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Occupational Safety and Health (OSH) can be relevant in achieving the United Nation's Sustainable Development Goal of decent work by 2030. However, further OSH actions are needed. This paper identifies the role of OSH in addressing two of many determinants of decent work: new forms of work/innovative technologies and worker aging. The authors conducted a discursive analysis of the two determinants and provided examples for consideration. New forms of work/innovative technologies can not only promote but also undermine the future of decent work, and unhealthy aging impedes longer working lives. With a focus on the OSH aspects of new forms of work/innovative technologies and aging, decent work is more likely to be achieved.

Background: The International Labour Organization (ILO) and the United Nations (UN) have promoted the concept of decent work as a Sustainable Development Goal for 2030 to address critical global problems. Occupational safety and health (OSH) are components of decent work, primarily through the ILO social protection objective of the goal, and are linked to various other objectives., Objective: This Commentary applies a previously published staging framework to stimulate thinking about how the OSH field can contribute further to the achievement of decent work., Methods: To advance the contribution of the framework, the different functions of OSH (research, practice, advocacy, governance, and professional education) were used to identify impediments to achieving decent work and develop recommendations for each determinant in the framework., Results: Promoting and achieving decent work are complex issues that require a multifactorial approach. Numerous recommendations supporting systems thinking and transdisciplinary approaches are provided., Conclusions: The OSH field can expand to further address decent work.

Novice drivers are at a greatly inflated risk of crashing. This led in the 20th century to numerous attempts to develop training programs that could reduce their crash risk. Yet, none proved effective. Novice drivers were largely considered careless, not clueless. This article is a case study in the United States of how a better understanding of the causes of novice driver crashes led to training countermeasures targeting teen driving behaviors with known associations with crashes. These effects on behaviors were large enough and long-lasting enough to convince insurance companies to develop training programs that they offered around the country to teen drivers. The success of the training programs at reducing the frequency of behaviors linked to crashes also led to several large-scale evaluations of the effect of the training programs on actual crashes. A reduction in crashes was observed. The cumulative effect has now led to state driver licensing agencies considering as a matter of policy both to include items testing the behaviors linked to crashes on licensing exams and to require training on safety critical behaviors. The effort has been ongoing for over a quarter century and is continuing. The case study highlights the critical elements that made it possible to move from a paradigm shift in the understanding of crash causes to the development and evaluation of crash countermeasures, to the implementation of those crash countermeasures, and to subsequent policy changes at the state and federal level. Key among these elements is the development of simple, scalable solutions., Competing Interests: Declaration of Competing Interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper. The opinions expressed in this paper do not represent those of the U.S. Department of Transportation or the Volpe National Transportation Systems Center., (Copyright © 2023 Elsevier Ltd. All rights reserved.)

Drivers must actively supervise automation as it can only function in limited conditions. A failure to supervise the system has negative consequences in terms of missed requests to take over control and may cause crashes or jeopardize safety. The objective of this study is to determine the effect of a novel, 3M (Mistakes, Mentoring, and Mastery) training program on drivers' behavior while using level 2 driving automation systems. To achieve this, 36 participants were assigned randomly to three different training programs (3M training, User manual, and Placebo) and drove through scenarios on a fixed-based driving simulator. The results showed that drivers in the 3M training group took back control more effectively when the driving automation system reached its limits compared to drivers who received User manual or Placebo training. Drivers in the 3M training Group also had higher situation awareness and improved trust in automation. The results indicate that an interactive approach to training with regards to vehicle automation can help drivers more safely interact with automation systems., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023 Elsevier Ltd. All rights reserved.)

Objective: Examine patterns and predictors of skill learning during multisession Enhanced FO rward C oncentration and A ttention L earning (FOCAL+) training., Background: FOCAL+ teaches teens to reduce the duration of off-road glances using real-time error learning. In a randomized controlled trial, teens with ADHD received five sessions of FOCAL+ training and demonstrated significant reductions in extended glances (>2-s) away from the roadway (i.e., long-glances) and a 40% reduced risk of a crash/near-crash event. Teens' improvement in limiting long-glances as assessed after each FOCAL+ training session has not been examined., Method: Licensed teen (ages 16-19) drivers with ADHD ( n = 152) were randomly assigned to five sessions of either FOCAL+ or modified standard driver training. Teens completed driving simulation assessments at baseline, after each training session, and 1 month and 6 months posttraining. Naturalistic driving was monitored for one year., Results: FOCAL+ training produced a 53% maximal reduction in long-glances during postsession simulated driving. The number of sessions needed to achieve maximum performance varied across participants. However, after five FOCAL+ training sessions, number of long-glances was comparable irrespective of when teens achieved their maximum performance. The magnitude of reduction in long-glances predicted levels of long-glances during simulated driving at 1 month and 6 months posttraining but not naturalistic driving outcomes. FOCAL+ training provided the most benefit during training to teens who were younger and had less driving experience., Conclusion: FOCAL+ training significantly reduces long-glances beginning at the 1st training session., Application: Providing five FOCAL+ training sessions early on during teen driving may maximize benefit., Competing Interests: Declaration of Conflicting InterestsThe author(s) declared no potential conflicts of interest with respect to the research, authorship, and/or publication of this article.

Objective: We examined the effectiveness of a second exposure to ACCEL, a novel driving training program, on latent hazard anticipation (HA) performance several months after their first exposure., Background: Past research has demonstrated that PC-based driver training programs can improve latent HA performance in young novice drivers, but these improvements are below the ceiling level., Method: Twenty-five participants were randomly assigned to either the Placebo group, the ACCEL-1 group, or the ACCEL-2 group. Following the completion of the assigned training program, participants drove a series of eighteen scenarios incorporating latent hazards in a high-fidelity driving simulator with their eyes tracked. Participants returned two to six months following the first session and completed either the placebo program (ACCEL-1 and Placebo groups), or a second dose of training program (ACCEL-2 group), again followed by simulated evaluation drives., Results: The ACCEL-2 group showed improved HA performance compared to the ACCEL-1 and Placebo groups in the second evaluation., Conclusion: ACCEL enhances young novice drivers' latent HA performance. The effectiveness of ACCEL is retained up to 6 months, and a second dose further improves HA performance., Application: Policy makers should consider requiring such training before the completion of graduate driver license programs. Young novice drivers that do not show successful latent HA performance could be required to complete additional training before being allowed to drive without restrictions., Competing Interests: Declaration of Conflicting InterestsThe author(s) declared no potential conflicts of interest with respect to the research, authorship, and/or publication of this article.

