Predicting interest in liposuction among women with eating problems: a population-based study

The purpose of this paper was to examine predictors of an interest in liposuction among women with eating problems. A questionnaire was sent to 3500 women aged 18-35 years, whereof 378 of 1861 responders screened positively on eating problems. Assessments included sociodemographic status, social network, physical exercise, attitudes towards cosmetic surgery, teasing history, body dysmorphic disorder-like symptoms, body image, self-esteem, personality, interpersonal attachment and emotional distress. Fifty-two percent reported an interest in liposuction, which was independently predicted by appearance orientation, appearance evaluation, being critical/quarrelsome, teasing history, wish for a better relationship with father, low education and being unmarried. Predictors differed somewhat from those previously found in the general population. Considering that our sample consisted of women with self-reported eating problems, the association between liposuction and eating behaviors should be further examined in a sample of patients with a formal eating disorder diagnosis.     

选择性注意对行人觉察有声信号灯的影响

为考察选择性注意如何影响行人整合交通信号中的多感觉加工优势,研究采用线索—靶子范式,操控交通信号类型(视觉/传统视觉信号灯、听觉、视听觉/有声信号灯)和信号呈现位置(线索化位置、非线索化位置)两个变量,分析被试对视觉、听觉、视听觉三类刺激的反应时和正确率,并通过对相对多感觉反应增强值(rMRE)和竞争模型(race model)的计算,对多感觉加工优势效应进行量化。结果发现:有声信号灯能够产生多感觉加工优势,选择性注意会减弱有声信号灯的多感觉加工优势。该研究结果为有声信号灯的设置提供了理论依据,且提示应当避免在环境中设置容易引起行人选择性注意的设施。     

Safety at first sight? – Manual drivers’ experience and driving behavior at first contact with Level 3 vehicles in mixed traffic on the highway

Soon, manual drivers will interact with conditionally automated vehicles (CAVs; SAE Level 3) in a mixed traffic on highways. As of yet, it is largely unclear how manual drivers will perceive and react to this new type of vehicle. In a driving simulator study with N = 51 participants aged 20 to 71 years (22 female), we examined the experience and driving behavior of manual drivers at first contact with Level 3 vehicles in four realistic driving scenarios (highway entry, overtaking, merging, introduction of a speed limit) that Level 3 vehicles may handle alone once their operational domain extends beyond driving in congested traffic. We also investigated the effect of an external marking via a visual external human–machine interface (eHMI), with participants being randomly assigned to one of three experimental groups (none, correct, incorrect marking). Participants experienced each driving scenario four times, twice with a human-driven vehicle (HDV), and twice with a CAV. After each interaction, participants rated perceived driving mode of the target vehicle as well as perceived safety and comfort. Minimum time headways between participants and target vehicles served as an indicator of safety criticality in the interactions. Results showed manual driver can distinguish CAVs from HDVs based on behavioral differences. In all driving scenarios, participants rated interactions with CAVs at least as safe as interactions with HDVs. The driving data analysis showed that manual driver interactions with CAVs were largely uncritical. However, the CAVs’ strict rule-compliance led to short time headways of following manual drivers in some cases. The eHMI used in this study neither affected the subjective ratings of the manual drivers nor their driving behavior in mixed traffic. Thus, the results do not support the use of eHMIs on the highway, at least not for the eHMI design used in this study.     

Understanding the immediate aftereffects of road traffic crashes in Argentina: The role of injury

The current paper reports a field study of 132 Argentinian individuals who experienced a road traffic crash (RTC), focusing on the role of physical injury in the early aftermath of the crash. Three groups of participants were studied: 1) individuals who were <1 month post-RTC who were not injured (<1 mo, Not Injured, n = 89), 2) individuals who were <1 month post-RTC who were injured (<1 mo, Injured, n = 15), and 3) individuals who were 1–3 months post-RTC who were injured (1–3 mo, Injured, n = 28). Examination of PTSD symptoms indicated that with several exceptions, most PTSD symptoms were endorsed at higher levels by the two injured groups, relative to the not injured group. Consideration of post-RTC cognitive and interpersonal factors indicated that the two injured groups reported lower self-efficacy and higher levels of rumination, relative to the Not Injured group. Additionally, the 1–3 mo Injured group reported being more socially isolated, relative to the two other groups. Results are discussed in light of related literature, with elaboration of potential public health interventions designed to target injured survivors of RTCs.     

The Job Insecurity Scale: A psychometric evaluation across five European countries

Multiple instruments have been developed and used to measure quantitative job insecurity (i.e., insecurity to lose the job as such), often without systematic evaluation of their psychometric characteristics across countries and language barriers. This may hamper consistent and reliable cross-study and cross-country comparisons. This study's aim was to introduce and validate the four-item Job Insecurity Scale (JIS) developed by De Witte across five European countries (i.e., Belgium, The Netherlands, Spain, Sweden, and the UK). Overall, the results demonstrated the construct validity (i.e., configural invariance and invariance of the measurement model parameters), the reliability (internal consistency of the items), and the criterion validity (with respect to affective organizational commitment, perceived general health, and self-reported performance) of the JIS. The different translations of the JIS can thus be considered as valid and reliable instruments to measure job insecurity and can be used to make meaningful comparisons across countries. Furthermore, the JIS translations may be utilized to assess how job insecurity is related to outcomes.     

