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This study was an investigation into mind wandering during everyday driving, and its association with crash patterns. We selected a 25 km route on urban roads for analysis of crashes, and an on-road study of mind wandering by a sample of drivers familiar with the route. We analysed reported crashes on the route over a five year period from New Zealand's crash database. For the on-road study a researcher accompanied 25 drivers on the route, asking them what they were thinking about at 15 predetermined road sections. The road sections were selected to include a range of different speed limits and traffic volumes as well as roundabouts, priority intersections and midblocks. Thought samples were categorised as either mind wandering or driving focus, and triggered by the senses, or internally. The frequencies of mind wandering at different road sections on the route were compared to the frequencies of reported crashes along the same route over the preceding five years. Results showed that although all drivers reported mind wandering, it was more likely to be reported at slower, quieter, less complex road sections. Overall, more crashes were reported at priority intersections and midblocks than at roundabouts, but the crash rate (per road section) was higher at roundabouts, where mind wandering was least likely to be reported. These findings suggest that although drivers' minds wander constantly, driving focus is commanded in demanding situations and in response to the actions of other road users. While mind wandering is ubiquitous, drivers are least likely to report mind wandering at locations showing the highest crash rates. More work is needed to test these findings and to provide direction for road safety interventions.

As drivers move through the road transport system they are exposed to a range of different situations and road conditions in a relatively short space of time. Drivers' expectations about what will happen on different types of roads have strong effects on their speed choices, and where they look and what they attend to. As a result it is important to assist drivers to change their expectations when they transition from one road type to another. In this experiment we investigated the effectiveness of different centreline road markings in preparing for a horizontal curve as drivers moved from a motorway to a two-lane rural country road. Fifty individuals were recruited to participate in a video-based simulated driving task to compare three centreline marking types in terms of their effects on speed choice and reactions to a driving hazard (horizontal curve). Although a complex marking previously associated with high risk produced the largest speed reductions during the transition from the motorway, it was the centreline more traditionally associated with rural country roads (dashed white centreline) that was associated with the best hazard reactions post-transition (brake reaction time and speed reduction before a horizontal curve). The findings demonstrated that the look of a road needs to convey a clear and unambiguous message to drivers. The transition to a two-star rural road is best achieved by making the road look like a typical two-star road as soon as possible.

Traumatic Brain Injury (TBI) is a major cause of disability in young people in New Zealand, and has long-term effects on memory and other cognitive functions. This article introduces MyMemory, a mobile augmented memory system that aims to assist TBI survivors in coping with their memory impairments. We here present an exploration of design requirements for mobile memory aids for people with TBI, the MyMemory conceptual design and high-level details of the prototype implementation. We report on the results of our A-B-A-B study with six TBI survivors and three caregivers. The participants with TBI all reported improvements when using MyMemory with regards to their well-being, memory function and autobiographical memory. The caregivers confirmed these observations of TBI participants, however, the results regarding possible reductions of caregiver burden are mixed.

This study aimed to examine the role of reinvestment - the propensity to consciously monitor and control actions (movement specific reinvestment) and to consciously monitor and evaluate decision making processes (Decision specific reinvestment) while driving in everyday risky scenarios. The study also aimed to evaluate the association between reinvestment and previously validated driver attitude measures. Fifty one participants completed a series of questionnaires (Driving Self-Efficacy Scale, Driver Attitude Questionnaire, Movement Specific Reinvestment Scale, Decision Specific Reinvestment Scale) after which they completed a test phase in a driving simulator. In the test phase, driving scenarios included roads with different markings (i.e., double yellow, wide centrelines, wire rope barriers, Audio Tactile Profiled markings) and alerting scenarios (i.e., police car present, high crash risk area sign, reduced speed zone). Results revealed that on risky roads (wide centrelines), participants with a high propensity for decision specific reinvestment drove slower than those with a low propensity. Driver experience, attitudes towards speeding and scores on the Decision Reinvestment subscale of the Decision Specific Reinvestment Scale significantly predicted speed choice. More experienced participants with higher scores on the Decision Reinvestment subscale were more likely to drive slower and participants with worse attitudes towards speeding were likely to drive faster. Participants with a low propensity for movement specific reinvestment (specifically, Movement Self-Consciousness) reduced their speed to a greater extent than those with a high propensity when driving in the police car scenario. There was some evidence to suggest that high decision specific and movement specific reinvesters were more likely to be involved in crashes and receive driving infringements. The current study is the first to demonstrate a significant relationship between reinvestment and driving. The implications of these findings for road safety are discussed.

