Postoperative Cognitive Dysfunction Versus Complaints: A Discrepancy in Long-Term Findings

This review describes the discrepancy in findings between postoperative cognitive performance and postoperative cognitive complaints long time after an operation under general anesthesia. Shortly (from 6 hr to 1 week) after an operation a decline in cognitive performance is reported in most studies. However, long time (from 3 weeks to 1–2 years) after an operation this is rarely found although some patients are still reporting cognitive complaints. In general this kind of research is suffering from severe methodological problems (use of insensitive tests, lack of control groups, lack of parallel tests, different definitions of cognitive decline). However, these problems cannot totally explain the discrepancy in findings in the long term. Thus, there are patients who have persistent cognitive complaints long time after an operation, that cannot be measured with cognitive tests. More psychological factors such as fixation on short-term cognitive dysfunction, mood, coping style, and personality are possible explanations for these cognitive complaints in the long term. As a consequence, these factors should be a topic in future research elucidating the persistence of these cognitive complaints long time after an operation under general anesthesia.     

Queuing or sharing? A critical evaluation of the single-bottleneck notion

The model of a single central bottleneck for human information processing is critically examined. Most evidence cited in support of the model has been observed within the overlapping tasks paradigm. It is shown here that most findings obtained within that paradigm and that were used to support the model are also consistent with a simple resource model. The most prominent findings are the millisecond-for-millisecond slope at the left of the RT2-SOA curve, the high RT1-RT2 correlation, the additivity of the effects on RT2 of SOA and of the difficulty of selecting R2, and the washout of the effect of S2 discriminability on RT2 in a dual-task condition. In addition, the asymmetry of the effects of the dual-task requirement on RT1 and RT2 can be accounted for by the resource model provided that it assumes uneven allocation of resources, which is quite reasonable in view of the task asymmetry inherent in the demand characteristics of the paradigm. The same is true for two other findings that appear to support the single-bottleneck model-that in the dual-task condition, the demand of the first task affects equally RT1 and RT2 and that its effect on RT1 is the same as the corresponding effect in the single-task condition. Furthermore, the single-bottleneck model is hard to reconcile with a negative slope at the left of the RT1-SOA curve or a positive slope at the left of the IRI-SOA curve, unless augmented by ancillary assumptions that are yet to be substantiated. Representative data were fit by each of the models using its optimal set of parameters. Both models achieved quite good degrees of fit. It is further argued that since the overlapping tasks paradigm is heavily biased in favor of a speedy reaction to the stimulus that appears first, it is nonoptimal for testing the central bottleneck model. Finally, the bottleneck model is examined in terms of other scientific criteria.     

Effects of competitive reward distribution on auditing and competitive responding

This study allowed subjects to audit each other's responding during a series of competitive contests. Six pairs of female college students competed in 3-min contests in which the competitive response was a knob pull. A sum of money was divided using a proportional distribution or a 100%/0% reward distribution. In the proportional distribution, a subject's proportion of the sum was her proportion of the total number of responses. Also, in every contest either subject could make a response that would end the contest prematurely and give both subjects the same amount: a sum equal to 33% of the competitive total. Each subject could press either or both of two audit buttons that displayed her own and the other's response total for 10 s. Results replicated earlier findings in showing the superiority of the proportional distribution in total number of competitive responses made. No subject audited continuously, and only 1 audited most of the time. Most audits were interpersonal, including both own and other's scores. Auditing typically was more frequent in 100%/0% contests in which subjects were more likely to stop the contest when they were far behind. Winners were more likely to audit than were losers. Competitive response rates increased when the differences revealed by audits were small and decreased when they were large. Overall audit patterns were consistent with the view that feedback as "news" is more often sought when it can lead to improved outcomes.     

Sport bodies: An examination of positive body image,sport-confidence,and subjective sport performance in Jamaican athletes

Guided by the Sport-Confidence Model, this study examined the associations among a positive body image, sport-confidence, and sport performance evaluations. Using a cross-sectional design, a purposive sample of 314 Jamaican athletes (male = 70.7%; $M_{age}$ = 22.85; SD = 4.89) completed measures of body and functionality appreciation, sport-confidence, and subjective sport performance. Results from path analysis provided evidence for good model-data fit. Body (B = 9.03, p < .001) and functionality (B = 4.93, p = .036) appreciation exerted direct effects on sport-confidence. Sport-confidence exerted a direct effect on sport performance evaluations (B = 0.09, p < .001). Body (B = 0.79, CI_95% [0.44, 1.17]) and functionality (B = 0.43, CI_95% [0.05, 0.92]) appreciation exerted indirect effects on sport performance evaluations through sport-confidence. Results indicate that supporting the development of a positive body image in athletes may contribute to feelings of sport-confidence and positive performance outcomes.     

