Experts and Decision Making: First Steps Towards a Unifying Theory of Decision Making in Novices, Intermediates and Experts

Expertise research shows quite ambiguous results on the abilities of experts in judgment and decision making (JDM) classic models cannot account for. This problem becomes even more accentuated if different levels of expertise are considered. We argue that parallel constraint satisfaction models (PCS) might be a useful base to understand the processes underlying expert JDM and the hitherto existing, differentiated results from expertise research. It is outlined how expertise might influence model parameters and mental representations according to PCS. It is discussed how this differential impact of expertise on model parameters relates to empirical results showing quite different courses in the development of expertise; allowing, for example, to predict under which conditions intermediates might outperform experts. Methodological requirements for testing the proposed unifying theory under complex real-world conditions are discussed.Judgment and Decision Making, Expertise, Intermediate Effects, Parallel Constraint Satisfaction, Mental Representation

Traffic safety knowledge gain of ambulance drivers after simulator-based training

Background Compared to other road users, ambulance drivers are at a higher accident risk while driving with warning lights and sirens. No standard exists for training or education for emergency medical service employees driving ambulances. Training programs should positively influence knowledge. However, knowledge gain can be influenced by several different factors. This study developed a knowledge test for ambulance drivers to determine influencing factors on knowledge and its gain by simulator-based training. Methods Two parallel knowledge test forms with 20 questions each were designed in several steps and tested on up to 174 participants. Questionnaires were used to study associated and influencing factors, such as objective experience, subjective attitudes, personality, motivation and demographic data. Results Test construction showed good overall parallelism of the two tests as well as reliability and sensitivity. There was no correlation between subjective and objective knowledge gain, but participants with higher subjective knowledge gain showed a higher variation in objective knowledge. Younger age, higher qualification, higher number of license classes, fewer traffic violations, and more traffic safety trainings were positively associated with knowledge, whereas less yearly driving mileage, more traffic safety trainings, and higher risk sensitivity positively influenced knowledge gain through the training. Conclusion Knowledge and its gain through training are very low. Reasons for the lack of predictive power of some variables, such as motivation, personality and attitudes, are discussed. This study presents a new tool for testing knowledge on driving with warning lights and sirens. It shows the need for objective testing and for further research in this special area

The More the Better? Effects of Training and Information Amount in Legal Judgments

In an experimental study we investigated effects of information amount and legal training on the judgment accuracy in legal cases. In a two (legal training: yes vs. no) x two (information amount: high vs. low) between-subjects design, 90 participants judged the premeditation of a perpetrator in eight real-world cases decided by the German Federal Court of Justice. Judgment accuracy was assessed in comparison with the Court’s ruling. Legal training increased judgment accuracy, but did not depend on the amount of information given. Furthermore, legal training corresponded with higher confidence. Interestingly, emotional reactions to the legal cases were stronger when more information was given for individuals without legal training but decreased for individuals with training. This interaction seems to be caused by fundamental differences in the way people construct their mental representations of the cases. We advance an information processing perspective to explain the observed differences in legal judgments and conclude with a discussion on the merits and problems of offering more information to lay people participating in legal decision making.

Digitally connected work and its consequences for strain - a systematic review

BACKGROUND Evolving digitization has an impact not only on the organization of work, but also on the health of employees. Dealing with new technologies, integrating new processes and requirements into work, and restructuring tasks among others are demands that can be stressful and impair health. OBJECTIVES Our aim was to identify (clusters of) working conditions associated with digitally connected work and to analyze their relations with strain, that is, health and well-being outcomes. METHODS Between May and October 2019, a search string was used to systematically search six databases (EMBASE, Medline, PSYNDEX, PsycInfo, SocIndex, WISO) for German and English texts according to the PEO scheme. The methodological quality was assessed using the Quality Assessment Tool for Studies with Diverse Design. RESULTS 14 studies were identified. Despite the search string containing latest technologies, we identified mostly studies from the 1980s/90s. To aggregate findings, a categorization of work factors (cognitive demands, social factors, organizational factors, environmental factors) and health factors (motivation/satisfaction, reduced well-being/affective symptoms, physiological parameters/somatic complaints) is introduced. The most frequently identified work factors belong to the category of cognitive demands. For health factors, motivation/satisfaction was identified most often. 475 associations were found in total. CONCLUSIONS This systematic review provides an overview of work and health factors that have been studied between 1981 and 2019. Recent texts frequently study individualized health factors (e.g., life satisfaction) whereas objective physiological measurement data and objective survey methods such as workplace analysis are not used. This latter approach was predominantly found in the older studies. In order to obtain a comprehensive picture, however, it is worthwhile to use a combination of these subjective and objective approaches for future studies in this field