As drivers, we often have the sense that we can recall very little about our everyday trips, particularly on familiar roads when nothing untoward occurs. The failure to recall incidental events from a routine drive is not surprising if these drives are performed at a fairly automatic or preconscious level of engagement. Some researchers have suggested that danger, difficulty, and consequentiality are what make events and actions memorable for drivers. To investigate what drivers remember from a routine trip, we asked participants (n = 75) to drive familiar local roads on a 15 km urban route either on-road in an instrumented car, or in the University of Waikato driving simulator (with and without a passenger). At ten predetermined locations on the drive participants were asked to provide ratings of perceived risk, difficulty and anxiety. At the end of the drive, participants were asked a free recall question about what they remembered from the drive, followed by cued recall questions about six of the locations from the drive prompted by photographs. In general, participants recalled very similar things from the drive, notably what they saw as the poor behaviour of other drivers. The participants’ recall accuracy was rather poor, with memory for whether they had stopped at a particular location having the highest accuracy. Memory of whether there were vehicles ahead and whether they had stopped had a high number of recall false alarms, adding to the suggestion that participants remembered the locations and what usually happens there rather than detailed recollections of a particular occasion. There were no observed relationships between recall accuracy and perceptions of driving risk, difficulty, or anxiety. The results indicated that memories of everyday driving are combinations of examples of bad behaviour of other road users and our recollections of what typically happens at familiar locations.

The aim of this study was to explore how frequently drivers report mind wandering during their daily commute, and to learn more about how conscious and unconscious processes combine during everyday driving. We recorded 587 thought samples across 110 drives by eleven female participants aged between 28 and 48 years who regularly drive between home and work. Using a probe-catch descriptive experience sampling procedure, thought samples were captured and categorised according to whether they were driving-related or not, and according to their trigger (sensory vs internal). We found that drivers on the daily commute reported mind wandering on 63% of reports, and were actively focused on the driving task for between 15% and 20% of samples. For the remaining one fifth of thought samples, drivers were not actively thinking about anything in particular. Over half of drivers’ mind wandering reports were related to things they saw or heard, suggesting that although they are not directly focused on driving all of the time, they frequently and habitually scan the road and roadside environment. When momentary driving task demands do not command attention, drivers’ minds wander towards personal current concerns. Mind wandering is often triggered by what drivers see or hear. These findings suggest that in familiar, undemanding situations, drivers are more likely to be found mind wandering than focusing on driving, however mind wandering is swiftly interrupted when driving task demands command effortful attention. The results have implications for research into mind wandering, implying that a baseline of sustained task focus is not the norm when driving the daily commute. Researchers and policy-makers ought to consider how to design road and traffic systems that align with drivers’ unconscious expectations.

Crashes are over-represented on roads close to home, but it is not clear why. We sought to address this gap by exploring the characteristics of close to home crashes. We used twelve months of crash data that included driver home address, and travel survey data captured over the same period to group crashes based on equivalent amounts of travel at different distances from home, controlling for exposure. We compared crashes on high-speed (rural) and low-speed (urban) roads; crashes caused by different types of error (lapse and violation); and crashes at major intersections (roundabouts and traffic signals), minor intersections (priority intersections and driveways), and midblocks; to find out which road type, error type, and locations were most common in crashes on roads close to home. Findings revealed that crashes over-represented close to home were on low-speed (urban) roads; were more likely to involve lapses of attention than violations; and that crashes related to lapses of attention on low-speed roads were more common at minor intersections and mid-blocks than at major intersections. Although drivers may be most likely to consider busy intersections risky and worthy of effortful focus, these results show that seemingly safe, slow streets and minor intersections account for a surprisingly high proportion of crashes overall, particularly on familiar urban roads close to home. The interplay of drivers’ attentional regulation with momentary driving demands, and risk is complex and worthy of continued investigation.

