Interpersonal perceptions of personality traits in elite coach-athlete dyads

IntroductionThe extent to which coaches and athletes can effectively work together is an essential consideration in the pursuit of athletic success. This is particularly important at the elite level due to the high pressures on tangible outcomes, such as reaching the podium of a major competition. This study sought to explore and explain how both coaches and athletes identify personality traits in themselves and their partners to manage and maintain a positive relationship.MethodsUsing a mixed methodological design underpinned by critical realism, four elite coach-athlete dyads (four male coaches, one male athlete, three female athletes) were purposefully recruited from a single sport. Each participant completed the 44-item Big Five Inventory (John & Srivastava, 1999) on their own and their partner’s perceived personality traits. The data generated were used to inform the discussions in follow-up, individual semi-structured interviews with all participants.ResultsThe interview data were analysed using thematic analysis, which generated three higher themes and seven lower order themes. The three higher order themes were perceived compatibility, relationship persona and collective personality.ConclusionThe present investigation has identified what coaches and athletes perceive to be the key personality characteristics to manage and maintain a successful working relationship.     

The Emergence of Creativity

Creativity is one of the central dimensions of human achievement and social development and has always fascinated scientists and non-scientists alike. But what is the essential nature of creativity? And what is the role of consciousness in the emergence of creativity? If it is true that it has been explored in many aspects in the cognitive and neurobiological field, it is also true that the lore chest—from which the conscious mind through unconscious mechanisms extracts the rough material that is then brought to the surface—has been less investigated. The purpose of this article is to give an account of how the multiplicity of levels of awareness is made possible by a spontaneous order that has nothing to do with a monolithic view of creativity.     

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.     

Secondary task engagement and vehicle automation – Comparing the effects of different automation levels in an on-road experiment

Recent and upcoming advances in vehicle automation are likely to change the role of the driver from one of actively controlling a vehicle to one of monitoring the behaviour of an assistant system and the traffic environment. A growing body of literature suggests that one possible side effect of an increase in the degree of vehicle automation is the tendency of drivers to become more heavily involved in secondary tasks while the vehicle is in motion. However, these studies have mainly been conducted in strictly controlled research environments, such as driving simulators and test tracks, and have mainly involved either low levels of automation (i.e., automation of longitudinal control by Adaptive Cruise Control (ACC)) or Highly automated driving (i.e., automation of both longitudinal and lateral control without the need for continuous monitoring). This study aims to replicate these effects during an on-road experiment in everyday traffic and to extend previous findings to an intermediate level of automation, in which both longitudinal and lateral control are automated but the driver must still monitor the traffic environment continuously (so-called Partial automation). N = 32 participants of different age groups and different levels of familiarity with ACC drove in rush-hour traffic on a highway segment. They were assisted by ACC, ACC with steering assistance (ACC+SA), or not at all. The results show that while subjective and objective driving safety were not influenced by the degree of automation, drivers who were already familiar with ACC increased the frequency of interactions with an in-vehicle secondary task in both assisted drives. However, participants generally rated performing the secondary task as less effortful when being assisted, regardless of the automation level (ACC vs. ACC+SA). The results of this on-road experiment thus validate previous findings from more-controlled research environments and extend them to Partially automated driving.     

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.     

Impact of time pressure on acceleration behavior and crossing decision at the onset of yellow signal

This study investigates acceleration behavior and crossing decision of the drivers under increasing time pressure driving conditions. A typical urban route was designed in a fixed-base driving simulator consisting of four signalized intersections with varying time to stop line (4 s and 6 s) and maneuver type (right-turn and go-through). 97 participants’ data were obtained under No Time Pressure (NTP), Low Time Pressure (LTP), and High Time Pressure (HTP) driving conditions. The acceleration behavior was examined at the onset of yellow signal in four ways: continuous deceleration, acceleration-deceleration, deceleration-acceleration, and continuous acceleration. A random forest model was used to build an acceleration behavior prediction model for identifying the significant explanatory variables based on variable importance ranking. Further, a Mixed Effects Multinomial Logit (MEML) model was developed using the explanatory variables obtained from a random forest model. Additionally, a generalized linear mixed model was incorporated for estimating the likelihood of crossing an intersection by considering all the explanatory variables. A MEML model result revealed that the odds of adopting acceleration-deceleration, deceleration-acceleration, and continuous acceleration instead of continuous deceleration increased by 63 %, 123 %, and 77 %, respectively under HTP driving conditions. Moreover, the likelihood of crossing a signalized intersection increased by 2.73 times and 4.26 times when the drivers were under LTP and HTP driving conditions, respectively as compared to NTP driving condition. Apart from this, time to stop line (reference: 6 s) and age showed negative association with crossing probability. Overall, the findings from this study revealed that drivers altered their acceleration behavior for executing risky driving decisions under increasing time pressure driving conditions.     

