Currently, Adaptive Cruise Control (ACC) systems can automate vehicle speed control to maintain following time-gaps in the range of one to two seconds. In this study, a field test was conducted to determine whether or not drivers would be comfortable with the sub-second following time-gaps that could be provided by a Cooperative ACC (CACC) system. A CACC system uses vehicle-vehicle communication to enable faster system responses and shorter following time-gaps. Sixteen drivers from the general public drove both systems on their daily commuting trips, and their driving behavior and subjective opinions of the systems were recorded. The results show that the drivers were generally comfortable with and typically selected the sub-second following time-gaps offered by the CACC system, but there were significant differences between the preferences of male and female drivers. The male drivers typically preferred the shortest gap settings, while the female drivers typically preferred slightly longer gap settings. The drivers' willingness to accept the shorter following gaps adds credibility to the assertion that future CACC systems may have the potential to produce significant increases in the achievable highway lane capacity.

Bradbury AR, Patrick‐Miller L, Fetzer D, Egleston B, Cummings SA, Forman A, Bealin L, Peterson C, Corbman M, O’Connell J, Daly MB. Genetic counselor opinions of, and experiences with telephone communication of BRCA1/2 test results. BRCA1/2 test disclosure has, historically, been conducted in‐person by genetics professionals. Given increasing demand for, and access to, genetic testing, interest in telephone and Internet genetic services, including disclosure of test results, has increased. Semi‐structured interviews with genetic counselors were conducted to determine interest in, and experiences with telephone disclosure of BRCA1/2 test results. Descriptive data are summarized with response proportions. One hundred and ninety‐four genetic counselors completed self‐administered surveys via the web. Although 98% had provided BRCA1/2 results by telephone, 77% had never provided pre‐test counseling by telephone. Genetic counselors reported perceived advantages and disadvantages to telephone disclosure. Thirty‐two percent of participants described experiences that made them question this practice. Genetic counselors more frequently reported discomfort with telephone disclosure of a positive result or variant of uncertain significance (p < 0.01) than other results. Overall, 73% of participants reported interest in telephone disclosure. Many genetic counselors have provided telephone disclosure, however, most, infrequently. Genetic counselors identify potential advantages and disadvantages to telephone disclosure, and recognize the potential for testing and patient factors to impact patient outcomes. Further research evaluating the impact of testing and patient factors on cognitive, affective, social and behavioral outcomes of alternative models of communicating genetic information is warranted.

Piucco, T, O'Connell, J, Stefanyshyn, D, and de Lucas, RD. Incremental testing design on slide board for speed skaters: comparison between two different protocols. J Strength Cond Res 30(11): 3116-3121, 2016-The aim of this study was to investigate the effect of stage duration (Long-stage-LS: 3-minute, Short-stage-SS: 1-minute) on maximal and submaximal aerobic physiological variables during a simulated skating test performed on a slide board. Ten well-trained male speed skaters performed 2 maximal incremental tests on slide board until voluntary exhaustion. The second ventilatory threshold (VT2) was determined by the ventilatory equivalent method. All participants reached the criteria for maximal oxygen uptake (V[Combining Dot Above]O2max) attainment in both protocols. Maximal cadence (CADmax), V[Combining Dot Above]O2 at VT2 and cadence at VT2 (CADVT2) were significantly higher during SS protocol, but maximal heart rate was significantly lower for the SS protocol. V[Combining Dot Above]O2max was significantly correlated with CADmax for the SS (r = 0.62) and LS protocols (r = 0.61). Strong correlations were found between CADmax and CADVT2 during the SS (r = 0.83) and LS protocols (r = 0.76). The results of the present study suggest that either SS or LS slide board incremental protocol can be used to evaluate skaters, since they elicited maximal physiological responses. Additionally, slide board incremental skating tests may be considered as a more specific and practical alternative than laboratory-based tests, especially when a large number of athletes need to be assessed.

The major motivations to participate in the HP genetic research study were to obtain genetic testing and to help current family members and future generations. The major concern was insurance discrimination. Participants clearly appreciate the availability of genetic testing for HP. These results suggest that a mechanism to disclose results to research participants should be considered, and effective ways to protect at-risk individuals from insurance discrimination must remain a genetics health care priority.

To examine the feasibility of driver–infrastructure interface (DII) and driver–vehicle interface (DVI) in the context of a left-turn assistance system, 20 test participants drove through a test-track intersection with oncoming traffic. Participants decided, both with and without the aid of a real-time warning, whether there was enough time to turn in front of oncoming traffic. This study examined both the effects of warning location (DII versus DVI) and the timeliness of the warning onset, while controlling for vehicle arrivals to the intersection as measured by an algorithm that predicted the spare time (trailing buffer) if the participant decided to turn in front of an oncoming vehicle. Lag (gap) acceptance increased as the predicted trailing buffer increased, with almost all lags with a predicted spare time greater than 1 s accepted and almost all lags with a predicted spare time fewer than −1.5 s rejected. The presence of warnings in either location resulted in a reduction in the turning rate, but there were no differences between warning locations. Most drivers preferred the DII in this instance, but based on participants’ feedback, a visual-only DVI located more central to the driver's focus of attention may also be acceptable. In regard to warning onset, information provided as decision support, rather than a preemptive or reactive warning, will likely need to be provided about 3.5 to 4.5 s before a driver reaches the intersection, to be integrated into the driver's decision process.