The notion that most crashes happen close to home has been repeated so often it has come to be an accepted truth. Despite this, to our knowledge there have not been any studies to date which have adequately accounted for rates of exposure in drawing conclusions concerning relative crash risk and distance from home. We addressed this gap by using data representative of all travel (from the New Zealand Household Travel Survey) and crashes in New Zealand, by New Zealand drivers, from 1 July 2013 to 30 June 2014. Trip origins, destinations and driver home address were used to convert 31,102 trips into travel exposure on roads at increasing distance from home. Travel data were compared with crash distance from home for 6,295 injury crashes involving 9,315 drivers. Analysis showed that on average, drivers were indeed more likely to crash close to home. Roads within 11 km (6.8 miles) of home accounted for half of all travel and 62% of all crashes. The ‘close to home’ effect held for male and female drivers. Novice (learner) drivers were the only demographic subgroup to not exhibit the close to home effect. Compared with crashes further away, crashes close to home were more likely to involve alcohol and diverted attention, and less likely to involve driver fatigue. These findings provide a mandate for continued investigation into the science of typical, everyday driving. We contend that behavioural effects associated with driving on familiar roads may be a factor in injury crash risk for experienced drivers.

This study explored the patterns of drug driving in New Zealand by investigating 1) drivers' perceptions about impairment caused by legal and illegal drugs 2) countermeasures employed by drivers when under the influence of drugs (e.g., decisions not to drive) 3) drivers' attitudes about police enforcement of drug driving and 4) the factors that predict the likelihood of engaging in drug driving. Participants (n=434) were licensed drivers who completed an online questionnaire. Results of the questionnaire indicated that drivers rated hallucinogens and opiates as being the illegal drugs producing the highest level of driving impairment and cannabis the lowest. For legal drugs, sedatives were rated as having the highest driving impairment and anti-nausea and anti-depressants the lowest. Respondents' drug use history had an effect on their ratings of impairment for anti-anxiety drugs, anti-depressants, kava, sedatives, cannabis and hallucinogens such that drug users reported higher impairment ratings than Non-user. Making a decision not to drive after taking drugs was reported by users of alcohol (73.6%), cannabis (57.0%), strong painkillers (42.5%), and anti-depressants (10.0%). Respondents who reported drink driving were 3.26 times more likely to report drug driving than those reporting no drink driving. Respondents also showed greater acceptance towards driving under the influence of legal drugs (43.5%) compared to illegal drugs (10.3%). Those who did not have favourable attitudes about drug driving were less likely to report having driven under the influence of drugs. Drivers in this sample were less aware of the potential negative effects of legal drugs on driving compared to illegal drugs. More than half the respondents from this study acknowledged drug driving as a road safety issue which needs more resources dedicated to it.

The focus of the research was to investigate drivers' expectations and mental representations of familiar rural roads. Participants first completed a picture sort task for 34 rural road scenes from the local area and then rated the roads individually in terms of their comfort, driving difficulty, monotony, the speed they would choose, and how safe they would feel while driving. The similarity judgements from the picture sorting task were analysed with multi-dimensional scaling and hierarchical cluster analyses to reveal six non-overlapping road categories with very good agreement across participants. These categories correctly predicted significant differences in the participants' explicit judgements about speed, difficulty, physical comfort, and safety of the individual roads. We believe that these findings can be taken as supporting evidence that these drivers' had formed underlying mental representations or schemata for these familiar roads based on the type of driving required for each.