Manual drivers’ experience and driving behavior in repeated interactions with automated Level 3 vehicles in mixed traffic on the highway

In the near future, conditionally automated vehicles (CAVs; SAE Level 3) will travel alongside manual drivers (≤ SAE level 2) in mixed traffic on the highway. It is yet unclear how manual drivers will react to these vehicles beyond first contact when they interact repeatedly with multiple CAVs on longer highway sections or even during entire highway trips. In a driving simulator study, we investigated the subjective experience and behavioral reactions of N = 51 manual drivers aged 22 to 74 years (M = 41.5 years, SD = 18.1, 22 female) to driving in mixed traffic in repeated interactions with first-generation Level 3 vehicles on four highway sections (each 35 km long), each of which included three typical speed limits (80 km/h, 100 km/h, 130 km/h) on German highways. Moreover, the highway sections differed regarding the penetration rate of CAVs in mixed traffic (within-subjects factor; 0%, 25%, 50%, 75%). The drivers were assigned to one of three experimental groups, in which the CAVs differed regarding their external marking, (1) status eHMI, (2) no eHMI, and (3) a control group without information about the mixed traffic. After each highway section, drivers rated perceived safety, comfort, and perceived efficiency. Drivers were also asked to estimate the penetration rate of CAVs on the previous highway section. In addition, we analyzed drivers’ average speed and their minimum time headways to lead vehicles for each speed zone (80 km/h, 100 km/h, 130 km/h) as well as the percentage of safety critical interactions with lead vehicles (< 1 s time headway). Results showed that manual drivers experienced driving in mixed traffic, on average, as more uncomfortable, less safe and less efficient than driving in manual traffic, but not as dangerous. A status eHMI helps manual drivers identify CAVs in mixed traffic, but the eHMI had no effect on manual drivers’ subjective ratings or driving behavior. Starting at a level of 25% Level 3 vehicles in mixed traffic, participants' average speed decreased significantly. At the same time, the percentage of safety critical interactions with lead vehicles increased with an increasing penetration rate of CAVs. Accordingly, additional measures may be necessary in order to at least keep the existing safety level of driving on the highway.     

How do the recognizability and driving styles of automated vehicles affect human drivers’ gap acceptance at T- Intersections?

Future traffic will be composed of both human-driven vehicles (HDVs) and automated vehicles (AVs). To accurately predict the performance of mixed traffic, an important aspect is describing HDV behavior when interacting with AVs. A few exploratory studies show that HDVs change their behavior when interacting with AVs, being influenced by factors such as recognizability and driving style of AVs. Unsignalized priority intersections can significantly affect traffic flow efficiency and safety of the road network. To understand HDV behavior in mixed traffic at unsignalized priority T-intersections, a driving simulator experiment was set up in which 95 drivers took part in it. The route in the driving simulator included three T-intersections where the drivers had to give priority to traffic on the major road. The participants drove different scenarios which varied in whether the AVs were recognizable or not, and in their driving style (Aggressive or Defensive). The results showed that in mixed traffic having recognizable aggressive AVs, drivers accepted significantly larger gaps (and had larger critical gaps) when merging in front of AVs as compared to mixed traffic having either recognizable defensive AVs or recognizable mixed AVs (composed of both aggressive and defensive). This was not the case when merging in front of an HDV in the same scenarios. Drivers had significantly smaller critical gaps when driving in traffic having non-recognizable aggressive AVs compared to non-recognizable defensive AVs. The findings suggest that human drivers change their gap acceptance behavior in mixed traffic depending on the combined effect of recognizability and driving style of AVs, including accepting shorter gaps in front of non-recognizable aggressive AVs and changing their original driving behavior. This could have implications for traffic efficiency and safety at such priority intersections. Decision makers must carefully consider such behavioral adaptations before implementing any policy changes related to AVs and the infrastructure.     

社交媒体使用对执行功能的影响：有益还是有害?

社交媒体使用对执行功能的影响尚存争议, 这与社交媒体使用强度起到的调节作用有关。中等强度的社交媒体使用会产生社交媒体心流体验, 使注意集中于目标信息, 并为个体提供了持续不断的社会奖励和情感支持, 对执行功能有益, 但高、低强度社交媒体使用则会损害执行功能。今后该领域的研究应该探讨社交媒体使用影响执行功能的“剂量效应”以及社交媒体使用类型对执行功能的具体影响, 还应关注不同认知水平的个体, 以进一步明确社交媒体使用与执行功能发展的关系。     

Are Older Adults More Dependent on Visual Information in Regulating Self-Motion Than Younger Adults?

Older adults look at the ground more while they are walking than younger adults do. In the present study, the effect of blocking that exproprioceptive visual information on the walking pattern of older adults was investigated. The first 0.75 m of the floor in front of healthy young adults (n = 10, mean age = 26.0 years) and 2 groups of older adults (n = 10, mean age 65.7 years; and n = 9, mean age = 75.9 years) was occluded. The dependent variables were step velocity, step length, and step frequency. The effect of the manipulation on those kinematic variables increased with age. The older adults had a significant increase in velocity and step length. The possible use of optic flow information from the ground to regulate the velocity of self-motion is discussed.