Effects of anxiety on handgun shooting behavior of police officers: a pilot study

Abstract

The current pilot study aimed at providing an initial assessment of how anxiety influences police officers’ shooting behavior. Seven police officers participated and completed an identical shooting exercise under two experimental conditions: low anxiety, against a non-threatening opponent, and high anxiety (HA), against a threatening opponent who occasionally shot back using colored soap cartridges. Measurements included shooting accuracy, movement times, head/body orientation, and blink behavior. Results showed that under HA, shooting accuracy decreased. Underlying this degradation of performance, participants acted faster and made themselves smaller to reduce the chance of being hit. Furthermore, they blinked more often, leading to increases in the amount of time participants had their eyes closed. Findings provide support for attentional control theory, hereby also pointing to possible interventions to improve police officers’ shooting performance under pressure.     

Longitudinal Changes in Memory Performance and Processing Speed in Old Age abstract Keywords

The speed theory of cognitive aging posits that an age-related slowing of processing speed leads to impairments in higher order cognitive functions, such as memory. However, only few studies have examined the relationship between longitudinal changes in processing speed and longitudinal changes in memory performance. In the present study, data of 474 older adults (T1: 59–65 years) from the Interdisciplinary Longitudinal Study on Adult Development (ILSE) were used to investigate whether changes in speed and in memory were associated over a 4-year period. Performance changes in both constructs were analyzed using latent change factor models. Results show that latent changes in processing speed and latent changes in memory performance correlated with 0.61. This association is considerably lower than what would have been expected from cross-sectional data. Our longitudinal results suggest that although speed changes explain a substantial proportion of variance in memory changes, additional explanatory factors must be taken into consideration.     

Walking Speed and Global Cognition: Results from the OKLAHOMA Study

ABSTRACT

Executive functioning and processing speed have been related to physical functioning in non-demented, elderly samples; however, the relationship between walking speed and global cognition has not been examined. Six hundred and seventy-five community dwelling older adults were enrolled through their primary care physicians. Walking speed was assessed on a 50-foot course at usual pace. Global cognition was assessed with the Repeatable Battery for the Assessment of Neuropsychological Status (RBANS) Total Scale score. After adjusting for age, gender, and education, there was a strong inverse relationship between walking speed and global cognition, with slower walkers performing worse on the cognitive measures, faster walkers performing better on the cognitive measures, and the intermediate walkers performing in the middle. In these older adults, global cognition was related to walking speed.     

Do older individuals have difficulty processing motion or excluding noise? Implications for safe driving

This study aimed to determine if difficulties extracting signal from noise explained poorer coherent motion thresholds in older individuals, particularly women. In four experimental conditions the contrast of the signal and noise dots used in a random dot kinematogram was manipulated. Coherence thresholds were highest when the signal dots were of a lower contrast than the noise dots and lowest when the signal dots were of a higher contrast than the noise dots. In all conditions the older group had higher coherence thresholds than the younger group, and women had higher thresholds than men. Significant correlations were found between coherence thresholds and self-reported driving difficulties in conditions in which the signal dots had to be extracted from noise only. The results indicate that older individuals have difficulties extracting signal from noise in cluttered visual environments. The implications for safe driving are discussed.     

Using the process dissociation procedure to estimate recollection and familiarity in working memory: An experimental and individual differences investigation

Numerous studies have found that working memory capacity and perceptual speed predict variation in fluid intelligence. Within the cognitive ageing literature, perceptual speed accounts for substantial ageing variance in working memory capacity and fluid intelligence. However, within young adults, the interrelationships among these three abilities are less clear. The current work investigated these relationships via confirmatory factor analyses and structural equation modelling using tasks with verbal, spatial, and numerical content. The results indicate that working memory capacity and perceptual speed were not related in a large, cognitively diverse sample of young adults. However, both working memory capacity and perceptual speed accounted for unique variance in fluid intelligence. The results are discussed in relation to previous research with young and older adults.     

