ß-Conglutins' Unique Mobile Arm Is a Key Structural Domain Involved in Molecular Nutraceutical Properties of Narrow-Leafed Lupin (Lupinus angustifolius L.).

Narrow-leafed lupin (NLL; Lupinus angustifolius L.) has multiple nutraceutical properties that may result from unique structural features of ß-conglutin proteins, such as the mobile arm at the N-terminal, a structural domain rich in α-helices. A similar domain has not been found in other vicilin proteins of legume species. We used affinity chromatography to purify recombinant complete and truncated (without the mobile arm domain, tß5 and tß7) forms of NLL ß5 and ß7 conglutin proteins. We then used biochemical and molecular biology techniques in ex vivo and in vitro systems to evaluate their anti-inflammatory activity and antioxidant capacity. The complete ß5 and ß7 conglutin proteins decreased pro-inflammatory mediator levels (e.g., nitric oxide), mRNA expression levels (iNOS, TNFα, IL-1ß), and the protein levels of pro-inflammatory cytokine TNF-α, interleukins (IL-1ß, IL-2, IL-6, IL-8, IL-12, IL-17, IL-27), and other mediators (INFγ, MOP, S-TNF-R1/-R2, and TWEAK), and exerted a regulatory oxidative balance effect in cells as demonstrated in glutathione, catalase, and superoxide dismutase assays. The truncated tß5 and tß7 conglutin proteins did not have these molecular effects. These results suggest that ß5 and ß7 conglutins have potential as functional food components due to their anti-inflammatory and oxidative cell state regulatory properties, and that the mobile arm of NLL ß-conglutin proteins is a key domain in the development of nutraceutical properties, making NLL ß5 and ß7 excellent innovative candidates as functional foods.

Assessing Willingness to Engage in Risky Driving Behaviour Using Naturalistic Driving Footage: The Role of Age and Gender.

Young novice drivers are more prone than older drivers to get involved in a risky driving situation. Some young drivers underestimate risk while overestimating their driving abilities, increasing the likelihood of engaging in risky behaviour. Age and inexperience both influence risk estimation, though it is not clear which of these variables is more important. Can drivers' willingness to engage in risky behaviour be assessed in a similar way to hazard perception skill using video-based risky situations? The aim of the current study was to assess whether a video-based tool could measure the willingness to participate in risky driving situations and whether it can distinguish between different types of risky driving scenarios across gender and driver age groups. We also explored the moderating effect of age and gender on drivers' experience in relation to the risky manoeuvres and participants' willingness to engage in risky situations. Participants were presented with naturalistic videos from the perspective of the driver that contained active risky situations (result of driver's own actions) and were asked to make a decision regarding a potential action (to overtake a bus/bicycle or pass through an amber light) and whether they would accelerate at this point. Participants reported that they were more willing to accelerate and overtake cyclists and buses and less willing to pass a light in amber. Young drivers were more willing to both engage in the risky behaviours and accelerate than older drivers, with young males reporting higher scores than the other groups. Gender differences were observed, with males being more prone to overtake and pass through a light in amber than females; however, this difference was not observed for the intention to accelerate. All the above effects remained when we tested the impact of experience on decision making while controlling for age and gender, although driving experience was no longer significant. These results demonstrate that drivers' intention to assume risk can indeed be measured in a similar video-based methodology to that used by hazard perception tests. The findings raise the possibility of assessing and training drivers on a wider range of safety-related behaviours.

Risky Decision-Making and Hazard Prediction are Negatively Related and Could Be Assessed Independently Using Driving Footage.