The Violation of Expectancies

ABSTRACT

The term “violation of expectancies” is derived from empirical studies of early development by Beebe and Lachmann. It referred, in their lexicon, to the interaction of mother and infant, organized by disruptions and efforts to resolve these breaches. This article expands the term's meaning to include a broad range of disruptive experiences, occurring not only in infancy but throughout the life cycle. The author's premise is that a developmental continuity exists between infant states and adult psychopathological states. This requires that we look in infancy for beginnings of states that we recognize as existing later on. The author provides a detailed review of infancy research, so as to give credence and support to the significance of the concept of violation of expectancy, and how these violations play a dominant role in the thematic and nuanced reverberations of our lives and in the intersubjective context of our experience. The concept of trauma derives from a one-person psychology, and is connected to unconscious fantasy, conflict and compromise formation, whereas “violation of expectancy” is a relational concept, based on mother-child interactions and originating within an intersubjective context. The author provides three case examples of violation of expectancy and their reverberations: The first involves early and repeated disruption in infancy, the second occurs in a relatively intact child, and the third derives from an autobiographical character.     

Kinesthetic Aftereffects and Individual Differences in Carryover effects

There is disagreement among researchers about the distinction between dynamic and static spatial performance. Given that dynamic spatial performance is supposed to be important for some occupations, such as air traffic control (ATC), it is germane to have evidence about the likelihood of that distinction. In the present study, a battery of printed static spatial and reasoning tests were applied to 480 applicants for an ATC training course. Two dynamic spatial tests were also applied. Confirmatory factor analyses were performed for testing three models. In Model A, static and dynamic spatial tests were grouped, whereas in Model B, spatial tests were separated according to their static or dynamic character, and in Model C, spatial tests were segregated according to the construct they tapped (visualization or spatial relations). The authors found that Model B, which distinguished static and dynamic spatial tests, showed the best fit. They also discuss some implications of the findings.     

Factors influencing drivers’ reading and comprehension of on-board traffic messages

IntroductionWhen variable message signs (VMS) or on-board traffic information systems are used, it is essential that while driving, motorists read and understand the information as soon as possible in order to make appropriate decisions to increase road safety and/or facilitate traffic flow. Thus, it is important to investigate the factors that may increase fast reading and comprehension of on-board traffic information.ObjectivesWe examined the influence of the type of message (warnings vs. recommendations), location of the pictogram (top or bottom of the text), type of display device (IPhone, Blackberry, or Tablet) and its position (horizontal or vertical) on drivers’ fast reading and comprehension of on-board messages provided via in-vehicle system. Moreover, we were interested in drivers’ acceptability of in-vehicle system.MethodForty-nine drivers (M_Men = 32, 19–65 years) participated to a reading and comprehension task while travelling on a desktop driving simulator. Participants were exposed to two series of 11 traffic messages displayed on one of the three devices. Reading and comprehension times were measured (= milliseconds) for each message. At the end, they had to fill in a questionnaire on their beliefs about on-board traffic messages and in-vehicle system.ResultsDrivers expressed a positive attitude toward on-board traffic messages and in-vehicle system. Reading and comprehension times were of approximately 4 seconds and were longer for warnings as compared to recommendations. The pictogram placed at the top of the text, the tablet and the vertical display device facilitated fast reading and comprehension.     

Dynamic traffic management on a familiar road: Failing to detect changes in variable speed limits

Variable speed limits (VSL) are used more commonly around the globe lately. Although on a macroscopic level positive effects of VSLs have been reported, the caveat is that the impact of VSLs is very sensitive to the level of driver compliance. Thus far it is unknown whether all individual drivers are actually able to notice when a speed limit changes into another speed limit; a prerequisite for purposeful speed limit compliance in the first place. To simulate regular driving conditions, twenty-four participants were familiarised with a particular route by driving the same route in a driving simulator nineteen times on five separate days. Part of the route consisted of a motorway where VSL signs were regularly displayed above every driving lane. At drive nineteen, speed limits changed from 80 km/h to 100 km/h on four out of eight consecutive signs. After passing all signs, one expects 6.25% of the participants still to be unaware that the speed limit had increased (based on chance), while the results showed most participants had failed to notice the speed limit change (58.3%). Instead, they saw what they expected to see: a speed limit of 80 km/h. If the speed change had been vice versa, in other words from 100 km/h to 80 km/h, this would immediately result in speed offences, though not deliberately at all.