Drivers’ performances and their subjective feelings about their driving during a 40-min test on a circuit versus a dynamic simulator

Car manufacturers expect driving simulators to be reliable research and development tools. Questions arise, however, as to whether drivers’ behavior on simulators exactly matches that observed when they are driving real cars. Drivers’ performances and their subjective feelings about their driving were compared between two groups during a 40-min driving test on the same circuit in a real car (n = 20) and a high-fidelity dynamic simulator (n = 27). Their speed and its variability, the braking force and the engine revolutions per minute (rpm) were recorded five times on a straight line and three times on a curve. The differences observed in these measurements between circuit driving (CD) and simulator driving (SD) from the 6th to 40th minute showed no significant changes during the drive. The drivers also completed the NASA Raw Task Load Index (NASA RTLX) questionnaire and the Simulator Sickness Questionnaire (SSQ) and estimated the ease and standard of their own driving performances. These subjective feelings differed significantly between the two groups throughout the experiment. The SD group’s scores on the NASA RTLX and SSQ questionnaires increased with time and the CD group’s perceived driving quality and ease increased with time, reaching non-significantly different levels from their usual car driving standards by the end of the drive. These findings show the existence of a fairly good match between real-life and simulated driving, which stabilized six minutes after the start of the test, regardless of whether the road was straight or curved. These objective findings and subjective assessments suggest possible ways of improving the match between drivers’ performances on simulators and their real-life driving behavior.     

Why Young Men Drive Dangerously: Implications for Injury Prevention

Why is risk consistently underestimated, and why do young men in particular take exceptionally high risks and think of themselves as invulnerable? Two explanatory paths are proposed. The first is that risk taking in young males has been shaped by evolutionary forces to provide a fitness value. The second pathway is through myth and the other narrative forms that affirm the ego's immortality and invulnerability. Because of its evolutionary base, risk taking is emotionally driven: Emotions are preverbal and irrational, which means that persuasive prevention cannot be more than weakly successful. Three prevention challenges emerge from this analysis: to determine what it is that young drivers fear, to attach affectively experienced fears to defined driving behaviors, and to devise injury-prevention programs that acknowledge that young males' risk taking is not "stupid," but driven by adaptive needs that are as significant to today's young adults as they were to our distant ancestors.     

Following slower drivers: Lead driver status moderates driver’s anger and behavioural responses and exonerates culpability

Two experiments investigated the effects of lead-driver status on the anger-experienced and aggression-expressed in traffic scenarios in which the lead drivers’ actions were determined by an event obviously beyond, or within, their control. Experiment I contrasted reactions to lead-cars bearing Learner driver markings (Low Status) or similar unmarked cars (Control), while Experiment II contrasted reactions to Ambulances (High Status) or otherwise identical generic work vans (Control). Reported anger, heart-rate and behaviour were measured while drivers drove. When the lead vehicle slowed or changed course because of the actions of another road user, drivers were reliably more angered when slowed by a learner driver than an unmarked sedan. Drivers reported less anger when slowed by an Ambulance, than by a work van, when there was no apparent cause for the lead-vehicle slowing. Driver behaviour also differed according to lead-vehicle status. Drivers allowed greater headway between themselves and a slower ambulance, but drove closer to the work-van, and followed Learner drivers at a dangerously close distance, leaving greater headway behind a similar, unmarked car. Reliable differences in subjective anger ratings and behaviour suggest that anger experienced and expressed depends not just on the actions of the perpetrator but on the perceived status of that perpetrator. Higher status vehicles appear to be forgiven their indiscretions more readily even when there are no extenuating circumstances, whilst lower status drivers are likely to be blamed more readily for circumstances beyond their control.     

Driving construals: Personal Construct Theory in a reckless driving context

With research revealing low road safety campaign efficacy and links between reckless driving behaviors and crash frequency, further investigation into the foundations and composition of driver education and training is required. Through two studies, the current research aimed to develop a measure that utilized the principles of Kelly’s (1955) Personal Construct Theory to (a) elicit constructs, or construals, specific to selected elements of reckless driving behaviors, (b) pilot a method in which the elicited constructs could be measured by asking participants to choose those they deemed most important, (c) group participants based on their constructs, and (d) assess between-group differences in self-reported reckless driving behavior. Results suggest that drivers can be categorized based on the constructs they use, and that rates of self-reported past engagement in reckless driving behavior, and willingness to do so in the future, vary systematically between these construal-based driver categories. Continuing research is required to develop and test applications of these findings.     

基于认知机制的有条件自动驾驶接管中的人因问题

自动驾驶能在很大程度上缓解现代交通问题并提升驾驶舒适度。有条件自动驾驶下, 驾驶员可执行非驾驶相关任务但需要在系统无法处理的状况下接管车辆。在这一关键过程中, 驾驶员需要进行注意转换并获得情境意识以成功接管。已有研究表明, 接管请求、非驾驶相关任务、驾驶情景及驾驶员因素是影响接管过程重要因素。未来可从认知机制角度研究各因素对接管过程产生的影响, 以及探究接管过程中各因素之间可能存在的交互作用。