From state neuroticism to momentary task performance: A person × situation approach

The goal of this article was to investigate the mechanisms through which personality relates to task performance. We argue that perceptions of work pressure and task complexity trigger momentary levels of neuroticism (i.e., state neuroticism) and that these momentary levels of neuroticism predict momentary task performance. Moreover, we hypothesized that the relationship between momentary job demands and state neuroticism is moderated by trait neuroticism. To test this model, we conducted an event reconstruction study and a day reconstruction study. The results revealed that trait neuroticism indeed moderated the momentary job demands–state neuroticism relationship, and in three out of four cases state neuroticism was found to mediate the relationship between momentary job demands and momentary task performance. From a practical point-of-view our results suggest that employees’ task performance can be improved by enhancing the way in which individuals perceive job demands. This strategy would be particularly helpful for individuals for whom the momentary job demands–state neuroticism relationship is the strongest (i.e., employees high in trait neuroticism).     

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.     

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.     

Effects of a front-seat passenger on driver attention: An electrophysiological approach

The human attention system is limited in capacity, and when performing two concurrent tasks there is competition for cognitive resources. This is particularly important in dangerous scenarios, such as driving on sharp curves where deficits in performance can be caused by various sources of distraction, including the presence of a passenger in the vehicle. In the present study, a dual-task paradigm was employed to examine the nature of attentional limits while operating a driving simulator in the presence of a passenger. The primary driving task had two levels of difficulty and event-related potentials (ERP) were collected from a secondary auditory task. In addition to several driving performance measures, our main ERP of interest was the P300. In dual-task studies, increases in primary task difficulty have been shown to reduce the amplitude of the P300 elicited by a secondary task. This presumably occurs because attentional resources initially dedicated to the secondary task are consumed by the primary task. The present results showed that compared to driving solo, the presence of a passenger was associated with a decrease in P300 amplitude in the more difficult driving conditions. These results suggest that in-car passengers may consume valuable resources in difficult driving situations that require more attentional focus in the first place.     

Facilitation effect of observed motor deviants in a cooperative motor task: Evidence for direct perception of social intention in action

Spatiotemporal parameters of voluntary motor action may help optimize human social interactions. Yet it is unknown whether individuals performing a cooperative task spontaneously perceive subtly informative social cues emerging through voluntary actions. In the present study, an auditory cue was provided through headphones to an actor and a partner who faced each other. Depending on the pitch of the auditory cue, either the actor or the partner were required to grasp and move a wooden dowel under time constraints from a central to a lateral position. Before this main action, the actor performed a preparatory action under no time constraint, consisting in placing the wooden dowel on the central location when receiving either a neutral (“prêt”–ready) or an informative auditory cue relative to who will be asked to perform the main action (the actor: “moi”–me, or the partner: “lui”–him). Although the task focused on the main action, analysis of motor performances revealed that actors performed the preparatory action with longer reaction times and higher trajectories when informed that the partner would be performing the main action. In this same condition, partners executed the main actions with shorter reaction times and lower velocities, despite having received no previous informative cues. These results demonstrate that the mere observation of socially driven motor actions spontaneously influences the low-level kinematics of voluntary motor actions performed by the observer during a cooperative motor task. These findings indicate that social intention can be anticipated from the mere observation of action patterns.     

The effects of direction similarity in visual working memory: Behavioural and event-related potential studies

Object similarity can improve visual working memory (VWM) performance in the change-detection task, but impair the recognition performance when it occurs at retrieval of VWM in the recognition task. The effect of direction similarity is an issue that has not been well resolved. Furthermore, electrophysiological evidence in support of the mechanisms that underlie the effects of similarity is still scarce. In the current study, we conducted three behavioural experiments to examine the effects of direction similarity on memory performance with regard to both the encoding and retrieval phases of VWM and one event-related potential (ERP) experiment to explore the neural signatures of direction similarity in VWM. Our behavioural studies indicated that direction similarity improved performance when it occurred at the encoding phase but impaired performance when it occurred at the retrieval phase. Moreover, the ERP experiment showed that the amplitude of the contralateral delay activity (CDA) increased with the increasing set size for similar but not dissimilar directions. In addition, the CDA amplitude for similar directions was lower than that for dissimilar directions at set size 2. Taken together, these findings suggest that direction similarity at encoding has a positive effect on VWM performance and at retrieval has a negative effect. Given that VWM capacity depends on information load and the number of objects, the positive effect of similarity may be attributed to reduced information load of memory objects.     

In defence of high-speed memory scanning

This paper reviews some of the evidence that bears on the existence of a mental high-speed serial exhaustive scanning process (SES) used by humans to interrogate the active memory of a set of items to determine whether it contains a test item. First proposed in the 1960s, based on patterns of reaction times (RTs), numerous later studies supported, elaborated, extended, and limited the generality of SES, while critics claimed that SES never occurred, that predictions from SES were violated, and that other mechanisms produced the RT patterns that led to the idea. I show that some of these claims result from ignoring variations in experimental procedure that produce superficially similar but quantitatively different RT patterns and that, for the original procedures, the most frequently repeated claims that predictions are violated are false. I also discuss evidence against the generality of competing theories of active-memory interrogation, especially those that depend on discrimination of directly accessible “memory-strength”. Some of this evidence has been available since the 1960s but has been ignored by some proponents of alternative theories. Other evidence presented herein is derived from results of one relevant experiment described for the first time, results of another described in more detail than heretofore, and new analyses of old data. Knowledge of brain function acquired during the past half century has increased the plausibility of SES. The conclusion: SES is alive and well, but many associated puzzles merit further investigation, suggestions for which are offered.     

Are go/no-go tasks preferable to two-choice tasks in response time experiments with older adults?

Recent research has shown that, in response time (RT) tasks, the go/no-go response procedure produces faster (and less noisy) RTs and fewer errors than the two-choice response procedure in children, although these differences are substantially smaller in college-aged adults. Here we examined whether the go/no-go procedure can be preferred to the two-choice procedure in RT experiments with older adults (i.e. another population with slower and more error-prone responding than college-aged individuals). To that end, we compared these response procedures in two experiments with older adults (M_age?=?83 years): a visual word recognition task (lexical decision) and a perceptual task (numerosity discrimination). A group of young adults (M_age?=?31 years) served as a control. In the lexical decision experiment, results showed a go/no-go advantage in the mean RTs and in the error rates for words; however, this was not accompanied by less noisy RT data. The magnitude of the word-frequency effect was similar in the two response procedures. The numerosity discrimination experiment did not reveal any clear differences across response procedures, except that the RTs were noisier in the go/no-go procedure. Therefore, we found no compelling reasons why the go/no-go procedure should be preferred over the two-choice procedure in RT experiments with older adults.     

Relationship between sustained,orientated, divided,and selective attention and simulated aviation performance: Training & pressure effects

The present study examined how different characteristics of visual attention are related to flying ability. Eighty participants completed one of four attentional tests designed to assess sustained attention (SUSTAIN), attentional orienting (ORIENT), divided attention (DIVIDE) or selective attention (SELECT). Median splits were used to create low and high groups. After completing training, participants executed simulated landings under conditions of high anxiety. For the DIVIDE test, there were significant group differences in: (i) landing ability after training and (ii) the effects of anxiety. The high DIVIDE group had lower root mean square (RMS) errors at the end of training and were less affected by anxiety as compared to the low DIVIDE group. For the ORIENT and SELECT tests, there were significant group effects for training but not for anxiety. The high groups for these tests displayed lower RMS errors following training. There were no group differences for the SUSTAIN test. The results suggest that a test of divided attention may be useful for operational assessment of pilots.