We develop a linear viscous constitutive relationship for pressure solution constrained by models of deformed metasedimentary rocks and observations of exposed rocks from ancient subduction zones. We include pressure and temperature dependence on the solubility of silica in fluid by parameterizing a practical van't Hoff relationship. This general flow law is well suited for making predictions about interseismic behavior of subduction zones. We apply the flow law to Cascadia, where thermal structure, geometry, relative plate velocity, and Global Positioning System velocity field are well constrained. Results are consistent with the temperature conditions at which resolvable ductile strain is recorded in subducted mudstones (at depths near the updip limit of the seismogenic zone) and with relative plate motion accommodated completely by viscous deformation (at depths near the downdip limit of the seismogenic zone). The flow law also predicts the observed forearc tapering of slip rate deficit with depth.

Objective: The present study examined the association between executive functioning (EF) and risky driving behaviors in teens with ADHD., Method: Teens diagnosed with ADHD ( n  = 179; M age  = 17.4 years) completed two 15-min drives in a fixed-base driving simulator. EF was assessed using parent- and self-report Behavior Rating Inventory of Executive Functioning (BRIEF-2), a temporal reproduction task, and a Go/No-Go task (GNG). Driving outcomes included known predictors of crashes: count of long (>2 s) off-road glances, standard deviation (SD) of lane position (SDLP), mean speed, and SD speed. Generalized linear mixed models, controlling for intelligence and driving experience, were conducted., Results: Higher rates of GNG commission errors predicted higher rates of long off-road glances. Lower parent-rated EF and increased rates of GNG omission errors predicted SDLP. Higher rates of GNG commission errors also predicted faster average driving speed., Conclusion: Heterogeneity in EF is associated with differences in teen ADHD risky driving behaviors., Competing Interests: Declaration of Conflicting InterestsThe author(s) declared the following potential conflicts of interest with respect to the research, authorship, and/or publication of this article: Adam Kiefer is a co-inventor of University of North Carolina-owned intellectual property related to eye tracking and performance and is a co-founder of a company (Elipsys LLC).

Feedbacks between surface and deep Earth processes in collisional mountain belts depend on how erosion and topographic relief vary in space and time. One outstanding unknown lies in how rock strength influences bedrock river morphology and thus mountain relief. Here, we quantify boulder cover and channel morphology using uncrewed aerial vehicle surveys along 30 kilometers of bedrock-bound river corridors throughout the Taiwan Central Range where regional gradients in rock properties relate to tectonic history. We find that boulder size systematically increases with increasing metamorphic grade and depth of exhumation. Boulder size correlates with reach-scale channel steepness but does not explain observations of highly variable channel width. Transport thresholds indicate that rivers are adjusted to mobilize boulders and are well in excess of the threshold to transport gravel and cobbles, as previously assumed. The linkage between metamorphic history, boulder size, and channel steepness reveals how rock properties can influence feedbacks between tectonics and topography throughout the life span of a mountain range.

Background: Teens with attention deficit-hyperactivity disorder (ADHD) are at increased risk for motor vehicle collisions. A computerized skills-training program to reduce long glances away from the roadway, a contributor to collision risk, may ameliorate driving risks among teens with ADHD., Methods: We evaluated a computerized skills-training program designed to reduce long glances (lasting ≥2 seconds) away from the roadway in drivers 16 to 19 years of age with ADHD. Participants were randomly assigned in a 1:1 ratio to undergo either enhanced Focused Concentration and Attention Learning, a program that targets reduction in the number of long glances (intervention) or enhanced conventional driver's education (control). The primary outcomes were the number of long glances away from the roadway and the standard deviation of lane position, a measure of lateral movements away from the center of the lane, during two 15-minute simulated drives at baseline and at 1 month and 6 months after training. Secondary outcomes were the rates of long glances and collisions or near-collisions involving abrupt changes in vehicle momentum (g-force event), as assessed with in-vehicle recordings over the 1-year period after training., Results: During simulated driving after training, participants in the intervention group had a mean of 16.5 long glances per drive at 1 month and 15.7 long glances per drive at 6 months, as compared with 28.0 and 27.0 long glances, respectively, in the control group (incidence rate ratio at 1 month, 0.64; 95% confidence interval [CI], 0.52 to 0.76; P<0.001; incidence rate ratio at 6 months, 0.64; 95% CI, 0.52 to 0.76; P<0.001). The standard deviation of lane position (in feet) was 0.98 SD at 1 month and 0.98 SD at 6 months in the intervention group, as compared with 1.20 SD and 1.20 SD, respectively, in the control group (difference at 1 month, -0.21 SD; 95% CI, -0.29 to -0.13; difference at 6 months, -0.22 SD; 95% CI, -0.31 to -0.13; P<0.001 for interaction for both comparisons). During real-world driving over the year after training, the rate of long glances per g-force event was 18.3% in the intervention group and 23.9% in the control group (relative risk, 0.76; 95% CI, 0.61 to 0.92); the rate of collision or near-collision per g-force event was 3.4% and 5.6%, respectively (relative risk, 0.60, 95% CI, 0.41 to 0.89)., Conclusions: In teens with ADHD, a specially designed computerized simulated-driving program with feedback to reduce long glances away from the roadway reduced the frequency of long glances and lessened variation in lane position as compared with a control program. During real-world driving in the year after training, the rate of collisions and near-collisions was lower in the intervention group. (Funded by the National Institutes of Health; ClinicalTrials.gov number, NCT02848092.)., (Copyright © 2022 Massachusetts Medical Society.)

Level 2 (L2) driving automation systems that maintain latitudinal and longitudinal control of the vehicle decrease mental workload and result in drivers failing to monitor and respond to potential roadway hazards. This issue is potentially important for young drivers with symptoms of Attention Deficit Hyperactivity Disorder (ADHD) since they have known difficulties anticipating and mitigating potential hazards on the road, a skill which requires attention. The objective of this study is to investigate how the use of partially automated (L2) systems and manual systems impacts hazard anticipation and mitigation among young drivers with varying levels of ADHD symptomatology. Sixty-eight drivers, classified into two groups - high and low ADHD symptomatology-navigated twice through three scenarios on a driving simulator, once with an L2 and once with a manual system. The results indicated that: (i) the hazard anticipation skills of drivers with both high and low ADHD symptomatology were depressed in the L2 condition relative to the manual condition; (ii) the hazard mitigations skills of drivers with both high and low ADHD symptomatology were depressed in the L2 condition relative to the manual condition on two measures, but improved on a third measure; and (iii) the hazard anticipation and mitigation skills of drivers with high and low ADHD symptomatology were differentially impacted, both within and across the two levels of automation. Taken together, the results indicate the pernicious and often hard to predict consequences of higher levels of automation for different populations of younger drivers., (Copyright © 2021 Elsevier Ltd. All rights reserved.)