The prevalence and adverse consequences of alcohol-impairment in drivers of motor vehicles is well documented. By comparison, driving under the influence of legal and illegal psychotropic drugs is poorly characterised in most countries. This study was conducted to investigate the prevalence of drugged driving in New Zealand, and to obtain a profile of the types of drugs most commonly taken prior to driving. A stratified sample (n=2000) of drivers (representative of the age distribution of licensed drivers) from across NZ completed a telephone survey (41% male, mean age 47.26 years). Additional participants completed the survey online (n=434; 28% male, mean age 34.54 years) Participants were asked to report their use of 17 different types of prescription and non-prescription psychoactive drugs in the previous 12 months and to indicate if they had taken them less than 3 h prior to driving. The legal drugs most commonly taken prior to driving (other than alcohol, consumed by 13% of the sample) were strong painkillers (11%), antidepressants (7%) anti-nausea medication (4%) and anti-anxiety medication (3%). Other than cannabis, taken by 4% of the sample, the prevalence of illegal drug use less than 3 h before driving was generally low (

Inattention is a road safety problem, but few studies have focused specifically on mind wandering during everyday driving. This paper explores differences in self-reported mind wandering according to driver demographic characteristics (including age and gender), cognitive traits (such as tendency toward cognitive failure or mindful attention), states (such as feeling tired or stressed) and road environment factors (such as route familiarity). Five hundred and two participants (113 male, average age 44.4 years, SD=14.0years) completed a series of questionnaires (Mindful Attention and Awareness Scale (MAAS), Cognitive Failures Questionnaire (CFQ) and Driver Behaviour Questionnaire (DBQ)), as well as study-specific questions about mind wandering during different personal states and across a range of road and traffic situations. All respondents reported mind wandering during driving at least some of the time. Mind wandering was more likely to be reported on familiar roads than on unfamiliar roads and when drivers are tired. Drivers who reported relatively more mind wandering were younger, reported less mindful attention in daily life, more cognitive failures, and more driving violations and lapses. Together, the findings suggest that mind wandering is common in everyday driving, however any link with crash risk remains unclear. Future research using self-report and naturalistic methods could provide more insight into relationships between mind wandering, error and crash risk.

The idea that drivers' perceptions of risk affect their decisions and choices, particularly as regards their speed, is at the heart of many years of our education, engineering, and enforcement strategies to improve road safety. Our previous research has shown that horizontal curvature, road width, vertical curvature and separation from on-coming traffic are principal determinants to perceptions of risk on rural roads. The present study examined the relationship between drivers' perceptions of risk and the speeds they choose to drive. Participants drove high definition videos of familiar rural roads in a driving simulator and a smaller group of participants drove the same roads in a university fleet vehicle similar to the one used in the simulator. The results showed that double yellow and wide centreline markings were associated with lower speed choices and higher perceptions of risk, an effect magnified under high traffic conditions. Similarly, in both the simulator and on the roads, driving on narrow roads was associated with significantly lower speeds and increased risk ratings, while wider roads showed a small but significant increase in speeds as compared to standard width control roads. Finally, a range of other road and traffic conditions such as one-lane bridges, level crossings, police cars, and crash area warning signs were also found to be associated with lower speed choices and higher risk perceptions.

The aim of this study was to compare the demand for food under concurrent progressive- and fixed-ratio schedules. Twelve brushtail possums participated in 16 conditions where schedule, progression and food type were varied. An incrementing schedule increased the fixed-ratio requirement within and across sessions and was arranged as either a geometric sequence (base 2), or an arithmetic sequence (step 5). Two foods were tested: a flaked barley and coco-pop(®) mix versus rolled oats. Overall, performance was similar for most possums in the within- and across-session incrementing schedules. An analysis of the estimates of essential value and break point produced the same account of demand for foods under the geometric or arithmetic progressions and within- and across-session procedures for 8 of 12 possums. Six possums showed higher demand for rolled oats compared to flaked barley, and two possums showed higher demand for flaked barley compared to rolled oats. Incrementing ratios within, rather than between sessions using an arithmetic progression was demonstrated to be a time efficient procedure for investigating demand for different food types without affecting conclusions about the relative demand for those foods.

