Developmental neuropsychological assessment of 4- to 5-year-old children born following Preimplantation Genetic Diagnosis (PGD): A pilot study

The purpose of this pilot study was to evaluate developmental neuropsychological profiles of 4- to 5-year-old children born after Preimplantation Genetic Diagnosis (PGD). Twenty-seven participants received a neurological examination and a battery of neuropsychological assessments including Wechsler Preschool & Primary Scale of Intelligence - Third Edition (WPPSI-III; cognitive development), Preschool Language Scale, Fourth Edition (PLS-4; language development), Wide Range Assessment of Visual Motor Abilities (visual motor abilities), Childhood Autism Rating Scales II (a screening test for autistic spectrum disorders), and the Miles ABC Test (ocular dominance). Parental questionnaires included the Behavior Rating Inventory of Executive Function Preschool Version (BRIEF-P; executive function), Child Behavior Checklist (CBCL) and the Carey Temperament Scales Behavioral Style Questionnaire (socioemotional development and temperament), and the Vineland Adaptive Behavior Scales, Interview Edition, Second Edition (general adaptive behavior). Subjects’ tests results were compared to each test’s norms. Children born after PGD demonstrated scores within the normal or above-normal ranges for all developmental outcomes (mean ± SD): WPPSI-III-VIQ 107.4 ± 14.4 (p = .013), PLS-4-Total 113.2 ± 12.4, p < .001), CBCL-Total 41.1 ± 8.6 (p < .001), BRIEF-P-Global Executive Composite 44.8 ± 9.5 (p = .009). Twelve (44%) of the PGD children had a significant difference between their VIQ and PIQ scores (compared to 27% in the general population). One subject was found to show possible signs of autistic spectrum disorder, although a family history of autism was noted. In conclusion, in this pilot study, children assessed at age 4–5 years and conceived after PGD displayed developmental neuropsychological outcomes within normal limits as compared to their chronologic peers. A larger study is needed to evaluate and follow the neuropsychological development of children born after PGD.     

The influence of age on the take-over of vehicle control in highly automated driving

The growing proportion of older drivers in the population plays an increasingly relevant role in road traffic that is currently awaiting the introduction of automated vehicles. In this study, it was investigated how older drivers (⩾60 years) compared to younger drivers (⩽28 years) perform in a critical traffic event when driving highly automated. Conditions of the take-over situation were manipulated by adding a verbal non-driving task (20 questions task) and by variation of traffic density. Two age groups consisting of 36 younger and 36 older drivers drove either with or without a non-driving task on a six-lane highway. They encountered three situations with either no, medium or high traffic density where they had to regain vehicle control and evade an obstacle on the road. Older drivers reacted as fast as younger drivers, however, they differed in their modus operandi as they braked more often and more strongly and maintained a higher time-to-collision (TTC). Deterioration of take-over time and quality caused by increased traffic density and engagement in a non-driving task was on the same level for both age groups. Independent of the traffic density, there was a learning effect for both younger and older drivers in a way that the take-over time decreased, minimum TTC increased and maximum lateral acceleration decreased between the first and the last situation of the experiment. Results highlight that older drivers are able to solve critical traffic events as well as younger drivers, yet their modus operandi differs. Nevertheless, both age groups adapt to the experience of take-over situations in the same way.     

From anticipation to behavioral intention: Insights into human processing of multiple retrieval cues in road traffic

Anticipation in road traffic enables safer and more comfortable driving. Anticipatory driving is achieved through effective retrieval of prior driving-relevant knowledge using mental models and appropriate cues. Knowing when and which retrieval cues have a critical impact on the anticipation process and how information compatibility affects anticipation can be the basis for supporting people in anticipating and appropriate behavior in road traffic.For generating in-depth insights into the processing of retrieval cues, a video-based experimental study was conducted combining specific compatible and incompatible retrieval cues in urban driving scenarios. From a driver's perspective, participants were asked to anticipate in a two-step approach (measuring low and high certainty anticipation) whether a vehicle ahead would enter their lane or turn onto another street due to a lane blockage ahead. Further, they choose their preferred behavioral intention (accelerate, decelerate or maintain speed). In general, drivers strived for coherent situation representation, and in this process, multiple retrieval cues influenced anticipation in different ways. Participants were more likely to be consistent in their anticipation response. That is, they tend to follow their first intention (equivalent low and high certainty anticipation for either lane change or turn) even in the presence of incompatible stimuli. Inconsistent compared to consistent anticipation responses, however, led to reduced subjective confidence, and in part to increased criticality. Not only anticipation but also intended behavior was influenced by retrieval cues. In accordance, the anticipation of others' behaviors can be considered a predictor of specific intended behavior in road traffic.     