The United Nations identified decent work and economic growth as a sustainable development goal for 2030. Decent work is a term that sums up aspirations for people in their working lives. One of the factors that influences the achievement of decent work is aging. This article examines how aspects of aging and organizational factors affect work ability across the lifespan and throughout one's work career. Additionally, the critical issue of worker physical mobility was also addressed as a practical limitation to functional aging. Through our investigation, we identified gaps in the literature where research and interventions should be promoted. These include early disability studies; population dashboards of workers' health metrics; intervention and cost effectiveness in health promotion and prevention of early functional aging at work; policies for tailoring demands to individual needs and abilities; and inequities of social protection for aging workers.

Objective: To compare the effectiveness of the Risk Awareness and Perception Training (RAPT) program among teens of various socioeconomic status (SES)., Methods: A secondary analysis was undertaken of data collected from 5036 teen participants for a study in 2011. They were randomly assigned to either receive RAPT or a placebo training. The total number of crashes (property damage only and injury) within the first 12   months after licensure was recorded. A Poisson regression model was employed to investigate the effectiveness of RAPT in terms of crash frequency among teens in different levels of SES, as measured by SES level (high or low) or poverty rate., Results: Poverty rate was significantly associated with participants' crash frequency within the first 12   months after licensure such that when poverty rate increased, the crash frequency increased. The interacting effect of poverty rate and training was also significant. When compared to participants who did not receive RAPT, participants who received RAPT had fewer crashes when poverty rate increased., Conclusion: The RAPT program attenuated the negative effect of teen drivers' SES on crashes. No significant effect of sex or age was found, indicating that in terms of crashes, regardless of age or sex, RAPT is equally effective at reducing crashes for lower SES teens.

Previous studies have demonstrated that young drivers fail both to scan for and mitigate latent hazards mostly due to their cluelessness. This study aims to investigate whether these skills could be improved by providing young drivers with alerts in advance of the upcoming threat using a driving simulator experiment. In particular, the warning was presented on the head-up displays (HUD) either 2 s, 3 s or 4 s in advance of a latent threat. The hazard anticipation, hazard mitigation and attention maintenance performance of forty-eight young drivers aged 18-25 was evaluated across eight unique scenarios either in the presence or in the absence of latent threat alerts displayed on a HUD. There were four groups overall: one control group (no alert) and three experimental groups (2 s alert, 3 s alert and 4 s alert). The analysis of the hazard anticipation data showed that all three experimental groups with HUD warnings (2 s, 3 s, 4 s) significantly increased the likelihood that drivers would glance towards latent pedestrian and vehicle hazards when compared to the control group. The hazard mitigation analysis showed that in situations involving a pedestrian threat, HUD alerts provided 3 or 4 s in advance of a potential threat led drivers to travel significantly slower than the control group or the 2 s group. No significant effect of a HUD alert on drivers' speed was found when the latent hazard was a vehicle. An analysis of eye behaviors showed that only 7 out of 597 glances at the HUD were longer than 2 s safety-threshold, indicating that the warnings do not seem to distract the driver., (Copyright © 2017. Published by Elsevier Ltd.)

Objective: During conditional automated driving, a transition from the automated driving suite to manual control requires the driver to take over control at a moment's notice. Thus, it is critical that a driver be made situationally aware as quickly as possible in those conditions where he or she may not be paying full attention. Recent research suggests that specific cues about upcoming hazards (e.g., "crosswalk ahead") can increase the drivers' situation awareness during these safety-critical take-over situations when compared with a general cue ("take over control"). The current study examines whether this increased situation awareness which occurs as a result of more specific cues translates into improved hazard mitigation performance within the same limited time window., Method: Fifty-seven drivers were randomly assigned to one of five between-subjects conditions (one control condition and four experimental auditory cue conditions) that varied in the specificity of information provided about an upcoming hazard. The four experimental conditions included a period of conditional automated driving where the driver was engaged in a driving-irrelevant task and looked away from the forward roadway prior to a take-over request. Drivers in the fifth condition had no cue and drove manually throughout. The same six simulator scenarios were used in all five conditions to evaluate how well the driver mitigated a hazard. The average velocity, standard deviation of velocity, and average absolute acceleration were recorded along with the glance behaviors of drivers., Results: In general, during the 4s prior to a latent hazard (following the alerting cues in the automated driving conditions), the more likely a driver was to glance towards a latent hazard, the more likely the driver was to reduce his or her speed. Moreover, analyses focusing solely on hazard mitigation behavior revealed patterns that mirrored the glance behavior results. Specifically, drivers that were presented with cues that described the environments in which hazards were likely to occur were more likely to demonstrate vehicle behaviors that were consistent with speed reductions (lower velocity, higher speed variability, and higher absolute acceleration) than were drivers who were presented general cues or cues about the identity of the upcoming hazards., Conclusion: Even in as little as 4s prior to a potential hazard, cues that inform the driver of the environment in which the hazard is likely to occur increase the likelihood that the driver mitigates the crash compared with drivers who are provided general information or threat identity information., (Copyright © 2017 Elsevier Ltd. All rights reserved.)

Introduction: Eye tracking, used to evaluate a clinician's eye movements, is an example of an existing technology being used in novel ways by patient safety researchers in the simulated setting. The use of eye-tracking technology has the potential to augment current teaching, evaluation, and research methods in simulated settings by using this quantitative, objective data to better understand why an individual performed as he or she did on a simulated or naturalistic task., Methods: Selected literature was reviewed with the purpose of explicating how eye tracking can be used by researchers and educators to evaluate error-prone processes. The literature reviewed was obtained by querying the databases PubMed, CINHAL, and Google Scholar using the key words eye tracking, patient safety, and medical errors from 2005 through 2015.An introduction to the use of eye tracking, including both theoretical underpinnings and technological considerations, is presented. In addition, examples of how eye tracking has been used in research studies conducted in both simulated and naturalistic settings are provided., Conclusions: The use of eye-tracking technology to capture the eye movements of novice and expert clinicians has provided new insight into behaviors associated with the identification of medical errors. The study of novices' and experts' eye movements provides data about clinician performance not possible with existing evaluation methods such as direct observation, verbal reports, and thinking out loud. The use of eye tracking to capture the behaviors of experts can lead to the development of training protocols to guide the education of students and novice practitioners. Eye-tracking technology clearly has the potential to transform the way clinical simulation is used to improve patient safety practices.