Young drivers show high levels of risky driving and are over-represented in motor vehicle crash statistics world-wide. As well as personality and attitudinal factors, high rates of risk taking during adolescence may be due to poorly developed executive functions, a result of the slow maturation of the pre-frontal cortex of the brain. This study was undertaken to investigate the roles of executive function, personality, attitudes to risk in relation to self-reported driving behaviour. Adolescent (n = 46, age 16-18 years) and adult (n = 32, 25 years and over) male drivers completed a battery of neuropsychological tests to assess general cognitive ability and executive function, and questionnaires to assess driving history, personality, attitudes to physical and psychological risk as well as questionnaires of self-reported driving behaviour (Driver risk taking and Driver Attitude Questionnaire, DAQ). The adolescent drivers showed poorer executive function, higher levels of impulsivity and risk-taking, lower levels of agreeableness and conscientiousness compared to adult drivers. Regression analyses revealed that attitudes to risk, agreeableness and working memory made unique significant contributions in explaining self-reported driving behaviour. Interestingly though, better working memory was associated with higher levels of self-reported risky driving and more accepting attitudes to risky driving. Together the findings suggest that some aspects of executive function, personality, and attitudes to risk may help to explain self-reported driving behaviour. Whether these findings are relevant to female drivers and apply to on-road driving behaviour should be the focus of future studies. Language: en

Approximately one third of car trips involve one or more passengers and yet we know little about how the presence of a passenger helps or hinders safety and efficiency. To date, research in this area has focused on the possible distractive effects of passengers. Although we know that drivers conversing on a mobile phone is distracting and unsafe, epidemiological studies suggest that driving with a passenger has a lower crash risk than driving alone. This paper describes two studies into how drivers and passengers interact during a journey; a survey regarding the most common actions of passengers and how drivers view their helpfulness, and an on-road study of driver and passenger interactions. The results indicated several areas that drivers felt passenger assistance was quite helpful, but in some cases was exhibited very rarely. The on-road study revealed some interesting gender differences in who offers driving support, and who requests it. By understanding how passengers can contribute to safer journeys we can provide that information to drivers at risk, such as those very early or late in their driving careers.

Risk perception plays an important role in driver behaviour, particularly for speed choice. Risk perception studies use a range of techniques from on-road data collection to ratings of still photos, however participants’ ratings differ depending on the study methodology, possibly due to their perception of control. To explore this we conducted a multiple methods study to investigate drivers’ perceptions of risk on rural roads. One group of participants drove (Drivers, n = 13) a 180 km route along rural roads (accompanied by a research assistant) and provided verbal risk ratings at thirteen locations of interest. A second group (Passengers, n = 10) provided ratings at the same points when travelling as a passenger in a vehicle (driven by a research assistant). The third group (Observers, n = 14) were shown videos of the same rural roads (filmed from the drivers’ perspective) and also provided risk ratings at the same locations. A week later participants were invited to the laboratory to review the video footage and comment on factors that contributed to the risk ratings. Overall, the Observers gave the highest risk ratings and Drivers the lowest. The Observers also provided twice the number of comments to justify their risk rating compared to the other two groups. The results suggest that control, and on-road experience play a significant role in how perceptions of driving risk are formed and the degree of risk experienced. These findings also bring into question the accuracy of using video-based tasks to assess drivers’ risk perception (and speed choice), particularly if the findings are used to inform on-road safety interventions.

