1H-NMR Metabolomics Study after Foliar and Endo-Therapy Treatments of Xylella fastidiosa subsp. pauca Infected Olive Trees: Medium Time Monitoring of Field Experiments.

Here we report the medium-term effects of foliar spray and endo-therapy treatments with different doses of a Cu/Zn citric acid biocomplex (Dentamet®) in Xylella fastidiosa infected olive trees of Salento, Apulia region (South-east Italy). Leaf extract samples from field-treated 150 years old olive trees cvs Ogliarola salentina and Cellina di Nardò were studied by 1H NMR-based metabolomics. The result of different applications of Dentamet® endo-therapy after 60, 120 and 180 days in comparison with traditional foliar spray treatment and water injection as a control have been investigated. The metabolic profile analyses, performed by 1H NMR-based metabolomic approach, indicated plant metabolites variations connected to the disease progression such as mannitol, quinic acid, and oleuropein related compounds. The best results, in terms of discrimination of the metabolic profiles with respect to water injection, were found for monthly endo-therapy treatments. Dentamet® foliar application demonstrated more specific time related progressive effectiveness with respect to intravascular treatments. Therefore, besides a possible more effective performance of endo-therapy with respect to foliar treatments, the need of further doses/frequencies trimming to obtain long-term results was also assessed. The present field studies confirmed the indication of Dentamet® effectiveness in metabolic variation induction, potentially linked with reducing the X. fastidiosa subspecies pauca related Olive Quick Decline Syndrome (OQDS) symptoms development.

Innovations towards sustainable olive crop management: a new dawn by precision agriculture including endo-therapy.

Olive trees (Olea europaea L.) are deeply interwoven with the past, present and future of Mediterranean civilizations, both as essential economical as well as cultural valuables. Olive horticulture constitutes one of the primary agroecosystems in the Mediterranean regions of today. Being inhabitant of ecological niches, Olea europaea is prone to a peculiar vulnerability towards climatic and socioeconomical transformations that are briskly reshaping regional and global agroecosystems. Because of climatic changes and the biosafety risks of global agricultural trades, olive plants are highly susceptible to newly emerging diseases and pests, and the traditional olive horticultural crop protection practices are under scrutiny towards reducing their ecological impact. Hence there is an eminent demand for a more nature-positive olive tree crop management. Recent innovations in precision agriculture are raising the prospect for innovative crop protection methods that may provide olive farmers the required agility to respond to present and future agricultural challenges. For instance, endo-therapy, which is the systemic delivery of active ingredients via trunk injection, is a technology that holds promise of a true step-change in sustainable olive crop management. Endo-therapy allows reaching vascular diseases inaccessible to foliar treatments and delivers active ingredients in a precise manner with no risks of off-target drifts. Similarly, progresses in biological precision delivery using controlled release of active ingredients based on innovative formulation technologies are showing an exciting potential for more targeted and sustainable crop protection solutions. This review summarizes the latest innovations on both physical and biological precision deliveries in the realm of olive arboriculture in the Mediterranean regions and gives an outlook how these technologies may help orchestrating innovative olive culture practices soon.

Toward a Holistic Communication Approach to an Automated Vehicle's Communication With Pedestrians: Combining Vehicle Kinematics With External Human-Machine Interfaces for Differently Sized Automated Vehicles.