Older drivers are at increased risk of intersection crashes. Previous work found that older drivers execute less frequent glances for detecting potential threats at intersections than middle-aged drivers. Yet, earlier work has also shown that an active training program doubled the frequency of these glances among older drivers, suggesting that these effects are not necessarily due to age-related functional declines. In light of findings, the current study sought to explore the ability of older drivers to coordinate their head and eye movements while simultaneously steering the vehicle as well as their glance behavior at intersections. In a driving simulator, older (M = 76 yrs) and middle-aged (M = 58 yrs) drivers completed different driving tasks: (1) travelling straight on a highway while scanning for peripheral information (a visual search task) and (2) navigating intersections with areas potential hazard. The results replicate that the older drivers did not execute glances for potential threats to the sides when turning at intersections as frequently as the middle-aged drivers. Furthermore, the results demonstrate costs of performing two concurrent tasks, highway driving and visual search task on the side displays: the older drivers performed more poorly on the visual search task and needed to correct their steering positions more compared to the middle-aged counterparts. The findings are consistent with the predictions and discussed in terms of a decoupling hypothesis, providing an account for the effects of the active training program., Competing Interests: Authors declare no competing interests in this work. Commercial affiliations with the Liberty Mutual Research Institute for Safety and Arbella Insurance Charitable Foundation do not alter our adherence to PLOS ONE policies on sharing data and materials.

Among all crash types, the largest percentage of older driver fatalities occur at intersections. Many explanations have been offered for older drivers' increased risks of crashing at intersections; however, only recently was it determined that older drivers were much less likely to glance for latent threats after entering an intersection than middle-aged drivers. In response, training programmes were designed to increase the frequency of such glances. The programmes have proven effective, doubling the frequency of these glances for up to a period of two years post-training. The programmes take only an hour to administer and are not directly targeted at remediating any of the underlying declines in cognitive, visual or motor function that can explain the decrease in the frequency of glances for threat vehicles among older drivers. The first question we addressed was, what are the basic declines that can explain the decrease in glances for threat vehicles? The second question we addressed was, how did the training programme achieve the results it did without directly addressing these declines? We hypothesise that drivers are learning to decouple hand, foot and head movements in the training programmes and that this serialisation of behaviour essentially sidesteps the major declines in cognitive, visual and motor functions. We provide evidence that the assumptions of the decoupling hypothesis about the capabilities of older drivers when the movements are decoupled, are consistent with the evidence from existing experiments. More research is needed to evaluate this hypothesis., (© 2016 Optometry Australia.)

Driver visual distraction is known to increase the likelihood of being involved in a crash, especially for long glances inside the vehicle. The detrimental impact of these in-vehicle glances may carry over and disrupt the ongoing processing of information after the driver glances back up on the road. This study explored the effect of different types of visual tasks inside the vehicle on the top-down processes that guide the detection and monitoring of road hazards after the driver glances back towards the road. Using a driving simulator, 56 participants were monitored with an eye tracking system while they navigated various hazardous scenarios in one of four experimental conditions. In all conditions, a potential hazard was visible 4-5s before the driver could strike the potential hazard were it to materialize. All interruptions were exactly two seconds in length. After the interruption the potential hazard again became visible for about a half-second after which the driver passed by the hazard. The nature of the in-vehicle visual interruption presented to the participants was varied across conditions: (1) Visual interruptions comprised of spatial, driving unrelated, tasks; (2) visual interruptions comprised of non-spatial, driving unrelated, tasks; (3) visual interruptions with no tasks added; and (4) no visual interruptions. In the first three conditions drivers glancing on the forward roadway was momentarily interrupted (either with or without a task) just after the potential hazard first became visible by the occurrence of an in-vehicle task lasting two seconds. In the last condition (no interruptions) the driver could not see the potential hazard after it just became visible because of obstructions in the built or natural environment. The obstruction (like the interruption) lasted for two seconds. In other words, across all conditions the hazard was visible, then became invisible, and finally became visible again. Importantly, the results show that the presence of an interruption (as opposed to an obstruction) negatively impacted drivers' ability to anticipate the potential hazard. Moreover, the various types of interruptions had differential effects on hazard detection. The implications of this study for the design of in-vehicle displays are discussed., (Copyright © 2016 Elsevier Ltd. All rights reserved.)

Objective: The objective was to identify key cognitive processes that are impaired when drivers divert attention from driving., Background: Driver distraction is increasingly recognized as a significant source of injuries and fatalities on the roadway., Method/results: A "SPIDER" model is developed that identifies key cognitive processes that are impaired when drivers divert attention from driving. SPIDER is an acronym standing for scanning, predicting, identifying, decision making, and executing a response., Conclusion: When drivers engage in secondary activities unrelated to the task of driving, SPIDER-related processes are impaired, situation awareness is degraded, and the ability to safely operate a motor vehicle may be compromised., Application: The pattern of interference helps to illuminate the sources of driver distraction and may help guide the integration of new technology into the automobile., (© 2015, Human Factors and Ergonomics Society.)

Training programs exist that prove effective at teaching novice drivers to anticipate latent hazards (RAPT), mitigate hazards (ACT) and maintain attention (FOCAL). The current study (a) measures the effectiveness of a novel integrated training program (SAFE-T) that takes only a third as long to complete compared to the three individual training programs and (b) determines if integrating the training of all the three higher cognitive skills would yield results comparable to the existing programs. Three groups were evaluated: SAFE-T, RAPT and Placebo. The results show that the drivers in the SAFE-T-trained group were more likely to anticipate hazards, quicker and more effective at responding to hazards, and more likely to maintain glance durations under a critical threshold of 2 s as compared to drivers in the Placebo-trained group who received a control program that does not actively train on any of the three cognitive skills. Moreover, the results show that the drivers in the SAFE-T trained group were just as likely to anticipate hazards as the drivers in the RAPT trained group. Finally, when compared with prior studies, the drivers in the SAFE-T trained group showed similar effects of attention maintenance training., (Copyright © 2015 Elsevier Ltd and The Ergonomics Society. All rights reserved.)

Strayer et al. in this volume show that increases in cognitive workload caused by drivers' involvement in distracting activities that allow them to keep their eyes on the road lead to decrements in indices of safe driving performance. Although there is agreement that in-vehicle tasks that require drivers to take their eyes off the road increase crash risk, there is mounting controversy about whether in-vehicle tasks that do not require drivers to take their eyes off the forward roadway increase crash risk-thus the conundrum: How can there be an abundance of cognitively distracting activities and controversy about whether such activities increase crash risk?, (© 2015, Human Factors and Ergonomics Society.)