Objective to investigate predictors of anxiety for women experiencing hospitalisation during pregnancy and a comparison group of pregnant women (with or without medical complications) in the community. Design correlational, cross-sectional observational questionnaire study. Setting regional antenatal inpatient unit and community-based settings in New Zealand in 2009 and 2010. Participants 118 pregnant women in hospital and 114 pregnant women in community. Measurements and findings women in hospital and community groups completed a battery of questionnaires on pregnancy and health history, life events, anxiety, optimism, coping, and relationship factors. Midwives caring for the women provided ratings of health status and psychological distress. Both groups of women had scores on state anxiety significantly above local norms; women in the hospital were significantly higher than those in the community on state anxiety and worry about their pregnancy. The groups did not differ on factors such as life events, optimism, and coping self-efficacy. Ratings of health and distress made by women and their midwives showed poor agreement. Predictors of acute anxiety differed across the groups: for hospitalised women, anxiety was predicted by their rating of their health and their dispositional optimism; for women in the community, anxiety was predicted by stressful life events, dispositional optimism, and coping self-efficacy. Key conclusions many women hospitalised during pregnancy are extremely anxious, and those most vulnerable are those who are less optimistic and see their health as poor. Health care professionals may not be aware of how anxious women are, and women and their hospital caregivers had poor agreement on ratings of the woman׳s health status. Implications for research and practice women hospitalised during pregnancy are at risk for high levels of anxiety. Midwives are well placed to help women by recognising their distress, supporting informed optimism, and guiding women toward realistic coping strategies and using existing social support networks. Research is needed on strategies for implementation and effectiveness of brief interventions to support women to manage anxiety and stress during pregnancy both in hospital and in the community.

Individual differences with regard to speed preference may be a source of speed heterogeneity and conflicts in traffic, such as tailgating and dangerous overtaking. The main aim of the current study was to explore drivers’ speed preferences when driving for different reasons (saving money on fuel, driving safely, driving for fun or driving as usual) and the relationship of these preferences to observed speeds and self-reported speed. 193 drivers were interviewed at five different locations, and were asked about their speeds on roads they had just travelled. Drivers’ speeds on these roads were also sampled with a speed gun. The results showed large differences between speeds chosen for different driving purposes; the lowest speeds were chosen when the goal was economy and the highest when driving for fun. In addition, there were individual differences in speed preferences such that some drivers indicated that their usual speed was above what they believed was a safe speed while others indicated that they usually drove even slower than what they thought was safe. These differences may account for much of the speed heterogeneity observed in on-road behaviour. The results also showed that drivers’ speed choices are highly influenced by their usual speeds, even more so than their beliefs regarding what constitutes a safe speed, which may help explain non-compliance with speed limits. No relationship was found between speed choice and risk perception.

It has long been presumed that drivers’ perceptions of risk play an important role in guiding on-road behaviour. The answer to how accurately drivers perceive the momentary risk of a driving situation, however, is unknown. This research compared drivers’ perceptions of the momentary risk for a range of roads to the objective risk associated with those roads. Videos of rural roads, filmed from the drivers’ perspective, were presented to 69 participants seated in a driving simulator while they indicated the momentary levels of risk they were experiencing by moving a risk meter mounted on the steering wheel. Estimates of the objective levels of risk for the roads were calculated using road protection scores from the KiwiRAP database (part of the International Road Assessment Programme). Subsequently, the participants also provided risk estimates for still photos taken from the videos. Another group of 10 participants viewed the videos and photos while their eye movements and fixations were recorded. In a third experiment, 14 participants drove a subset of the roads in a car while providing risk ratings at selected points of interest. Results showed a high degree of consistency across the different methods. Certain road situations were rated as being riskier than the objective risk, and perhaps more importantly, the risk of other situations was significantly under-rated. Horizontal curves and narrow lanes were associated with over-rated risk estimates, while intersections and roadside hazards such as narrow road shoulders, power poles and ditches were significantly under-rated. Analysis of eye movements indicated that drivers did not fixate these features and that the spread of fixations, pupil size and eye blinks were significantly correlated with the risk ratings. An analysis of the road design elements at 77 locations in the video revealed five road characteristics that predicted nearly 80% of the variance in drivers’ risk perceptions; horizontal curvature, lane and shoulder width, gradient, and the presence of median barriers.