Future automated vehicles (AVs) of different sizes will share the same space with other road users, e. g., pedestrians. For a safe interaction, successful communication needs to be ensured, in particular, with vulnerable road users, such as pedestrians. Two possible communication means exist for AVs: vehicle kinematics for implicit communication and external human-machine interfaces (eHMIs) for explicit communication. However, the exact interplay is not sufficiently studied yet for pedestrians' interactions with AVs. Additionally, very few other studies focused on the interplay of vehicle kinematics and eHMI for pedestrians' interaction with differently sized AVs, although the precise coordination is decisive to support the communication with pedestrians. Therefore, this study focused on how the interplay of vehicle kinematics and eHMI affects pedestrians' willingness to cross, trust and perceived safety for the interaction with two differently sized AVs (smaller AV vs. larger AV). In this experimental online study (N = 149), the participants interacted with the AVs in a shared space. Both AVs were equipped with a 360° LED light-band eHMI attached to the outer vehicle body. Three eHMI statuses (no eHMI, static eHMI, and dynamic eHMI) were displayed. The vehicle kinematics were varied at two levels (non-yielding vs. yielding). Moreover, "non-matching" conditions were included for both AVs in which the dynamic eHMI falsely communicated a yielding intent although the vehicle did not yield. Overall, results showed that pedestrians' willingness to cross was significantly higher for the smaller AV compared to the larger AV. Regarding the interplay of vehicle kinematics and eHMI, results indicated that a dynamic eHMI increased pedestrians' perceived safety when the vehicle yielded. When the vehicle did not yield, pedestrians' perceived safety still increased for the dynamic eHMI compared to the static eHMI and no eHMI. The findings of this study demonstrated possible negative effects of eHMIs when they did not match the vehicle kinematics. Further implications for a holistic communication strategy for differently sized AVs will be discussed.

One Solution Fits All? Evaluating Different Communication Strategies of a Light-based External Human-Machine Interface for Differently Sized Automated Vehicles from a Pedestrian's Perspective.

Differently sized automated vehicles (AVs) will enter the roads of tomorrow and will interact with other road users. Pedestrians as vulnerable road users heavily rely on the communication with other road users, especially for the interaction with larger vehicles, as miscommunication pose a high risk. Therefore, AVs need to provide communication abilities to safely interact with pedestrians. This study's focus was on the explicit communication which is highly relevant in low-speed and low-distance traffic scenarios to clarify misunderstandings before they result in accidents. External human-machine interfaces (eHMIs) placed on the outside of AVs can be used as a communication tool to explicitly inform the surrounding traffic environment. Although research manifested effects of vehicle size on pedestrians' perceived safety and crossing behavior, little research about the eHMI design for differently sized AVs exists. This experimental online study (N = 155) aimed at investigating the application of a light-based eHMI on two differently sized AVs (car, bus) by focusing on the overall goal of ensuring traffic safety in future traffic. The light-based eHMI showed different communication strategies, i.e., a static eHMI and three dynamic eHMIs. The results revealed that an automated car was perceived as safer and affectively rated as more positive compared to an automated bus. Nevertheless, no significant differences were found between the two AVs in terms of the eHMI communication. A dynamic eHMI was perceived as safer and evaluated affectively as more positive compared to a static eHMI or no eHMI for both AVs. In conclusion, the use of a light-based eHMI had a positive effect on pedestrians' interaction with an automated car and an automated bus and, therefore, could contribute to the overall traffic safety in this study. Implications for the design of eHMIs for differently sized AVs were discussed.

Agro-active endo-therapy treated Xylella fastidiosa subsp. pauca-infected olive trees assessed by the first 1H-NMR-based metabolomic study.

Xylella fastidiosa is a xylem-limited bacterium causing a range of economically important plant diseases in hundreds of crops. Over the last decade, a severe threat due to Olive Quick Decline Syndrome (OQDS), caused by Xylella fastidiosa subspecies pauca, affected the Salento olive groves (Apulia, South-East Italy). Very few phyto-therapeutics, including a Zn/Cu citric acid biocomplex foliar treatment, were evaluated to mitigate this disease. However, the traditional foliar applications result in the agro-actives reaching only partially their target. Therefore the development of novel endo-therapeutic systems was suggested. Metabolite fingerprinting is a powerful method for monitoring both, disease progression and treatment effects on the plant metabolism, allowing biomarkers detection. We performed, for the first time, short-term monitoring of metabolic pathways reprogramming for infected Ogliarola salentina and Cima di Melfi olive trees after precision intravascular biocomplex delivery using a novel injection system. Upon endo therapy, we observed specific variations in the leaf content of some metabolites. In particular, the 1H NMR-based metabolomics approach showed, after the injection, a significant decrease of both the disease biomarker quinic acid and mannitol with simultaneous increase of polyphenols and oleuropein related compounds in the leaf's extracts. This combined metabolomics/endo-therapeutic methodology provided useful information in the comprehension of plant physiology for future applications in OQDS control.