INTRODUCTION: Traffic collisions are a principal cause of death in Europe, disproportionately affecting young drivers. Driving safety depends not only on our ability to anticipate and respond to dangers on the road but also on the level of risk we are willing to engage within our own driving behaviour. METHODS: Hazard prediction (HPr) and risky decision-making (RDM) tests were given to three groups of young Spaniards (169 participants): 54 non-drivers (M=20), 65 novice (M=21) and, 50 experienced drivers (M=26 years old). Both tests presented participants with video clips of driving recorded from the driver's perspective. The HPr test contained hazardous situations caused by the actions of another road user (eg, a pedestrian crossing the road). Each HPr clip was occluded as a hazard began to unfold and participants were asked to predict "what happens next?" They selected their answer from four on-screen options. The RDM test used clips where any imminent danger would be provoked by the film-car driver's risky behaviour (eg, overtaking illegally). Participants were asked to report the probability of following certain types of risky behaviour (eg, "Would you go forward with the lights on amber?" or "Would you overtake the cyclist/lorry/bus at this point?"). In addition, the effect of the locality of the driving scenarios was manipulated: they could take place in the participant's native country (Spain) or in a different country (UK). RESULTS: Non-drivers and novice drivers were less able to predict upcoming hazards and more likely to make risky decisions. Driving scenarios from another country (UK) provoked riskier decisions than those from the participants' home country (Spain). CONCLUSION: Improvement in HPr skills among novice or new drivers poses a huge challenge as far as driver training is concerned, though it is only part of the solution. Young inexperienced drivers' willingness to engage in risky behaviour also needs to be tackled. Our results suggest that such RDM can be assessed in a similar way to HPr skill, using a naturalistic approach, which raises the possibility of assessing and training drivers on a wider range of safety-related behaviours.

Visual attention in realistic driving situations: Attentional capture and hazard prediction.

In real life, many objects catch our attention involuntarily or exogenously. Exogenous attention occurs fast and its effects are short-lived. In the laboratory, when attentional orientation is studied, both valid and invalid attentional signals are used: the valid ones direct the attention to a location where something relevant is going to appear. The invalid ones occur in a location where nothing relevant is going to happen. Usually, performance is improved when valid signals rather than invalid ones are presented. This work is novel in that it explores the effects of attentional capture and driving experience in situations of day-to-day driving while participants carry out a Hazard Prediction task. We created new Hazard Prediction (HPr) and Risk Estimation (RE) tests when driving by selecting 48 short videos recorded in a realistic way from the perspective of a car driver. We created valid and invalid trials by selecting videos in which a what?? was presented in the same spatial location as the one where the hazard was beginning to develop or in a different location. Simple situations, with only one developing hazard, were also presented. A total of 92 participants (30 experienced drivers, 32 novices and 30 with no experience) were placed in the position of the driver and answered the questions: 1) What will happen after the video is cut? 2) To what extent do you consider this situation risky? The results from the Hazard Prediction test replicate the attentional capture effect in complex driving situations, with invalid trials obtaining the worst results, followed by valid and simple ones. Participants with experience obtained better scores than novices, and novices were better than drivers without experience. No interaction between attentional orientation and experience was found, suggesting the obligatory and automatic nature of orientation processes, which do not appear to be compensated for by driving experience. No significant differences were found for the Risk Estimation test.

Hazard Perception and Prediction test for walking, riding a bike and driving a car: "Understanding of the global traffic situation".

To "put oneself in the place of other road users" may improve understanding of the global traffic situation. It should be useful enabling drivers to anticipate and detect obstacles in time to prevent accidents to other road users, especially those most vulnerable. We created a pioneering Hazard Perception and Prediction test to explore this skill in different road users (pedestrians, cyclists and drivers), with videos recorded in naturalistic scenarios: walking, riding a bicycle and driving a car. There were 79 participants (30 pedestrians, 14 cyclists, 13 novice drivers and 22 experienced drivers). Sixty videos of hazardous traffic situations were presented, divided into 2 blocks of 30 videos each: 10 walking, 10 riding a bicycle, 10 driving a car. In each situation presented, we evaluated the performance of the participants carrying out the task of predicting the hazard and estimating the risk. In the second block, after they had carried out the task, we gave them feedback on their performance and let them see the whole video (i.e., checking what happened next). The results showed that the holistic test had acceptable psychometric properties (Cronbach's alpha = .846). The test was able to discriminate between the different conditions manipulated: a) between traffic hazards recorded from different perspectives: walking, riding a bicycle and driving a car; b) between participants with different user profiles: pedestrians, cyclists and drivers; c) between the two test blocks: the first evaluation only and the second combining evaluation with this complex intervention. We found modal bias effects in both Hazard Perception and Prediction; and in Risk Estimation.

Endoscopist-directed propofol is more efficient than anesthesiologist-administered propofol in patients at low-intermediate anesthetic risk.