Nod-like receptors (NLRs) are cytoplasmic pattern recognition receptors that are promising targets for the development of anti-inflammatory therapeutics. Drug discovery efforts targeting NLRs have been hampered by their inherent tendency to form aggregates making protein generation and the development of screening assays very challenging. Herein we report the results of an HTS screen of NLR family member NLRP1 (NLR family, pyrin domain-containing 1) which was achieved through the large scale generation of recombinant GST-His-Thrombin-NLRP1 protein. The screen led to the identification of a diverse set of ATP competitive inhibitors with micromolar potencies. Activity of these hits was confirmed in a FP binding assay, and two homology models were employed to predict the possible binding mode of the leading series and facilitate further lead-optimization. These results highlight a promising strategy for the identification of inhibitors of NLR family members which are rapidly emerging as key drivers of inflammation in human disease., (Copyright © 2015 Elsevier Ltd. All rights reserved.)

Objective: The aim of this study was to illustrate how a consideration of glance sequences to in-vehicle tasks and their associated distributions can be informative., Background: The rapid growth in the number of nomadic technologies and in-vehicle devices has the potential to create complex, visually intensive tasks for drivers that may incur long in-vehicle glances. Such glances place drivers at increased risk of a motor vehicle crash., Method: We used eye-glance data from a study of distraction training programs to examine the change in glance duration distributions across consecutive glances during the performance of various in-vehicle tasks., Results: The sequential analysis across trained and untrained drivers showed that the proportion of late-sequence glances longer than a 2-s threshold among untrained drivers was almost double the number of such glances for the trained drivers, that the third and later glances were particularly problematic, and that training reduced the proportion of early- and later-sequence glances., Conclusion: Examining how the duration of off-road glances varies as a function of their order in a sequence of glances and the visual demands of the task can offer important insights into the change in the distracting potential of in-vehicle tasks across glances and the effects of training., Application: The sequential analysis of in-vehicle glance data can be useful for researchers and practitioners and has implications for the development and evaluation of training programs as well as for task and interface design., (© 2014, Human Factors and Ergonomics Society.)

In this clinical simulation study using an eye-tracking device, 40% of senior nursing students administered a contraindicated medication to a patient. Our findings suggest that the participants who did not identify the error did not know that amoxicillin is a type of penicillin. Eye-tracking devices may be valuable for determining whether nursing students are making rule- or knowledge-based errors, a distinction not easily captured via observations and interviews.

Objective: Driver distraction is known to increase crash risk, especially when a driver glances inside the vehicle for especially long periods of time. Though it is clear that such glances increase the risk for the driver when looking inside the vehicle, it is less clear how these glances disrupt the ongoing processing of information outside the vehicle once the driver's eyes return to the road. The present study was aimed at exploring the effect of in-vehicle glances on the top-down processes that guide the detection and monitoring of hazards on the forward roadway., Method: Using a driving simulator, 12 participants were monitored with an eye-tracking system while they navigated various hazardous scenarios. Six participants were momentarily interrupted by a visual secondary task (simulating a glance inside the vehicle) prior to the occurrence of a potential hazard and 6 were not., Results: Eye movement analyses showed that interrupted drivers often failed to continue scanning for a potential hazard when their forward view reappeared, especially when the potential threat could not easily be localized. Additionally, drivers' self-appraisal of workload and performance of the driving task indicated that, contrary to what one might expect, drivers in the interruption condition reported workload levels lower than and performance equal to drivers in the no interruption condition., Conclusions: Drivers who are momentarily disrupted even for a brief duration are at risk of missing important information when they return their gaze to the forward roadway. In addition, because they are not aware of missing this information they are likely to continue engaging in in-vehicle tasks even though they are demonstrably unsafe. The implications for safety, calibration, and targeted remediation are discussed.

Collisions at left turn intersections are among the most prevalent types of teen driver serious crashes, with inadequate surveillance as a key factor. Risk awareness perception training (RAPT) has shown effectiveness in improving hazard anticipation for latent hazards. The goal of this study was to determine if RAPT version 3 (RAPT-3) improved intersection turning behaviors among novice teen drivers when the hazards were not latent and frequent glancing to multiple locations at the intersection was needed. Teens aged 16-18 with ≤180 days of licensure were randomly assigned to: 1) an intervention group (n=18) that received RAPT-3 (Trained); or 2) a control group (n=19) that received no training (Untrained). Both groups completed RAPT-3 Baseline Assessment and the Trained group completed RAPT-3 Training and RAPT-3 Post Assessment. Training effects were evaluated on a driving simulator. Simulator ( gap selection errors and collisions ) and eye tracker ( traffic check errors) metrics from six left-turn stop sign controlled intersections in the Simulated Driving Assessment (SDA) were analyzed. The Trained group scored significantly higher in RAPT-3 Post Assessment than RAPT-3 Baseline Assessment (p< 0.0001). There were no significant differences in either traffic check and gap selection errors or collisions among Trained and Untrained teens in the SDA. Though Trained teens learned about hazard anticipation related to latent hazards, learning did not translate to performance differences in left-turn stop sign controlled intersections where the hazards were not latent. Our findings point to further research to better understand the challenges teens have with left turn intersections.

Introduction: Human patient simulation has been widely adopted in healthcare education despite little research supporting its efficacy. The debriefing process is central to simulation education, yet alternative evaluation methods to support providing optimal feedback to students have not been well explored. Eye tracking technology is an innovative method for providing objective evaluative feedback to students after a simulation experience. The purpose of this study was to compare 3 forms of simulation-based student feedback (verbal debrief only, eye tracking only, and combined verbal debrief and eye tracking) to determine the most effective method for improving student knowledge and performance., Methods: An experimental study using a pretest-posttest design was used to compare the effectiveness of 3 types of feedback. The subjects were senior baccalaureate nursing students in their final semester enrolled at a large university in the northeast United States. Students were randomly assigned to 1 of the 3 intervention groups., Results: All groups performed better in the posttest evaluation than in the pretest. Certain safety practices improved significantly in the eye tracking-only group. These criteria were those that required an auditory and visual comparison of 2 artifacts such as "Compares patient stated name with name on ID band.", Conclusions: Eye tracking offers a unique opportunity to provide students with objective data about their behaviors during simulation experiences, particularly related to safety practices that involve the comparison of patient stated data to an artifact such as an ID band. Despite the limitations of current eye tracking technology, there is significant potential for the use of this technology as a method for the study and evaluation of patient safety practices.

Novice teen drivers have long been known to have an increased risk of crashing, as well as increased tendencies toward unsafe and risky driving behaviors. Teens are unique as drivers for several reasons, many of which have implications specifically in the area of distracted driving. This paper reviews several of these features, including the widespread prevalence of mobile device use by teens, their lack of driving experience, the influence of peer passengers as a source of distraction, the role of parents in influencing teens' attitudes and behaviors relevant to distracted driving and the impact of laws designed to prevent mobile device use by teen drivers. Recommendations for future research include understanding how engagement in a variety of secondary tasks by teen drivers affects their driving performance or crash risk; understanding the respective roles of parents, peers and technology in influencing teen driver behavior; and evaluating the impact of public policy on mitigating teen crash risk related to driver distraction.