[Subjective certainty to increase the acceptance of automated and connected driving]. / Subjektive Sicherheit zur Steigerung der Akzeptanz des automatisierten und vernetzten Fahrens.

An important factor for the acceptance and thus the spread of automated and connected driving (ACD) is the degree of subjective uncertainty that users experience when interacting with automated vehicles. Subjective uncertainties always occur when people are not able to predict the further course of a situation or future events due to lack of experience or information. If such uncertainties occur during the use of automated vehicles, the development of trust and thus acceptance of this technology is impaired by the negative emotions accompanying subjective uncertainties. Within the AutoAkzept project (which full title translates to: Automation without uncertainty to increase the acceptance of automated and connected driving), solutions for user-focused automation have been developed that put vehicle occupants at the center of system development. User-focused systems take into account two basic human needs in human-machine interaction, the need to understand and the need to be understood. For this purpose, user-focused systems use different sensors to detect subjective uncertainties and their influencing factors in real time, integrate this information with context data and make adjustments that reduce subjective uncertainties. The systemic adaptations of user-focused systems follow a holistic approach that includes the levels of vehicle guidance, interior adaptation and information presentation as well as target guidance are included. By reducing or avoiding subjective uncertainties, the project developments contribute to a positive, comfortable user experience and help to increase the acceptance of ACD. This paper presents research results of AutoAkzept on the topics of user state and activity modelling as well as needs-based adaptation strategies, which represent key components for the implementation of user-focused automation.

Progress towards Sustainable Control of Xylella fastidiosa subsp. pauca in Olive Groves of Salento (Apulia, Italy).

Xylella fastidiosa subsp. pauca is the causal agent of "olive quick decline syndrome" in Salento (Apulia, Italy). On April 2015, we started interdisciplinary studies to provide a sustainable control strategy for this pathogen that threatens the multi-millennial olive agroecosystem of Salento. Confocal laser scanning microscopy and fluorescence quantification showed that a zinc-copper-citric acid biocomplex-Dentamet®-reached the olive xylem tissue either after the spraying of the canopy or injection into the trunk, demonstrating its effective systemicity. The biocomplex showed in vitro bactericidal activity towards all X. fastidiosa subspecies. A mid-term evaluation of the control strategy performed in some olive groves of Salento indicated that this biocomplex significantly reduced both the symptoms and X. f. subsp. pauca cell concentration within the leaves of the local cultivars Ogliarola salentina and Cellina di Nardò. The treated trees started again to yield. A 1H-NMR metabolomic approach revealed, upon the treatments, a consistent increase in malic acid and γ-aminobutyrate for Ogliarola salentina and Cellina di Nardò trees, respectively. A novel endotherapy technique allowed injection of Dentamet® at low pressure directly into the vascular system of the tree and is currently under study for the promotion of resprouting in severely attacked trees. There are currently more than 700 ha of olive groves in Salento where this strategy is being applied to control X. f. subsp. pauca. These results collectively demonstrate an efficient, simple, low-cost, and environmentally sustainable strategy to control this pathogen in Salento.

Validation of the cycling anger scale in Singapore.

OBJECTIVES: Emotions can be dangerous companions in road traffic for vehicle drivers and cyclists in particular. It is therefore important to reliably assess emotions like anger in road traffic. The first objective of the present paper is to examine whether the cycling anger scale (CAS) can be used to assess Singaporean Cyclists' anger experiences in traffic. In addition, it relates the cycling anger measure to similar constructs like driving anger (DAS), and the cyclists' experiences of trait anger in general in order to further examine the validity of the CAS scale. METHODS: In an online survey, we distributed the English versions of the Cycling Anger Scale (CAS), the Driving Anger Scale (DAS), and the Trait Anger Scale (TAS) to a sample of 116 cyclists from Singapore. We then analyzed the psychometric properties of the CAS. In addition, we correlated cyclists' CAS ratings with their DAS ratings, TAS ratings, and demographic variables. Finally, we compared cycling anger ratings across cultures. RESULTS: With respect to the first objective, we found that the Cycling Anger Scale can be applied to cyclists from Singapore given very minor modifications. Regarding our second objective, we obtained substantial correlations between cycling anger experience, driving anger experience, and general anger experience. In addition, cyclists' CAS ratings were related to their demographic variables but not to their self-reported aggressive cycling behavior. The cross-cultural comparison revealed that cyclists from Singapore experience less anger than cyclists from other cultures. CONCLUSIONS: We conclude that we could show the validity of the CAS for cyclists from Singapore. Researchers and practitioners who are interested in safer cycling can apply the CAS in Singapore. In line with other studies, we also conclude that cycling anger experience is related to driving anger experience and general trait anger. However, cycling anger does not seem to be related to self-reported aggressive cycling.