This paper describes our research into the processes that govern driver attention and behavior in familiar, well-practiced situations. The experiment examined the effects of extended practice on inattention blindness and detection of changes to the driving environment in a high-fidelity driving simulator. Participants were paid to drive a simulated road regularly over 3 months of testing. A range of measures, including detection task performance and driving performance, were collected over the course of 20 sessions. Performance from a yoked Control Group who experienced the same road scenarios in a single session was also measured. The data showed changes in what drivers reported noticing indicative of inattention blindness, and declining ratings of mental demand suggesting that many participants were “driving without awareness”. Extended practice also resulted in increased sensitivity for detecting changes to road features associated with vehicle guidance and improved performance on an embedded vehicle detection task (detection of a specific vehicle type). The data provide new light on a “tandem model” of driver behavior that includes both explicit and implicit processes involved in driving performance. The findings also suggest reasons drivers are most likely to crash at locations very near their homes.

This research examined the development of proceduralised "driving without awareness" in a driving simulator by paying participants to drive a simulated road regularly over 12 weeks of testing. This longitudinal research paradigm is a significant departure from previous studies which have examined drivers in a conscious attentional mode using short experimental sessions or cross-sectional designs comparing expert and novice performance. During each session, participants took two "trips" on the simulated road; sometimes travelling on a "to and from" journey on one half of the road, sometimes traversing the entire road in one direction. A range of measures, including driving performance, vehicle detection, perceptual speed regulation, and hazard reactions were collected. The results showed the development of driving patterns and changes in object detection performance indicative of proceduralised driving. Speed and lane position variability quickly decreased with practice, as did participants' subjective experiences of driving difficulty. Performance on an embedded detection task appeared to become a proceduralised part of the driving task, becoming highly efficient in later stages of the experiment. The changes in attentional focus and driving performance over time provide new light on previous research findings and allow us to critically re-examine several established models of driver behaviour.

Progesterone generally produces anxiolytic effects in rats and mice. However, sex differences in response to this neuroactive steroid have not been systematically investigated. Thus, this study investigated the anxiety-modulating actions of acute, chronic and withdrawn progesterone treatment in male and female Mongolian gerbils (Meriones unguiculatus) in the elevated plus-maze (EPM) and black-white box (BWB). Gerbils were tested after receiving vehicle, 0.5, 2.5, 7.5 or 15 mg/kg progesterone administered acutely, chronically (14 days) or after a 24-h withdrawal period following chronic treatment. Data analyses showed that overall the effects of progesterone were similar in males and females. Progesterone produced few behavioural alterations in the EPM following any of the treatment regimes. However, acute and chronic progesterone reduced anxiety in the BWB (as shown by increased exploration, locomotion and entries into the white compartment). In contrast, withdrawal of progesterone produced minimal effects in the EPM and BWB. This study suggests that the BWB maybe the most suitable test for detecting the anxiolytic effects of neuroactive steroids in gerbils. However, further research is needed to clarify the behavioural effects of progesterone in this species.

Sucrose is considered by many to be detrimental to health, giving rise to deterioration of the body associated with ageing. This study was undertaken to determine whether replacing sucrose in the diet long-term with honey that has a high antioxidant content could decrease deterioration in brain function during ageing. Forty-five 2-month old Sprague Dawley rats were fed ad libitum for 52 weeks on a powdered diet that was either sugar-free or contained 7.9% sucrose or 10% honey (which is the equivalent amount of sugar). Anxiety levels were assessed using an Elevated Plus Maze, whilst a Y maze and an Object Recognition task were used to assess memory. Locomotor activity was also measured using an Open Field task to ensure that differences in activity levels did not bias results in the other tasks. Anxiety generally decreased overall from 3 to 12 months, but the honey-fed rats showed significantly less anxiety at all stages of ageing compared with those fed sucrose. Honey-fed animals also displayed better spatial memory throughout the 12-month period: at 9 and 12 months a significantly greater proportion of honey-fed rats recognised the novel arm as the unvisited arm of the maze compared to rats on a sugar-free or sucrose-based diet. No significant differences among groups were observed in the Object Recognition task, and there appeared to be no differences in locomotor activity among groups at either 6 or 12 months. In conclusion, it appears that consumption of honey may reduce anxiety and improve spatial memory in middle age.