In this article we develop a model of the relationship between crash risk and a driver's situation awareness. We consider a driver's situation awareness to reflect the dynamic mental model of the driving environment and to be dependent upon several psychological processes including Scanning the driving environment, Predicting and anticipating hazards, Identifying potential hazards in the driving scene as they occur, Deciding on an action, and Executing an appropriate Response (SPIDER). Together, SPIDER is important for establishing and maintaining good situation awareness of the driving environment and good situation awareness is important for coordinating and scheduling the SPIDER-relevant processes necessary for safe driving. An Order-of-Processing (OP) model makes explicit the SPIDER-relevant processes and how they predict the likelihood of a crash when the driver is or is not distracted by a secondary task. For example, the OP model shows how a small decrease in the likelihood of any particular SPIDER activity being completed successfully (because of a concurrent secondary task performance) would lead to a large increase in the relative risk of a crash.

Driver distraction inside and outside the vehicle is increasingly a problem, especially for younger drivers. In many cases the distraction is associated with long glances away from the forward roadway. Such glances have been shown to be highly predictive of crashes. Ideally, one would like to develop and evaluate a training program which reduced these long glances. Thus, an experiment was conducted in a driving simulator to test the efficacy of a training program, FOCAL, that was developed to teach novice drivers to limit the duration of glances that are inside the vehicle while performing an in-vehicle task, such as looking for a CD or finding the 4-way flashers. The test in the simulator showed that the FOCAL trained group performed significantly better than the placebo trained group on several measures, notably on the percentage of within-vehicle glances that were greater than 2, 2.5, and 3 s. However, the training did not generalize to glances away from the roadway (e.g., when drivers were asked to attend to a sign adjacent to the roadway, both trained and untrained novice drivers were equally likely to make especially long glances at the sign).

Studies have shown that teenage drivers are less attentive, more frequently exhibit risky driving behavior, and have a higher fatal crash risk in the presence of peers. The effects of direct peer pressure and conversation on young drivers have been examined. Little is known about the impact on driving performance of the presence of a non-interacting passenger and subtle modes of peer influence, such as perceived social norms. The goal of this study was to examine if teenagers would engage in more risky driving practices and be less attentive in the presence of a passenger (vs. driving alone) as well as with a risk-accepting (vs. risk-averse) passenger. A confederate portrayed the passenger's characteristics mainly by his non-verbal attitude. The relationship between driver characteristics and driving behavior in the presence of a passenger was also examined. Thirty-six male participants aged 16-17 years old were randomly assigned to drive with a risk-accepting or risk-averse passenger. Main outcomes included speed, headway, gap acceptance, eye glances at hazards, and horizontal eye movement. Driver characteristics such as tolerance of deviance, susceptibility to peer pressure, and self-esteem were measured. Compared to solo driving, the presence of a passenger was associated with significantly fewer eye glances at hazards and a trend for fewer horizontal eye movements. Contrary to the hypothesis, however, Passenger Presence was associated with waiting for a greater number of vehicles to pass before initiating a left turn. Results also showed, contrary to the hypothesis, that participants with the risk-accepting passenger maintained significantly longer headway with the lead vehicle and engaged in more eye glances at hazards than participants with the risk-averse passenger. Finally, when driving with the passenger, earlier initiation of a left turn in a steady stream of oncoming vehicles was significantly associated with higher tolerance of deviance and susceptibility to peer pressure, while fewer eye glances at hazards was linked to lower self-esteem. While the results of this study were mixed, they suggest that the presence of a teenage passenger can affect some aspects of teenage driver behavior even in the absence of overt pressure and distraction. Results are discussed in relation to theoretical concepts of social influence and social facilitation models., (Copyright © 2013 Elsevier Ltd. All rights reserved.)

Older drivers are known to look less often for hazards when turning at T-intersections or at four way intersections. The present study is an extension of Romoser & Fisher (2009) and attempts to further analyze the differences in scanning behavior between older and experienced younger drivers in intersections. We evaluated four hypotheses that attempt to explain the older drivers' failure to properly scan in intersections: difficulty with head movements, decreases in working memory capacity, increased distractibility, and failure to recall specific scanning patterns. To test these hypotheses, older and younger experienced drivers' point-of-gaze was monitored while they drove a series of simulated intersections with hidden hazards outside of the turning path. Our results suggest that none of these hypotheses can fully explain our finding that older adults are more likely to remain fixated on their intended path of travel and look less than younger drivers towards other areas where likely hazards might materialize. Instead, the results support a complementary hypothesis that at least some of the difficulties older adults have scanning intersections are due to a specific attentional deficit in the older drivers' ability to inhibit what has become their prepotent goal of monitoring the vehicle's intended path of travel, thereby causing older drivers to fail to scan hazardous areas outside this intended path of travel.

Using observation, eye tracking, and clinical simulation with embedded errors, we studied the impact of bar-code verification on error identification and recovery during medication administration. Data supported that bar-code verification may reduce but does not eliminate patient identification (ID) and medication errors during clinical simulation of medication administration.

Adenosine, acting on adenosine A(2A) receptors (A2ARs), regulates addictive processes induced by drugs of abuse. This study investigates the role of A(2A) adenosine receptors in neurochemical and behavioral responses to an acute cocaine challenge. Changes in the extracellular levels of dopamine (DA) in the nucleus accumbens (NAc) of mice lacking A(2A) adenosine receptors and wild type (WT) littermates after an acute cocaine (20 mg/kg) administration were evaluated by in vivo microdialysis studies. Locomotor effects induced by cocaine were measured during the microdialysis procedure. Cocaine-evoked increases in extracellular DA were not sustained in mice lacking A(2A) Rs in comparison with wild-type mice (P < 0.05). Cocaine administration significantly increased ambulatory activity in both genotypes. However, overall locomotor activity was further increased, whereas rest and small local movement measures were significantly attenuated in the A(2A) R knockout mice compared with WT littermates (P < 0.05). Our findings support an important role for adenosine A(2A) R in modulating the acute effects of cocaine, as demonstrated by the decrease in cocaine-evoked dopaminergic transmission in the NAc. Furthermore, the results support an important antagonistic role of A(2A) R in vivo in regulating psychostimulant-induced hyperlocomotion., (Copyright © 2011 Wiley Periodicals, Inc.)