German bike messengers' experiences and expressions of cycling anger.

Objective: The present study has 3 objectives: First, we wanted to examine whether the Cycling Anger Scale (CAS) applies to German professional bike messengers, because this scale was previously developed with nonprofessional cyclists in Germany. Second, we wanted to look at possible differences in cycling anger experience and expression between professional German bike messengers and nonprofessional German cyclists. Third, we explored whether cycling anger is somehow related to driving anger and general anger. Methods: We applied German versions of the CAS, the Driving Anger Scale (DAS), and the State-Trait Anger Expression Inventory (STAXI) to a sample of 123 professional German bike messengers. Then we compared their ratings with the results of 421 nonprofessional German cyclists. Results: Regarding our first objective, results indicate that the CAS model fit is better for nonprofessional than for professional cyclists. However, the CAS in a slightly modified version can be used for professional cyclists as well. As for our second objective, we show that professional cyclists experience significantly less cycling anger than nonprofessional cyclists. However, bike messengers report more frequent aggressive cycling behaviors when angry, indicating a weaker link between trait anger while cycling and aggressive behavior among professionals. Thirdly, we found relations between cycling anger, driving anger, and general anger. Conclusions: We conclude that the CAS in its slightly modified 13-item version with the established 4 subscales produces an acceptable model fit and can be applied to professional German bike messengers for further research purposes or applied issues; for example, traffic education or self-awareness in terms of accident prevention behaviors. In addition, for professional cyclists, less anger does not result in less aggressive cycling behaviors. Subsequent research should explore the role of anger in behavioral regulation of cyclists' unsafe cycling behaviors taking different levels of experience and professionalism into account in order to reduce adverse effects of anger on traffic safety.

Driving anger expression in Germany-Validation of the Driving Anger Expression Inventory for German drivers.

OBJECTIVE: The main objective of this article is to examine whether the Driving Anger Expression Inventory (DAX) applies to German drivers because this scale has previously been given to drivers in many different countries. METHODS: We applied German versions of the DAX, the Driving Anger Scale (DAS), and the State-Trait Anger Expression Inventory (STAXI) to a sample of 501 German drivers. We computed confirmatory factor analysis and principal axis factoring (PAF) analysis to examine the structure of driving anger expression in Germany. Finally, we related the drivers' anger exp ression scores to their driving anger experiences and their general anger propensities to assess the validity of the DAX for German drivers. RESULTS: Results indicated that the DAX's original factor structure does not apply to German drivers because the confirmatory factor analysis did not show a good model fit. An item analysis revealed that many DAX items had no meaningful variability. They were excluded from further analysis. The subsequent PAF analysis indicated that German drivers do not use personal physical aggression to express their driving anger. Instead, they reported unique preventive anger expression management behavior. In addition, their driving anger expressions were significantly related to their driving anger experiences and their general anger propensities indicated the validity of the refined DAX for German drivers. CONCLUSIONS: We conclude that German drivers do not use strong behaviors to express their driving anger. Many statements of Deffenbacher et al.'s (Behav Res Ther. 40:717-737, 2002) original American questionnaire were not applicable for our sample of German drivers. These findings are in line with several other studies showing discrepancies in driving anger expression in various countries. Future investigations should examine the reasons for discrepancies in driving anger expression.

German taxi drivers' experiences and expressions of driving anger: Are the driving anger scale and the driving anger expression inventory valid measures?