The Impact of Learning Demands, Work-Related Resources, and Job Stressors on Creative Performance and Health

We propose an integrated model of learning demands, work-related resources, and job stressors that incorporates core assumptions of work design in predicting processes of learning and performance as well as health impairment. The model was tested in a heterogeneous sample of 830 employees using structural equation modeling. Empirical results largely support theoretical assumptions. Learning demands and work-related resources were positively related to intrinsic motivation and creative performance. Job stressors and low work-related resources were predictive for health impairment. The suggested tripartite taxonomy reconciles inconsistent research findings on the impact of work characteristics. The model provides practical guidance for work analysis and design by clarifying relationships between established work characteristics, job performance, and worker health

Increased self-reported sensitivity to environmental stimuli and its effects on perception of air quality and well-being

Background: In previous studies, negative associations were found between increased environmental sensitivity and general well-being as well as positive perception of air quality. However, only a few studies with partly inconsistent results examined this relation under exposure. They tried to determine whether people with increased environmental sensitivity react to real environmental conditions with changes in current well-being and perception of air quality. Methods: Pooled data from two single-blinded randomized controlled trials with different exposure levels were analyzed. Participants were exposed to different levels of volatile organic compounds (VOC) and carbon dioxide (CO2) in the front part of a former in-service wide-body airplane inserted in a low-pressure chamber. Three exposure groups were created depending on the VOC/CO2 levels: low, medium and high. Subjects repeatedly answered questions about their current mental well-being and about perception of air quality and odor intensity. Based on self-reported data the participants were classified into groups with low and higher environmental sensitivity. Data were evaluated using a 2 (environmental sensitivity) x 3 (exposure) ANCOVA with repeated measures. Results: 503 individuals (221 females) participated (mean age: 42.8±14.5 years). Thereof, 166 individuals were assigned to the group with higher environmental sensitivity; they reported poorer psychological well-being regarding vitality (F(1,466) = 16.42, p < .001***, partial η² = .034) and vigilance (F(1,467) = 7.82, p = .005**, partial η² = .016) and rated the pleasantness of air quality (F(1,476) = 7.55, p = .006**, partial η² = .016) and air movement (F(1,474) = 5.11, p = .024*, partial η² = .011) worse than people in the low sensitivity group. Exposure levels showed no effects. No systematic differences between men and women were found. Increased environmental sensitivity shared common variance with negative affectivity, another person-related variable. Its explanatory power was higher for evaluations of the environment whereas no differences between the concepts in explaining current psychological well-being were found. Conclusions: Even a slightly elevated level of environmental sensitivity led to worse ratings of the environment with no clear relation to the real environment. Consequently, environmental sensitivity should be considered as a confounding factor in environmental exposure studies. The independency from real exposure levels is in line with the results from previous studies showing that the differences in environmental ratings are probably also driven by psychological factors

Effects of increased recirculation air rate and aircraft cabin occupancy on passengers’ health and well-being – Results from a randomized controlled trial

Background. Aircraft cabins are special environments. Passengers sit in close proximity in a space with low pressure that they cannot leave. The cabin is ventilated with a mixture of outside and recirculated air. The volume of outside air impacts the carbon footprint of flying. Higher recirculation air rates could be considered to save energy and divert less kerosene from producing thrust. Objectives. To investigate whether higher recirculation air rates in aircraft cabins negatively affect passengers' health and well-being and if occupancy plays a role in this. Methods. In a 2 (occupancy: full and half-occupied) X 4 (ventilation regime) factorial design with stratified randomization, participants were exposed in an aircraft segment in a low-pressure tube during a four-hour simulated flight. Ventilation regimes consisted of increasing proportions of recirculated air up to a maximum CO2 concentration of 4200 ppm. Participants rated comfort, health symptoms, and sleepiness multiple times. Heart rate (variability), as stress marker, was measured continuously. Results. 559 persons representative of flight passengers regarding age (M=42.7, SD=15.9) and sex (283 men) participated. ANCOVA results showed hardly any effect of both factors on self-reported health symptoms, strong main effects of occupancy on comfort measures, and interaction effects for sleepiness and physiological stress parameters: Participants in the half-occupied cabin hardly reacted to increased recirculation air rates and show overall more favorable responses. Participants in the fully occupied cabin reported higher sleepiness and had stress reactions when the recirculation air rate was high. Discussion. This large-scale RCT shows the importance of occupancy, a previously neglected factor in indoor air research. The proximity of other people seems to increase stress and exacerbate reactions to air quality. Further studies on causal pathways are needed to determine if recirculation air rates can be increased to reduce the carbon footprint of flying without detrimental effects on passengers