OBJECTIVE: Endoscopist-directed propofol (EDP) sedation is becoming more popular, with a reported safety and efficacy similar to anesthesiologist-administered propofol (AAP). The aim of this study is to compare the efficiency of EDP and AAP in patients of low-intermediate anesthetic risk. METHODS: A prospective cost-effectiveness comparison study was conducted. The costs of the endoscopic procedures in the EDP and AAP group were calculated using the full cost methodology after breaking down the endoscopic activity into relative value units to allocate costs in an equitable way. To determine the effectiveness, adverse events related to endoscopic sedation and the number of incomplete procedures were registered for the EDP group and compared with those published by anesthesiologists for AAP. RESULTS: A total of 1165 and 18 919 endoscopic procedures were, respectively, included in the EDP and AAP groups. The average costs of EDP vs. AAP for gastroscopy, colonoscopy and endoscopic ultrasound were &OV0556; 182.81 vs. &OV0556; 332.93, &OV0556; 297.07 vs. &OV0556; 459.76, and &OV0556; 319.92 vs. &OV0556; 485.12, respectively. No significant differences were detected regarding the rate of overall adverse events (4.43 vs. 4.46%) or serious adverse events (0 vs. 0.17%); the rate of arterial hypotension was significantly lower in the EDP group: 0.34 vs. 1.78% [odds ratio (OR), 0.19; 95% confidence interval (CI), 0.08-0.46] and the desaturation rate was significantly lower in the AAP group: 3.26 vs. 1.29% (OR, 2.58; 95% CI, 1.85-3.60). No significant differences were found in terms of incomplete examinations (0.17 vs. 0.14%). CONCLUSION: In patients with low-intermediate anesthetic risk referred for an endoscopic examination, EDP appears to be more efficient than AAP.

AuI-Catalyzed Hydroalkynylation of Haloalkynes.

The AuI-catalyzed reaction between terminal alkynes and aromatic haloalkynes proceeds through divergent pathways depending on the nature of the catalyst counteranion. Thus, cationic complexes containing strongly basic NHC ligands and noncoordinating anions such as BArF4 catalyze the cis haloalkynylation of the terminal alkyne, whereas introduction of a weakly basic triflate counteranion results in the stereoselective hydroalkynylation of the haloalkyne, yielding haloenyne products in good yields and complete trans selectivity. Experimental and computational studies suggest that the hydroalkynylation reaction takes place via nucleophilic attack of the terminal alkyne to the C2 carbon of the activated haloalkyne, assisted by a concerted proton abstraction by the triflate, and that the protodeauration is the turnover-limiting step, in agreement with an observed primary kinetic isotope effect.

AuI -Catalyzed Haloalkynylation of Alkenes.

The formal insertion of alkenes into aromatic chloro- and bromoalkynes takes place under cationic gold catalysis. This haloalkynylation reaction can be performed with cyclic, gem-disubstituted and monosubstituted alkenes, using BINAP, triazolo[4,3-b]isoquinolin-3-ylidene ligands or SPhos, respectively. The products were isolated in moderate to excellent yields and with complete diastereo- and regioselectivity; the halogen atom bonding the more substituted carbon of the alkene. Preliminary experiments showed that the enantioselective haloalkynylation of cyclopentene can be performed with (S)-BINAP to afford the insertion products with moderate to good enantioselectivities.

How are distractibility and hazard prediction in driving related? Role of driving experience as moderating factor.

Distraction constitute one of the 'five fatal' behaviours that contribute to road trauma, and some people may be more susceptible to it than others. It is also known that a greater ability to predict danger is related to a lower probability of suffering accidents. It could be hypothesised that drivers with a higher tendency to distraction are worse at predicting traffic hazards, but to what extent might driving experience serve to mitigate this tendency to distraction? The current study collected self-reported attentional errors from drivers by using the Attention-Related Driving Errors Scale (ARDES-Spain) in order to examine whether novice drivers suffered from inattention more than experienced drivers. The results demonstrated that novice drivers scored more highly on ARDES than experienced drivers. ARDES scores were then related to performance in a Hazard Prediction test, where participants had to report what hazard was about to happen in a series of video clips that occlude just as the hazard begins to develop. While experienced drivers were better at the Hazard Prediction test than novice drivers, those participants who reported fewer attention errors were also better able to detect the upcoming hazard following occlusion. In addition, our results demonstrate a relationship between self-reported attentional errors and the ability to predict upcoming hazards on the road, with driving experience having a moderating role. In the case of novice drivers, as their scores in the Manoeuvring Errors ARDES factor increase, their ability in Hazard Prediction diminishes, while for experienced drivers the increase is not significant. Guidance on how to improve training for drivers in order to mitigate the effects of inattention on driving safety can be addressed.

A comparison of hazard perception and hazard prediction tests across China, Spain and the UK.