Older drivers are primarily overinvolved in crashes at intersections, and failure to attend to regions that contain relevant information about potential hazards is a major contributor to this problem. Corroborating this, we have found that older drivers in both controlled scenarios on a driving simulator and somewhat less controlled situations on the road attend to (i.e., fixate) target regions in intersections significantly less frequently than do younger experienced drivers. Moreover, we have developed a training program that substantially improves older drivers' attention to these regions. Together, these findings indicate that older drivers' less frequent scanning of regions at intersections from which hazards may emerge may be due to their developing something like an unsafe habit rather than to deteriorating physical or mental capabilities and thus that training may be effective in reducing crashes.

Teenage drivers are at their highest crash risk in their first 6 months or first 1,000 mi of driving. Driver training, adult-supervised practice driving, and other interventions are aimed at improving driving performance in novice drivers. Previous driver training programs have enumerated thousands of scenarios, with each scenario requiring one or more skills. Although there is general agreement about the broad set of skills needed to become a competent driver, there is no consensus set of scenarios and skills to assess whether novice drivers are likely to crash or to assess the effects of novice driver training programs on the likelihood of a crash. The authors propose that a much narrower, common set of scenarios can be used to focus on the high-risk crashes of young drivers. Until recently, it was not possible to identify the detailed set of scenarios that were specific to high-risk crashes. However, an integration of police crash reports from previous research, a number of critical simulator studies, and a nationally representative database of serious teen crashes (the National Motor Vehicle Crash Causation Survey) now make identification of these scenarios possible. In this paper, the authors propose this novel approach and discuss how to create a common set of simulated scenarios and skills to assess novice driver performance and the effects of training and interventions as they relate to high-risk crashes.

This study compares, on a simulator, drivers' performance (eye fixations and yielding behavior) at marked mid-block crosswalks in multi-threat scenarios when the crosswalks have advance yield markings and pedestrian crosswalk prompt signs versus their performance in such scenarios when the crosswalks have standard markings. Advance yield markings and prompt signs in multi-threat scenarios lead to changes in drivers' behaviors which are likely to reduce pedestrian-vehicle conflicts, including increases in the likelihood that the driver glances towards the pedestrian, increases in the distance at which the first glance towards the pedestrian is taken, and increases the likelihood of yielding to the pedestrian., (2010 Elsevier Ltd. All rights reserved.)

Patient identification (ID) errors occurring during the medication administration process can be fatal. The aim of this study is to determine whether differences in nurses' behaviors and visual scanning patterns during the medication administration process influence their capacities to identify patient ID errors. Nurse participants (n = 20) administered medications to 3 patients in a simulated clinical setting, with 1 patient having an embedded ID error. Error-identifying nurses tended to complete more process steps in a similar amount of time than non-error-identifying nurses and tended to scan information across artifacts (e.g., ID band, patient chart, medication label) rather than fixating on several pieces of information on a single artifact before fixating on another artifact. Non-error-indentifying nurses tended to increase their durations of off-topic conversations-a type of process interruption-over the course of the trials; the difference between groups was significant in the trial with the embedded ID error. Error-identifying nurses tended to have their most fixations in a row on the patient's chart, whereas non-error-identifying nurses did not tend to have a single artifact on which they consistently fixated. Finally, error-identifying nurses tended to have predictable eye fixation sequences across artifacts, whereas non-error-identifying nurses tended to have seemingly random eye fixation sequences. This finding has implications for nurse training and the design of tools and technologies that support nurses as they complete the medication administration process., ((c) 2011 APA, all rights reserved.)

Young drivers (younger than 25 years of age) are overrepresented in crashes. Research suggests that a relevant cause is inadequate visual search for possible hazards that are hidden from view. The objective of this study was to develop and evaluate a low-cost, fixed-base simulator training program that would address this failure. It was hypothesized that elicited crashes in the simulator training would result in better scanning for latent hazards in scenarios that were similar to the training scenarios but situated in a different environment (near transfer), and, to a lesser degree, would result in better scanning in scenarios that had altogether different latent hazards than those contained in the training scenarios (far transfer). To test the hypotheses, 18 trained and 18 untrained young novice drivers were evaluated on an advanced driving simulator (different from the training simulator). The eye movements of both groups were measured. In near transfer scenarios, trained drivers fixated the hazardous region 84% of the time, compared with only 57% of untrained drivers. In far transfer scenarios, trained drivers fixated the hazardous region 71 % of the time, compared with only 53% of untrained drivers. The differences between trained and untrained drivers in both the near transfer scenarios and the far transfer scenarios were significant, with a large effect size in the near transfer scenarios and a medium effect size in the far transfer scenarios [respectively: U = 63.00, p(2-tailed) < .01, r = -.53, and U = 88.00, p(2-tailed)<.05,r = -.39].

The threat that cell-phones pose to driving has been a well researched topic. There are fewer studies of the threat that texting creates for drivers, but the risks are obvious and the few existing studies confirm this. What is not obvious is whether frequent texters will expose themselves to the same risks as infrequent texters. This is important to know because many texters, especially teens who text frequently, may consider themselves immune to the dangers of texting while driving. As such, a comparison of frequent and infrequent texters was undertaken on a driving simulator. It is also not immediately clear what effects the different types of interfaces have on driving performance while text messaging. The interfaces under evaluation included keypad or "qwerty" phones (e.g., Blackberries) and touchpad phones (iPhone). It was found that the frequent and infrequent texters were equally likely to glance at least once for more than 2s inside the vehicle while sending a text message. It was also found that touchpad texters had a larger number of glances above the 2s threshold than keypad users, though this difference was not significant. The implications of this for future public policy are discussed.

For the past decade, motorcycle fatalities have risen while other motor vehicle fatalities have declined. Many motorcycle fatalities occurred within intersections after a driver failed to see a motorcyclist. However, little is known about the behavior of motorcyclists when they negotiate an intersection. A study was undertaken to compare the behavior at intersections of an experienced group of motorcyclists when they were operating a motorcycle with their behavior when they were driving a car. Each participant navigated a course through low-volume, open roads. Participants wore eye-tracking equipment to record eye-glance information, and the motorcycle and car were instrumented with an onboard accelerometer and Global Positioning System apparatus. Results showed that participants were more likely to make last glances toward the direction of the most threatening traffic before they made a turn when they were driving a car than when they were riding a motorcycle. In addition, motorcyclists were less likely to come to a complete stop at a stop sign than car drivers. These results suggested that motorcyclists were exposing themselves to unnecessary risk. Specifically, motorcyclists frequently failed to make proper glances and practice optimal riding techniques. The behavior of the motorcyclists was compared with the current Motorcycle Safety Foundation curriculum. The results suggested that threat-response and delayed-apex techniques should be added to the training curriculum.