Driving errors,estimated performance and individual characteristics under simulated and real road traffic conditions – A validation study

BackgroundThe suitability of driving simulators for the prediction of driving behaviour in road traffic has been able to be confirmed in respect of individual assessment parameters. However, there is a need for overarching approaches that take into account the interaction between various influencing factors in order to establish proof of validity. The aim of this study was to explore the validity of our driving simulator in respect of its ability to predict driving behaviour based on participants‘ observed driving errors and driver’s individual characteristics.Method41 healthy participants were assessed both in a Smart-Realo-Simulator and on the road. By means of linear modelling, the correlation between observed driving errors was investigated. In addition, the influence of self-reported and externally assessed driving behaviour as well as individual parameters (education and training; driving history) were analysed.ResultsBy including these factors, 58% of the variance could be explained. For observed driving errors, a relative validity was established. For self-reported and externally assessed driving behaviour, an absolute to relative validity emerged. The amount of time spent in education and training proved to have a significant influence on driving performance in the simulator, but not on the road.DiscussionIn general, our results confirmed the validity of our driving simulator with regard to observed and self-reported driving behaviour. It emerged that education and training as potential indicators of cognitive resources played a differential role regarding the study conditions. Since real road driving is considerably automated in experienced drivers, this result suggests that simulation-related behavioural regulation is challenged by additional cognitive demands as opposed to behavioural regulation extending to real road driving. However, the source of these additional cognitive demands remains currently elusive and may form the subject of future research.     

Disengagement from driving when using automation during a 4-week field trial

IntroductionA small body of research on the real-world use of commercially available partial driving automation suggests that drivers may struggle with or otherwise lapse in adequately monitoring the system and highway environment, and little is known about key issues such as how behavior associated with system use changes over time. The current study assessed how driver disengagement, defined as visual-manual interaction with electronics or removal of hands from the wheel, differed as drivers became more accustomed to partial automation over a 4-week trial.MethodsTen volunteers drove a Volvo S90 with adaptive cruise control (ACC), which automates speed and headway, and Pilot Assist, which combines ACC and continuous lane centering. Instrumentation captured automation use, secondary task activity, hands-on-wheel status, vehicle speed, and GPS location during all trips.ResultsThe longer drivers used the Pilot Assist partial automation system, the more likely they were to become disengaged, with a significant increase in the odds of observing participants with both hands off the steering wheel or manipulating a cell phone relative to manual control. Results associated with use of ACC found comparable or lower levels of disengagement compared to manual driving as the study progressed.DiscussionThis study highlights concerns about vehicle control and the degree to which drivers remain actively in the loop when using automation. Calls for implementing more robust driver monitoring with partial automation appear warranted—particularly those that track head or eye position.     

What is the role of narcissism in the relationship between impulsivity and driving anger expression?

The contributing factors of aggressive driving have been studying in the last decades. Both impulsivity and narcissism are associated with aggressive driver behaviors. Although the role of these two factors were examined in the same studies, the combined role of these two factors hasn’t been studied yet. To understand the combined effect of them, in the present study, the moderated mediation model for examining the relationships of narcissism, impulsivity, and aggressive driver behavior was developed and tested. Three hundred and four participants completed an online survey battery comprised of Demographic Information Form, Five-Factor Narcissism Inventory-Short Form, Barrat Impulsiveness Scale- Short Form, and Driving Anger Expression Inventory. The moderated mediation analyses were conducted using PROCESS macro developed by Hayes and Preacher (2013). The results revealed that only the relationship between vulnerable narcissism and the use of vehicle to express anger is mediated by attentional impulsiveness. Also, this relationship is moderated by grandiose narcissism. In detail, grandiose narcissism moderates the direct effect of vulnerable narcissism on attentional impulsivity and also the direct effect of attentional impulsivity on the use of vehicle to express anger. Theoretical and practical implications of these findings and recommendations for future studies are discussed.     