Hazard perception (HP) is the ability to spot on-road hazards in time to avoid a collision. This skill is traditionally measured by recording response times to hazards in video clips of driving, with safer, experienced drivers often out-performing inexperienced drivers. This study assessed whether HP test performance is culturally specific by comparing Chinese, Spanish and UK drivers who watched clips filmed in all three countries. Two test-variants were created: a traditional HP test (requiring timed hazard responses), and a hazard prediction test, where the film is occluded at hazard-onset and participants predict what happens next. More than 300 participants, across the 3 countries, were divided into experienced and inexperienced-driver groups. The traditional HP test did not discriminate between experienced and inexperienced drivers, though participant nationality influenced the results with UK drivers reporting more hazards than Chinese drivers. The hazard prediction test, however, found experienced drivers to out-perform inexperienced drivers. No differences were found for nationality, with all nationalities being equally skilled at predicting hazards. The results suggest that drivers' criterion level for responding to hazards is culturally sensitive, though their ability to predict hazards is not. We argue that the more robust, culturally-agnostic, hazard prediction test appears better suited for global export.

The moderating effects of vigilance on other components of attentional functioning.

BACKGROUND: Previous research suggested that vigilance may moderate the functioning of other attentional components. However, vigilance is usually neglected when comparing the attentional functioning between groups of clinical and/or healthy participants. NEW METHOD: We combined data from several studies using the Attention Network Test for Interactions and Vigilance (ANTI-V), which includes a vigilance measure plus phasic alertness, orienting, and executive control scores. We estimated, for the first time, the reliability of the vigilance performance indices in the ANTI-V, by analyzing split-half correlations of 10,000 permutations of the trials. In addition, we tested whether a different attentional functioning would be found across the group of healthy participants varying in their vigilance performance, by using a considerably larger sample size (226 participants) than previous studies. RESULTS: Vigilance indices were the most reliable among the different attentional scores. Regression models show an inverse relationship between vigilance and phasic alertness and executive control. COMPARISON WITH EXISTING METHODS: No previous study has analysed the reliability of the vigilance performance indices in the ANTI-V. In comparison with other ANT variations, the ANTI-V provides a reliable measure of vigilance together with the typical phasic alertness, orienting and executive control scores. In addition, we provide estimates, based on a large sample size, of the magnitude of the link between vigilance and other attentional functions. CONCLUSIONS: When assessing the multiple functions of attention, the current study highlights the importance of measuring vigilance, which may modulate the functioning of other attentional components, such as phasic alertness or executive control.

What happens when drivers face hazards on the road?

The current study aims to obtain knowledge about the nature of the processes involved in Hazard Perception, using measurement techniques to separate and independently quantify these suspected sub-processes: Sensation, Situation Awareness (recognition, location and projection) and decision-making. It applies Signal Detection Theory analysis to Hazard Perception and Prediction Tasks. To enable the calculation of Signal Detection Theory parameters, video-recorded hazardous vs. quasi-hazardous situations were presented to the participants. In the hazardous situations it is necessary to perform an evasive action, for instance, braking or swerving abruptly, while the quasi-hazardous situations do not require the driver to make any evasive manoeuvre, merely to carry on driving at the same speed and following the same trajectory. A first Multiple Choice Hazard Perception and Prediction test was created to measure participants' performance in a What Happens Next? Task. The sample comprised 143 participants, 47 females and 94 males. Groups of non-offender drivers (learner, novice and experienced) and offender drivers (novice and experienced) were recruited. The Multiple Choice Hazard Perception and Prediction test succeeded in finding differences between drivers according to their driving experience. In fact, differences exist with regard to the level of hazard discrimination (d' prime) by drivers with different experience (learner, novice and experienced drivers) and profile (offenders and non-offenders) and these differences emerge from Signal Detection Theory analysis. In addition, it was found that experienced drivers show higher Situation Awareness than learner or novice drivers. On the other hand, although offenders do worse than non-offenders on the hazard identification question, they do just as well when their Situation Awareness is probed (in fact, they are as aware as non-offenders of what the obstacles on the road are, where they are and what will happen next). Nevertheless, when considering the answers participants provided about their degree of cautiousness, experienced drivers were more cautious than novice drivers, and non-offender drivers were more cautious than offender drivers. That is, a greater number of experienced and non-offender drivers chose the answer "I would make an evasive manoeuvre such as braking gradually".