(a) The purpose of this study was to determine whether novice drivers that were trained to anticipate hazards did so better than novice drivers who were not so trained immediately after training and up to one year after training occurred. (b) Novice drivers who had held their restricted license for about one month were randomly assigned to a PC-based hazard anticipation training program (RAPT) or a placebo (control) training program. The programs took about one hour to complete. The effects of training were assessed in a field drive by using patterns of eye movements to assess whether drivers anticipated a potential unseen hazard. (c) The effects of training persisted over time. In the field test immediately after training, the RAPT group anticipated the hazards 65.8% of the time whereas; the control group anticipated them only 47.3% of the time. Six or more months later, the groups were brought back for a second field test and the effects of training did not diminish; the RAPT group anticipated the hazards 61.9% of the time compared to 37.7% for the control group.

In recent years there has been a considerable increase in the systems used to provide real-time traffic information to motorists. Examples of such systems include dynamic message signs and 511 travel information systems. However, such systems can be used to reduce congestion-one of their primary purposes-only if one can predict the route choices of drivers as a function of the information displayed. This simulator study looks at the diversion pattern that occurs when delays are reported ahead on the main route and how these diversion patterns vary as a function of delay times (for numerical delay signs), message content (for categorical delay signs), use of 511, and drivers' familiarity with the alternative route travel times across two different age groups. For numerical delay signs, the study shows that one can reliably predict the diversion frequencies at the different delays and across the different ages; then it is possible for traffic engineers to know ahead of time how likely it is for drivers to take an alternative route. For categorical delay signs, the findings indicate that drivers' knowledge of the alternative route travel time affects the choices of older versus younger or middle-aged adults differently. When the times are not known, the two groups behave differently; when the times are known, the groups behave similarly. This finding suggests that traffic engineers should try where possible to present the alternative route travel times as well as the delays on the main route.

In the United States, 78% of pedestrian crashes occur at noninter-section crossings. As a result, unsignalized, marked midblock crosswalks are prime targets for remediation. Many of these crashes occur under sight-limited conditions in which the view of critical information by the driver or pedestrian is obstructed by a vehicle stopped in an adjacent travel or parking lane on the near side of the crosswalk. Study of such a situation on the open road is much too risky, but study of the situation in a driving simulator is not. This paper describes the development of scenarios with sight limitations to compare potential vehicle-pedestrian conflicts on a driving simulator under conditions with two different types of pavement markings. Under the first condition, advance yield markings and symbol signs (prompts) that indicated "yield here to pedestrians" were used to warn drivers of pedestrians at marked, midblock crosswalks. Under the second condition, standard crosswalk treatments and prompts were used to warn drivers of these hazards. Actual crashes as well as the drivers' point of gaze were measured to determine if the drivers approaching a marked midblock crosswalk looked for pedestrians in the crosswalk more frequently and sooner in high-risk scenarios when advance yield markings and prompts were present than when standard markings and prompts were used. Fewer crashes were found to occur with advance yield markings. Drivers were also found to look for pedestrians much more frequently and much sooner with advance yield markings. The advantages and limitations of the use of driving simulation to study problems such as these are discussed.

Peroxiredoxin 6 (Prdx6) and cytosolic GSH peroxidase (GPx1), both GSH-dependent peroxidases, were compared for the effects of their knockout on injury and lipid peroxidation in: (a) lungs of mice exposed to 0.85 or 1.0atm O(2), (b) isolated perfused mouse lungs exposed to 5mM tert-butylhydroperoxide (t-BOOH) or 1mM paraquat, and (c) primary mouse pulmonary microvascular endothelial cells exposed to 50muM t-BOOH. Derangements in GPx1 null were similar or slightly greater than in wild type for all parameters in the various models of oxidant stress, whereas Prdx6 null showed markedly increased effects. GSH peroxidase activity with phosphatidylcholine hydroperoxide as substrate in GPx1-null lung homogenate was decreased only slightly vs wild type, whereas activity in Prdx6-null lungs was decreased by ~95%, indicating that Prdx6 is the major enzyme for reduction of oxidized lung phospholipids. Expression levels of oxidant-related genes measured with a PCR-based gene array indicated no significant differences between the Prdx6 and the GPx1 null except for the target genes and IL-19. Thus, Prdx6-null mice are significantly more sensitive to oxidant stress compared to GPx1 null, suggesting that scavenging of phospholipid hydroperoxides by Prdx6 plays a major role in lung antioxidant defense., (Copyright 2010 Elsevier Inc. All rights reserved.)

Phosphoinositide 3-kinases have been targeted for therapeutic research because they are key components of a cell signaling cascade controlling proliferation, growth, and survival. Direct activation of the PI3Kalpha pathway contributes to the development and progression of solid tumors in breast, endometrial, colon, ovarian, and gastric cancers. In the context of a drug discovery effort, the availability of a robust crystallographic system is a means to understand the subtle differences between ATP competitive inhibitor interactions with the active site and their selectivity against other PI3Kinase enzymes. To generate a suitable recombinant design for this purpose, a p85alpha-p110alpha fusion system was developed which enabled the expression and purification of a stoichiometrically homogeneous, constitutively active enzyme for structure determination with potent ATP competitive inhibitors (Raha et al., in preparation) [56]. This approach has yielded preparations with activity and inhibition characteristics comparable to those of the full-length PI3Kalpha from which X-ray diffracting crystals were grown with inhibitors bound in the active site., (Copyright 2010. Published by Elsevier Inc.)

Novice drivers (teen drivers with their solo license for six months or less) are at a greatly inflated risk of crashing. Post hoc analyses of police accident reports indicate that novice drivers fail to anticipate hazards, manage their speed, and maintain attention. These skills are much too broadly defined to be of much help in training. Recently, however, driving simulators have been used to identify those skills which differentiate the novice drivers from older, more experienced drivers in the areas of hazard anticipation and speed management. Below, we report an experiment on a driving simulator which compares novice and experienced drivers' performance in the third area believed to contribute especially heavily to crashes among novice drivers: attention to the forward roadway. The results indicate that novice drivers are much more willing to glance for long periods of time inside the vehicle than are experienced drivers. Interestingly, the results also indicate that both novice and experienced drivers spend equal amounts of time glancing at tasks external to the vehicle and in the periphery. Moreover, just as a program has been designed to train the scanning skills that clearly differentiate novice from experienced drivers, one might hope that a training program could be designed to improve the attention maintenance skills of novice drivers. We report on the initial piloting of just such a training program. Finally, we address a question that has long been debated in the literature: Do the results from driving simulators generalize to the real world? We argue that in the case of hazard anticipation, speed management, and attention maintenance the answer is yes.