A cluster randomized trial to evaluate need-supportive teaching in physical education on physical activity of sixth-grade girls: A mixed method study

ObjectiveThe purpose of this study was to evaluate the efficacy of need-supportive teaching in physical education on girls' daily moderate-to-vigorous physical activity using a mixed method evaluation.Methods507 sixth-grade girls aged 9–14 years of 33 single-sex physical education classes participated in the cluster randomized control trial. During the 16-week intervention period, trained teachers conducted enhanced physical education lessons which were designed based on self-determination theory. In a randomized process, independent researchers using a computer-based algorithm allocated classes to the trial groups (IG n = 19 classes, CG n = 14). These lessons were subject to repeated systematic observations. The students' perceptions of basic psychological need support and satisfaction in physical education were measured using repeated self-report questionnaires. Students' daily moderate-to-vigorous physical activity (MVPA) was assessed by accelerometry. Semi-structured interviews provided a deeper understanding of how purposively sampled focus groups perceived teacher behavior in physical education. After a separate analysis of qualitative and quantitative data, results were merged to investigate the intervention's efficacy and treatment fidelity.FindingsThroughout the school year, the girls' MVPA levels decreased in both groups. Girls who reported their complete physical activity data had a lower body mass index than girls who reported no, or only one or two sets of physical activity data. Results of mixed measures converge on the finding that the teachers in the intervention group provided slightly stronger need support than the control teachers, however, intervention components were not delivered consistently. Therefore, a significant intervention effect on daily MVPA could not be quantified. Autonomy satisfaction significantly predicted MVPA.ConclusionQualitative insights of teaching behavior in PE underlined the importance of need support and revealed structural barriers, which compromised the implementation quality.Trial registrationEthics Committee of the Technical University of Munich 155/16S; Bavarian Ministry of Education IV.8-BO6106/52/12.FundingGerman Research Foundation grant DE2680/3-1.     

How to nudge drivers to reduce speed: The case of the left-digit effect

To decrease the negative consequences of a road crash, even a small reduction in driving speeds can make a significant difference. We examined the possible application of the left-digit effect as a nudge to reduce road speed. In the marketing field, this effect is based on reporting price tags that are characterized by a low leftmost number and a high rightmost number (e.g., a price tag of €14.99 rather than €15.00). We applied the same strategy to improve road safety. Participants were college students (43.75% female, mean age = 24.06 years in Study 1; 50% female, mean age = 23.53 years in Study 2) who were asked to drive in a simulator on a route that had both usual unmodified road signs (e.g., 50 km/h) and the same road signs increased or decreased by one unit (e.g., 49, 51 km/h). We compared the average median speeds in road segments with unmodified road signs with those in road segments with the corresponding modified signs. The average median speeds in the presence of a sign modified by the reduction of 1 km/h were significantly lower compared with the median average speeds recorded with unmodified signs. We showed that the application of psychological insights can reduce driving speeds and therefore increase road safety.     

Antecedents of consumer loyalty in ride-hailing

The rise of the sharing economy has remarkedly shifted consumers’ traffic behaviour, which gave rise to successful start-up businesses, such as Uber and Grab, that offer innovative transport alternatives through car and ride sharing. This study investigates consumers’ traffic attitudes and behavioural responses to on-demand ride-hailing. Using structural equation modelling, our survey findings showed that price consciousness, perceived usefulness, ease of use, safety risk and customer value exert significant influences on word-of-mouth (WOM), a manifestation of attitudinal loyalty towards ride-hailing. Contrary to findings in previous studies, our study found insignificant effects of personal innovativeness, subjective norm and perceived privacy security on WOM. In addition, although environmental consciousness is a predictor of WOM, its significant effect on WOM is negative. WOM is found to significantly impact purchase intention which is an indicator of behavioural loyalty. By identifying the antecedents of consumer loyalty in ride-hailing, this study provides recommendations for the ride-hailing ecosystem to generate more sustainable urban transport solutions.     

Adaptation of the safe driving climate among friends scale in Chinese drivers and its associations with risky driving behaviours

The present study aimed to adapt the Safe Driving Climate among Friends Scale (SDCaF) to Chinese drivers and to examine its reliability and validity. Three hundred and sixty drivers aged from 18 to 24 years old were asked to complete the SDCaF and the Risky Driving Behaviour Scale. A confirmatory factor analysis (n = 360) was conducted to examine the factorial structure of the SDCaF. The validity of the scale was then evaluated by examining the associations between the SDCaF factors, risky driving behaviours and traffic violations. The CFA results showed that the model fit of the Chinese version of the scale (SDCaF-C) was acceptable. Second, the SDCaF-C factors were weakly or moderately correlated with speeding, self-assertiveness and rule violations. Third, significant gender differences were found for the variables of friend pressure and communication, with male drivers scoring higher than female drivers. Moreover, drivers who had traffic violations in the past year scored higher on friend pressure and lower on both communication and shared commitment to safe driving compared to those who had not had traffic violations. The findings supported the psychological properties of the SDCaF-C and highlighted the importance of concerning the effects of safe diving climate among friends on young drivers’ risky driving behaviours.     