Gerbils are social animals and live in family groups in the wild, suggesting that individual housing may be a psychosocial stressor in this species. In the present study, gerbils were housed in same sex groups for 4 weeks, and then were either individually housed or remained with their cage mates for 1 week. Gerbils were tested in the black/white box (BWB), elevated plus maze (EPM) and social interaction test. Results indicated no significant differences in behaviour in the BWB. In contrast, on the EPM individually housed males showed increased anxiety compared to other groups, whilst there were no specific effects in females. In the social interaction test, however, individual housing in males increased social investigation, whilst females showed a decrease in exploration, accompanied by increased immobility. Passive immobility (freezing) was also increased in both sexes following individual housing. Thus, data from the EPM suggest that individual housing leads to increased anxiety mainly in males, whilst data from the SI suggests broadly the opposite. Therefore, individual housing results in different behavioural changes in male and female gerbils, which are dependent upon the test situation. This study highlights two key points. Firstly, it is important to use our knowledge of the species natural ecology in interpreting and designing anxiety tests. Secondly, it is important to assess behaviour in a range of situations when attempting to measure 'anxiety', particularly where tests developed for use in one species/sex are being used in another.

Gerbils form stable male/female pairbonds. Disruption of these has been shown to have consequences for subsequent social behaviour. The response in males is typically a decrease in the initiation of social contacts, whilst females typically freeze when approached. The current studies examined the influence on these phenomena of the gender of the stimulus animal. Data revealed that a similar increase in immobile-in-contact was seen in pairbond disrupted females regardless of whether they were interacting with males or females. By contrast, reductions in social behaviour were only seen in males when interacting with other males. Social investigation was increased when interacting with females. These results are interpreted in the context of gerbil social organisation in the wild. That is, whilst females continue to represent a possibility for opportunistic mating, decreased social investigation and offense directed towards other males indicates a reduced capacity for territorial defence. Together, present findings demonstrate that there are clear sex-differences in the behavioural effects of pairbond disruption in gerbils but that it is only in males that the expression of these effects is influenced by the sex of the stimulus animal.

s / Journal of Veterinary Behavior 8 (2013) e27ee46 e38 acquisition and rate of responding. Field observations of dog owners during training found delays to reinforcement range from 0-6.2 s; however, the effects of delaying reinforcement don’t appear to have been studied with dogs. The aim of this study was to examine the effects of delaying reinforcement when training dogs to perform a novel behavior. Pre-training was conducted in an experimental pen to condition them to the sound of a beep (secondary reinforcement) preceding delivery of food treats (primary reinforcement) from a feeding device. In the experiment, dogs were led into the pen and allowed to explore. The target behavior was the dogs sniffing inside one of two containers. When the dogs sniffed inside the correct container and broke infra-red beams, positive reinforcement (beep and then food) was delivered at a pre-set delay. Each dog worked on one delay only (0 s or 1 s). The behavior was considered learned when performed 10 times in a row, with 5 s between responses. The 0 s delay group comprised 7 dogs: 6 learned the behavior and 1 did not. Five dogs were tested at 1 s delay: 2 dogs learned and 3 did not; when these 3 dogs were switched onto 0 s delay, all learned. These results are preliminary, however, delays of 1 s prevented some (60%) dogs learning the task. This research reveals that timing of reinforcement is an important variable in successful dog training.