extension of the BIS/BAS scales

The current study describes the development and validation of a new subscale to be used with the BIS/BAS scales (Carver & White, 1994). This subscale measures lowered approach motivation following nonreward. Factor analysis of the new subscale was carried out within a sample of 308 University students, test–retest reliability was established within a sample of 62 individuals, and construct validity was explored in a sample of 86 individuals by comparing scores on the new subscale with those on an existing self-report measure of apathy and on a behavioural measure of persistence. Reliability and validity of the new frustrative nonreward responsiveness subscale was found to be adequate within the populations studied. The findings are discussed in relation to theoretical accounts of BAS and BIS sensitivity.     

Assessing the feasibility of the theory of planned behaviour in predicting drivers’ intentions to operate conditional and full automated vehicles

Guided by the Theory of Planned Behaviour (TPB), this study examined the beliefs underpinning, and feasibility of the factors in predicting, individuals’ intentions to use a conditional (Level 3) automated vehicle (AV) and a full (Level 5) AV. Australian drivers (N = 505) aged 17–81 years (Mean age = 33.69, SD = 18.79) were recruited and completed a 20 min online survey which featured both quantitative and qualitative items. For the quantitative data, two linear regressions revealed that the TPB standard constructs of attitudes, subjective norm, and perceived behavioural control (PBC) accounted for 66% of the variance in intentions to use a conditional AV and 68% of the variance in intentions to use a full AV. Of the TPB constructs, attitudes and subjective norms were significant positive predictors of future intentions to use conditional and full AVs. For the qualitative data, some differences emerged for the underlying behavioural beliefs that underpinned intentions to use conditional and full AVs. For example, having beliefs about control over the conditional AV was identified by many participants as an advantage, while not being in full control of the full AV was identified as a disadvantage. For underlying control beliefs, participants identified similar barriers for both vehicle types, including; high costs, lack of trust, lack of control over the vehicle, lack of current legislation to support the mainstream introduction of these vehicles, and concerns of safety for self and for other road users when operating AVs. Overall, these findings provide some support for applying the TPB to understand drivers’ intended use of AVs. However, while the current study showed that the constructs of attitudes and subjective norms might reflect intended use of AVs, more research is required to further examine the role of PBC. Additionally, the findings provide initial insights into the underlying behavioural and control beliefs that may motivate drivers to use AVs and highlight the similarities and differences in drivers’ perceptions towards two levels of vehicle automation.     

The prevalence of cognitive disengagement in automobile crashes

The current study analysed crashes identified in a large-scale naturalistic driving database to assess the prevalence of cognitive disengagement (i.e., purely cognitive distraction and mind wandering/microsleep) or episodes wherein the driver did not look away from the roadway during secondary task completion or wherein another clearly observable contributing crash factor was not present, and the driver's reaction to the crash showed symptoms of cognitive disengagement. The study found that <1% (95% CI [0.45, 1.66]) of higher severity crashes had a potential contributing crash factor of mind wandering/microsleep; ~1.5% (95% CI [0.83, 2.32]) had a potential contributing factor of purely cognitive distraction. The results suggest a relatively low prevalence of cognitive disengagement among automotive crashes compared with visual/manual secondary tasks. However, the current methodology is limited in that it does not account for instances where cognitive disengagement, in combination with other factors, may have led to crashes, potentially leading to conservative estimates.     

Prevalence and treatment of Chronic Fatigue Syndrome/Myalgic Encephalomyelitis and co-morbid severe health anxiety

Chronic Fatigue Syndrome/Myalgic Encephalomyelitis (CFS/ME) is a debilitating condition that affects 0.2–0.4% of the population. Health focussed anxiety is common across medical conditions, and may be relevant in CFS/ME. This study sought to identify the prevalence and impact of health anxiety (HA) in CFS/ME and evaluate the effectiveness of Cognitive Behavioural Therapy for HA in CFS/ME. Cross-sectional questionnaire methods and case-series design were used to achieve study aims. Analysis indicated that 41.9% of the CFS/ME clinic sample experienced threshold levels of health anxiety, which was associated with elevated symptom severity across several dimensions. Stepwise multiple regression indicated physical functioning and depression accounted for 23.8% of variance in fatigue; depression, fatigue and HA, accounted for 32.9% of variance in physical functioning. Large effect sizes and clinically significant changes were generated in the treatment study. HA is common in CFS/ME and likely to exacerbate fatigue and physical functioning. This study identifies HA as an important target for treatment, trial findings should be further replicated on a larger scale.     