Aircraft interior and seat design: priorities based on passengers’ opinions

Comfort is an important factor for passengers in the selection of airlines, and electric propeller aircraft will be an important element of future sustainable aviation. In this paper, we studied the order of importance of different (dis)comfort factors regarding traveling with propeller aircraft. Two experiments were conducted, one was a simulation flight on the ground with 33 participants and the other were two real flights with 97 participants. All participants were asked to rank the importance of different (dis)comfort factors in different phases of flights. Results indicated that though there are differences between the simulation and the real flights, noise, vibration and the seat are among the most important factors regarding discomfort, and space, lighting, temperature and seat are the most important factors of comfort. The results are different to those reported from previous studies on travelling by jet, where anthropometry is the most important factor. This finding suggests a difference in passenger perception between travelling by propeller propulsion and jet engines, and casts new requirements on the aircraft interior and service design for future sustainable aviation

Impact of different ventilation strategies on aircraft cabin air quality and passengers’ comfort and wellbeing – the ComAir study

Indoor air quality can affect occupants in numerous ways. Especially carbon dioxide (CO2) and volatile organic compounds (VOCs) have been debated in their effects on health, well-being, and cognition of people. Aircraft cabins present indoor environments with distinctive features, where passengers are exposed to a mixture of outside and recirculated air. They include conditions such as high occupant density, inability to leave the environment, low relative humidity and need for pressurization. The ComAir study, funded by the Clean Sky 2 Initiative of the European Union, aims to investigate the impact of reducing outdoor air intake in the total volume of air supplied on cabin air quality and passengers’ wellbeing. The main experiment of the study uses a 2(‘occupancy’) X 4 (‘air ventilation regime’) factorial design with stratified randomization of participants. Occupancy denotes the number of people in the aircraft (half vs. full) and varies the psychological important wellbeing factor of proxemics. The four air ventilation regime levels are: Baseline with typical aircraft airflows regimes per person, ASHRAE 161 requirement (standard recommendation), ASHRAE 161 half (half of the recommended flow), and a recirculation regime with a target CO2 concentration close to regulatory limit. This paper presents the background and experimental procedure of ComAir and gives some preliminary results on environmental conditions and subjects’ wellbeing and health under the baseline air ventilation regime

Cabin air quality on non-smoking commercial flights: a review of published data on airborne pollutants

We reviewed 47 documents published 1967-2019 that reported measurements of volatile organic compounds (VOCs) on commercial aircraft. We compared the measurements with the air quality standards and guidelines for aircraft cabins and in some cases buildings. Average levels of VOCs for which limits exist were lower than the permissible levels except for benzene with average concentration at 5.9±5.5 μg/m3. Toluene, benzene, ethylbenzene, formaldehyde, acetaldehyde, limonene, nonanal, hexanal, decanal, octanal, acetic acid, acetone, ethanol, butanal, acrolein, isoprene and menthol were the most frequently appearing compounds. The concentrations of SVOCs (Semi-Volatile Organic Compounds) and other contaminants did not exceed standards and guidelines in buildings except for the average NO2 concentration at 12 ppb. Although the focus was on VOCs, we also retrieved the data on other parameters characterizing cabin environment. Ozone concentration averaged 38±30 ppb below the upper limit recommended for aircraft. The outdoor air supply rate ranged from 1.7 to 39.5 L/s per person and averaged 6.0±0.8 L/s/p (median 5.8 L/s/p), higher than the minimum level recommended for commercial aircraft. Carbon dioxide concentration averaged 1,315±232 ppm, lower than what is permitted in aircraft and close to what is permitted in buildings. Measured temperatures averaged 23.5±0.8°C and were generally within the ranges recommended for avoiding thermal discomfort. Relative humidity averaged 16%±5%, lower than what is recommended in buildings