Effect of time pressure on steering control of the drivers in a car-following situation

The current study focused on analyzing steering control of the drivers during a car-following situation under increasing time pressure conditions. A driving simulator experiment was conducted on ninety-two participants to assess steering performance measures. Five different steering control measures: Variability in Steering Angle (VSA), Steering Reversal Rate (SRR), Steering Speed (SS), Stability of Steering Control (SSC), and Maximum Steering Swerve (MSS) were examined under No Time Pressure (NTP), Low Time Pressure (LTP), and High Time Pressure (HTP) driving conditions. Repeated measures ANOVA (for continuous data) and Friedman’s test (count data) with post-hoc analysis and Generalized Estimating Equation (GEE) modeling technique were used to investigate the influence of time pressure and different predictor variables. The statistical analysis showed that time pressure driving conditions significantly affected steering control of the drivers. The pairwise comparison of time pressure conditions revealed that HTP significantly affected most of the steering control measures as compared to LTP. Further, a GEE model also exhibited similar results where steering control measures were substantially influenced by HTP as compared to LTP. Moreover, in addition to time pressure conditions, demographic characteristics showed significant influence on steering control measures. The GEE model results showed that female drivers performed 13% more steering corrections (5° SRR) which led to better SSC by 124.44% than male drivers. Additionally, it was discovered that young-aged and experienced drivers took extra steering efforts to control lateral position of the vehicle by increasing 53.50% SS and 1% SRR compared to middle-aged and inexperienced drivers. The findings from the current study revealed that drivers undergo fast and abrupt steering maneuvers under time pressure conditions. The research approach demonstrated in the current study can be beneficial to discriminate minimum requirement of steering efforts and set-up threshold values for various steering evasion techniques to control and maintain safe lateral position during car-following maneuvers.     

Avoidance and personal and occupational quality of life in French people with driving anxiety

Driving anxiety can have a significant impact on one’s quality of life, particularly for those who experience intense levels. However, to date there are limited data about the perceived impact of driving anxiety on occupational life, and driving anxiety remains under-researched in France. To address this gap, an online survey assessing self-reported driving anxiety, how it manifests and its links with some aspects of personal and occupational life was designed. The survey was administered in France to respondents who identified as experiencing driving anxiety. Responses were obtained from 304 people aged 18 years or older. In the sample, 32.2%, 44.7% and 23% respectively reported mild, moderate and extreme levels of driving anxiety. In the extremely anxious group, males were under-represented, whereas people aged 35–44 and unlicensed drivers were over-represented. People who were unemployed (excluding students and retired people), reported that their anxiety had been a barrier to getting a job and a high percentage of these respondents had also previously considered leaving a position because of their anxiety. Respondents also reported their anxiety had a negative impact on their perceived quality of life in general. People who categorised as extremely anxious reported a negative impact four times higher than those in the mildly anxious group.The results highlight for the first time the perceived impact of driving anxiety on daily and occupational life in a French population. Further, the results demonstrate the importance of distinguishing between moderately and extremely anxious drivers as the intensity level has differential impacts on personal and work life quality.     

Can prosocial attitude reduce the risk behavior in simulated driving?

High traffic density may lead to more traffic accidents because of more frequent lane change and overtaking behaviors, but drivers with different characteristics may exhibit different driving behaviors. The present study explored the difference in driving behaviors between drivers with a high/low prosocial attitude under high/low traffic density. In this study, a 2 (high/low prosocial attitude) *2 (high/low traffic density) mixed design was used to investigate the interaction between prosocial attitude and traffic density on lane change and overtaking behavior. The implicit association test paradigm was used to measure prosocial attitude, and drivers were divided into two groups. Forty subjects were asked to complete simulated driving tasks under the two conditions of high and low traffic density, and driving behaviors were recorded by driving simulators. The results show that high traffic density leads to more lane change and overtaking behavior. Drivers with a high prosocial attitude have better driving performance under both high and low traffic density, but drivers with a low prosocial attitude maintain a smaller transverse distance from adjacent vehicles in high traffic density, which may increase risk. This study provides support for the selection, training and intervention of professional drivers.