Competence,equipment and behavioural adaptation on Norwegian winter roads: A comparison of foreign and Norwegian HGV drivers

There seems to be a widespread view that foreign lorry drivers’ lack of competence on Norwegian roads, especially related to winter driving, is a significant safety problem. It has, however, been suggested that foreign heavy goods vehicle (HGV) drivers perform better than expected on Norwegian winter roads, as they feel less safe than Norwegian drivers, and adapt by driving slower and more carefully. The aim of the present paper is twofold. First, we examine whether foreign HGV drivers in Norway actually have poorer competence on, training for, experience with and equipment for winter driving than Norwegian HGV drivers. Second, we discuss whether the expected negative effect of these safety challenges is mitigated, as foreign HGV drivers adapt their behaviours. We use four data sources to shed light on the aims: (1) interviews, (2) roadside inspections, (3) small-scale survey and (4) towing incidents. Our data support the hypothesis about behavioural adaptation, indicating that foreign HGV drivers experience winter driving as more difficult or unsafe, as they have supposedly less suitable vehicles and equipment, less experience, training and competence for winter driving. They are therefore more likely to get stuck while driving uphill on winter roads, supposedly as they drive more carefully and slower than Norwegian HGV drivers. Norwegian HGV drivers feel safer and more confident while driving on winter roads, because of their equipment and their experience.     

Individual differences in adult attachment: Disentangling two assessment traditions

The goal of this paper was to disentangle the contributions of type of measurement and relational domain to the lack of concordance between adult attachment measures. Eighty-six college students completed the Adult Attachment Interview (AAI) and self-reported measures of attachment security adapted to their relationships with four different relational partners. Results showed that whereas the AAI main dimensions were unrelated to self-reports relative to any partner, reports of attachment security with different partners were interrelated. Further, very few of the AAI State of Mind scales related to self-reported attachment security, but the AAI Experience scales did relate to self-reports in a theoretically consistent manner. Finally, the AAI scales of Idealization and Lack of Recall correlated positively with self-reported attachment when controlling for experiences reported on the AAI. The results suggest that a fundamental distinction between adult attachment measures could be the degree of automaticity of the constructs tapped, and that attachment self-reports may be biased by defensive information-processing strategies among dismissing individuals.     

Contextual interference processing during fast categorisations of facial expressions

We examined interference effects of emotionally associated background colours during fast valence categorisations of negative, neutral and positive expressions. According to implicitly learned colour–emotion associations, facial expressions were presented with colours that either matched the valence of these expressions or not. Experiment 1 included infrequent non-matching trials and Experiment 2 a balanced ratio of matching and non-matching trials. Besides general modulatory effects of contextual features on the processing of facial expressions, we found differential effects depending on the valance of target facial expressions. Whereas performance accuracy was mainly affected for neutral expressions, performance speed was specifically modulated by emotional expressions indicating some susceptibility of emotional expressions to contextual features. Experiment 3 used two further colour–emotion combinations, but revealed only marginal interference effects most likely due to missing colour–emotion associations. The results are discussed with respect to inherent processing demands of emotional and neutral expressions and their susceptibility to contextual interference.     

Experiences of Patients in Cognitive Behavioural Group Therapy: A Qualitative Study of Eating Disorders

The aim of this study was to investigate whether there was a difference in skin conductance response between 2 groups of military personnel when exposed to emotionally neutral and charged stimuli. The 2 groups were a combat experience group (n?=?10) with prior experience of emotionally charged war situations and a comparison group (n?=?10) with no such experience. Results showed that the comparison group reacted more strongly to exposure to both charged and neutral pictures than did the combat experience group, regardless of exposure time. The results are discussed in terms of emotional numbing and differences in anxiety state between the 2 groups.