OBJECTIVE: The objective of this article was 2-fold: firstly, we wanted to examine whether the original Driving Anger Scale (DAS) and the original Driving Anger Expression Inventory (DAX) apply to German professional taxi drivers because these scales have previously been given to professional and particularly to nonprofessional drivers in different countries. Secondly, we wanted to examine possible differences in driving anger experience and expression between professional German taxi drivers and nonprofessional German drivers. METHODS: We applied German versions of the DAS, the DAX, and the State-Trait Anger Expression Inventory (STAXI) to a sample of 138 professional German taxi drivers. We then compared their ratings to the ratings of a sample of 1,136 nonprofessional German drivers (Oehl and Brandenburg n.d. ). RESULTS: Regarding our first objective, confirmatory factor analysis shows that the model fit of the DAS is better for nonprofessional drivers than for professional drivers. The DAX applies neither to professional nor to nonprofessional German drivers properly. Consequently, we suggest modified shorter versions of both scales for professional drivers. The STAXI applies to both professional and nonprofessional drivers. With respect to our second objective, we show that professional drivers experience significantly less driving anger than nonprofessional drivers, but they express more driving anger. CONCLUSIONS: We conclude that the STAXI can be applied to professional German taxi drivers. In contrast, for the DAS and the DAX we found particular shorter versions for professional taxi drivers. Especially for the DAX, most statements were too strong for German drivers to agree to. They do not show behaviors related to driving anger expression as they are described in the DAX. These problems with the original American DAX items are in line with several other studies in different countries. Future investigations should examine whether (professional) drivers from further countries express their anger as proposed by the DAX. In addition, professional drivers experience less driving anger (DAS) and less general trait anger (STAXI) than nonprofessional drivers, but they report more driving anger expression (DAX) and more current general state anger (STAXI). Subsequent studies should therefore focus on different types of anger within the group of professional drivers.

Introducing a multivariate model for predicting driving performance: the role of driving anger and personal characteristics.

INTRODUCTION: Maladaptive driving is an important source of self-inflicted accidents and this driving style could include high speeds, speeding violations, and poor lateral control of the vehicle. The literature suggests that certain groups of drivers, such as novice drivers, males, highly motivated drivers, and those who frequently experience anger in traffic, tend to exhibit more maladaptive driving patterns compared to other drivers. Remarkably, no coherent framework is currently available to describe the relationships and distinct influences of these factors. METHOD: We conducted two studies with the aim of creating a multivariate model that combines the aforementioned factors, describes their relationships, and predicts driving performance more precisely. The studies employed different techniques to elicit emotion and different tracks designed to explore the driving behaviors of participants in potentially anger-provoking situations. Study 1 induced emotions with short film clips. Study 2 confronted the participants with potentially anger-inducing traffic situations during the simulated drive. RESULTS: In both studies, participants who experienced high levels of anger drove faster and exhibited greater longitudinal and lateral acceleration. Furthermore, multiple linear regressions and path-models revealed that highly motivated male drivers displayed the same behavior independent of their emotional state. The results indicate that anger and specific risk characteristics lead to maladaptive changes in important driving parameters and that drivers with these specific risk factors are prone to experience more anger while driving, which further worsens their driving performance. Driver trainings and anger management courses will profit from these findings because they help to improve the validity of assessments of anger related driving behavior.

Age effects on controlling tools with sensorimotor transformations.

Controlling tools in technical environments bears a lot of challenges for the human information processing system, as locations of tool manipulation and effect appearance are spatially separated, and distal action effects are often not generated in a 1:1 manner. In this study we investigated the susceptibility of older adults to distal action effects. Younger and older participants performed a Fitts' task on a digitizer tablet without seeing their hand and the tablet directly. Visual feedback was presented on a display in that way, that cursor amplitude and visual target size varied while the pre-determined hand amplitude remained constant. In accordance with distal action effects being predominant in controlling tool actions we found an increase in hand movement times and perceptual errors as a function of visual task characteristics. Middle-aged adults more intensely relied on visual feedback than younger adults. Age-related differences in speed-accuracy trade-off are not likely to account for this finding. However, it is well known that proprioceptive acuity declines with age. This might be one reason for middle-aged adults to stronger rely on the visual information instead of the proprioceptive information. Consequently, design and application of tools for elderly should account for this.