Interactions entre règles sociales de santé publique : étude des liens entre le port du masque et les règles routières en temps de crise sanitaire

IntroductionThe health crisis that France has experienced since the beginning of 2020 has justified the introduction of new health rules requiring changes in behaviour. The context of the implementation of these health rules, instituted very recently and for a limited period of time, raises the question of their perception and respect among the population.ObjectiveMobilising the social developmental psychology, the objective of this article is to explore inter-individual differences in the perception of these health rules measured through the wearing of masks. It aims also at studying the links between these perceptions with the experience of the health context and the perception of other legal public health rules, apprehended through some road safety rules.MethodThe questionnaire survey, carried out during the second confinement with a representative sample of 4999 people, made it possible to measure the experience of the health context, the internalisation of the rules and their justifications, the usefulness of the rules and the perception of the legal system.ResultsThe results show the links between internalisation, the type of arguments used to justify it for wearing a mask and for road rules respectively, as well as the links between internalisation and the perception of the legal system. They also show that women use moral and prudential arguments more to justify their internalisation of rules and that they have internalised the traffic rules (but not the wearing of masks) more than men.ConclusionThese results show that the perception of the rule of wearing a mask is more related to the general perception that individuals have of the legal system and other legal public health rules involving the relationship with others than to the context in which these rules were put in place.     

How is the visual working memory load of driver influenced by information density of traffic signs?

The rapid development of urban roads has resulted in an increase in the amount of information that needs to be displayed on traffic signs. The overloading of information on traffic signs may increase drivers’ visual cognition burden and cause driving errors. It could be an important factor affecting driving safety and result in accidents. To enable drivers to cognize traffic signs, the information density that they could endure under reasonable workload levels should be determined. In this study, we designed and implemented trials to analyze drivers’ visual working memory load (VWML) caused by different information densities (including stimulus intensity (SI) and interval time of stimulus (IS)) of traffic signs. Twenty-four paid participants (12 females) with a mean age of 23.38 years (SD = 1.38) participated in laboratory simulation trials based on the memory retrieval approach. Subjective ratings (rating scale mental effort (RSME)), and performance measurement based on reaction time and accuracy of information-matching task were measured to reflect drivers’ VWML at different information densities. The results show that information density is an important factor affecting drivers’ VWML. The following are the significant observations of the study: (1) The subjective ratings on mental effort increased with increase in the SI. Meanwhile, it first decreased and then increased with increase in the IS. (2) The response accuracy results show that a high accuracy (≥0.7) was achieved by drivers in an IS of 15 s when the SI was at most 14.16 bit/m². Correspondingly, the drivers underwent less mental workload as a result of their better short-term memory characteristic. (3) The mean reaction time was over 1800 ms when the SI was over 14.16 bit/m². This indicated a reduction in the information-processing capability of the drivers. The results indicate that cognition of information of unreasonable density on traffic signs would increase drivers’ VWML. This would, in turn, result in an increase in their reaction time and decrease in accuracy. The threshold of information density was also determined through the experiment. It would satisfy the information demand of drivers and prevent information redundancy. The results contribute to an understanding of drivers’ VWML while cognizing traffic signs with different information densities and provide safety, effectiveness, and information continuity considerations for the design and setting of traffic signs.     

Cyclists’ handheld phone use and traffic rule knowledge

Phone use is likely to distract cyclists and possibly increase crash risk. Therefore, handheld phone use among cyclists is forbidden by law in some countries, even though cyclists use compensatory strategies to attempt to mitigate distractions and related effects. Both demographic, environmental, and psychological factors have been associated with cyclists’ phone use. This study extends the existing literature by including traffic rule beliefs as an explanatory measure in predicting cyclists’ handheld phone use and additionally explores how well cyclists know these rules in different legislative contexts. Online questionnaire responses were collected in 2019 among 1055 cyclists living in Denmark (N = 568), where handheld phone use for cyclists was forbidden, and in the Netherlands (N = 487), where it was legal. Responses on phone use, traffic rule knowledge, cycling behaviour, demographic, and psychological measures were used to identify factors contributing to the likelihood of handheld phone use in three regression models; one for all respondents and one for each country. In the combined model, believing there are no rules on handheld phone use increased the likelihood of handheld phone use while cycling. Other significant factors were subjective norm, perceived behavioural difficulty, self-identity as a safe cyclist as well as demographic factors. The country-specific models found that male gender was only associated with more handheld phone use in the Netherlands, while believing there was no ban was only connected to an increase in the likelihood of using handheld phone in Denmark. Correct traffic rule knowledge was almost three times higher in Denmark, where handheld phone use was forbidden. The results identify subjective norms, potential overconfidence, and traffic rule awareness (when there is a ban) as relevant factors in reducing the likelihood of cyclists’ handheld phone use. Findings from country-specific models possibly point to a connection between culture and traffic rules. Future research should focus on underlying mechanisms and awareness of traffic rules.