INTERVENTIONS TO REDUCE HIGH-VOLUME PORTABLE HEADSETS: “TURN DOWN THE SOUND!”

Two studies examined effects of interventions to reduce noise levels from portable stereo headphones. Study 1 examined the effectiveness of warning signs posted in and nearby public elevators with 567 passengers possessing a portable headphone (total N = 7,811). During a 9-day baseline, the mean percentage of headphones played at an observer-audible level was 85%. During a subsequent 6-day warning sign phase, the mean percentage of audible headphones declined to 59%, which increased to a mean of 76% during a second baseline phase (5 days). Study 2 assessed the impact of a student confederate who lowered his or her observer-audible headphone volume at the polite request of a second student confederate. Of the 4,069 elevator passengers, 433 possessed a portable headset. The mean percentage of observer-audible headphones during a 4-day baseline was 85%. Subsequently, a 5-day modeling intervention reduced audible volumes to a mean of 46%. During a second baseline phase of 4 days, the mean level was 77%, and during reintroduction of the modeling phase (9 days) the mean level was 42%. The modeling intervention was significantly more effective with women (53% compliance) than men (29% compliance).     

Parent-like spokesperson for campaigning an anti-plastic straw movement to young adults: Is it effective?

Parental communication is still relatively meaningful in Asian families with hierarchical, vertical, and authoritative relationships. Meanwhile, children's pro-environmental behaviour in emerging Asian nations tends to be passive, leading to a need for intervention from the closest parties, often the parent, whose familial role in green communication has not been examined. This study uses social learning theory to examine the interplay of parent-like spokespeople and message appeals in affecting young adults' cognitive and emotional responses, which is expected to influence the ad liking and believability of green advertisements and switching intention to green products, such as eco-friendly straws. A laboratory experiment was conducted with 240 subjects. The results showed that the frame of a father-like figure conveying a hope appeal generated the greatest enthusiasm and argument quality for young adults. Mother-like figures speaking a fearful message frame were the best generator for young adults' anger and threat appraisal. Ad liking was significantly impacted only by a mother-like spokesperson who spoke a fearful appeal mediated by anger and a father-like spokesperson who delivered a hope appeal mediated by argument quality. Young adults' willingness to switch to eco-friendly straws was indirectly influenced by the interaction effect of a mother-like spokesperson and fear appeal type mediated by ad believability.     

Language and persuasion: A discursive psychological approach

Across the social sciences, there is a wealth of research on the role of language in persuasion in interpersonal communication. Most of these studies have been conducted in laboratories using experimental methods, have taken a social cognitive perspective, and have focused on the effects of particular linguistic practices on how persuasive messages are understood, processed, and ultimately complied with. By contrast, less attention has been paid to how language can be used to create sequential, interactional, and social obligations, in everyday interactions, like sales encounters or business negotiations, where persuasion occurs naturally and is built into the fabric of the conversation. In reviewing the former approach to studying language and persuasion, in this paper, I highlight several critical shortcomings. Then, I argue that, when studying naturally occurring persuasion-in-interaction, a discursive psychological approach is better suited for investigating and theorising the interactional structures underpinning persuasion and the role of language therein.     

A driving simulation study to investigate the information threshold of graphical variable message signs based on visual perception characteristics of drivers

Graphical variable message signs (VMSs) are infrastructure-based advanced traveler information systems widely used to provide drivers with real-time traffic condition information about a road section or area. However, there is a lack of research on the suitable volume of information to be shown on graphical VMSs. In practice, an overload of VMS information commonly exists, especially on China’s highways. Building on our earlier findings obtained through surveys and static cognitive experiments, this study introduces the use of dynamic simulation experiments to assess the influence of the volume of information (i.e., number of roads displayed) on graphical VMSs from the perspective of drivers’ visual perception characteristics. Thirty-two drivers participated in the driving simulation experiment and questionnaires. Five indexes, including legibility speed, legibility distance, legibility time, comprehension accuracy, and driver subjective scoring, were thoroughly analyzed to evaluate their relationships to different volumes of information (i.e., four, five, and six roads shown on a VMS). The results show that the legibility distance notably decreased with increasing volumes of information. The comprehension accuracy decreased significantly when the number of roads shown increased to six. The legibility speed, legibility time, and subjective scoring also deteriorated as the number of roads displayed on the VMS increased. The index scores were evaluated, in combination with the data of the drivers’ subjective scoring, data-based statistical analyses, and comprehensive evaluations using the TOPSIS method, to recommend that five is the recommended maximum number of roads to be shown on a graphical VMS. The results of this study support the goal of providing understandable and effective messages for drivers by addressing issues relating to how much information should be displayed on a VMS. These findings provide a basis for policy development to ensure consistent and practical designs of graphical VMSs on highways.     

Increasing motorist compliance and caution at stop signs.

This study evaluated strategies to improve motorist compliance and caution at three stop‐sign‐controlled intersections with a history of motor vehicle crashes. The primary intervention was a light‐emitting diode (LED) sign that featured animated eyes scanning left and right to prompt drivers to look left and right for approaching traffic. Data were scored from videotape on the percentage of drivers coming to a complete stop and the percentage of drivers looking right before entering the intersection. Observational data were collected on the percentage of right‐angle conflicts (defined as braking suddenly or swerving from the path to avoid an intersection crash). The introduction of the LED sign according to a multiple baseline across the three intersections was associated with an increase in the percentage of vehicles coming to a complete stop at all three intersections and a small increase in the percentage of drivers looking right before entering the intersections. Conflicts between vehicles on the major and minor road were also reduced following the introduction of the animated eyes prompt.     

The eco-cognitive model of abduction: Ἀπαγωγή now: Naturalizing the logic of abduction

Abduction (ἀπαγωγή, in ancient Greek, often translated as “leading away” or “reduction”) is a procedure in which something that lacks classical explanatory epistemic virtue can be accepted because it has virtue of another kind: Gabbay and Woods [15] contend (GW-schema) that abduction presents an ignorance-preserving or (ignorance-mitigating) character. From this perspective abductive reasoning is a response to an ignorance-problem; through abduction the basic ignorance – that does not have to be considered a total “ignorance” – is neither solved nor left intact. Abductive reasoning is an ignorance-preserving accommodation of the problem at hand. Is abduction really ignorance-preserving? To better answer this question I will introduce (and take advantage of) an eco-cognitive model (EC-Model) of abduction. It will be illustrated that through abduction, knowledge can be enhanced, even when abduction is not considered an inference to the best explanation in the classical sense of the expression, that is an inference necessarily characterized by an empirical evaluation phase, or an inductive phase, as Peirce called it. To further deepen the eco-cognitive character of abduction a simple genealogy of logic is provided: Aristotle clearly states that in syllogistic theory local/environmental cognitive factors – external to that peculiar inferential process, for example regarding users/reasoners, are given up. Indeed, to define syllogism Aristotle first of all insists that all syllogisms are valid and contends that the necessity of this kind of reasoning is related to the circumstance that “no further term from outside (ἔξωθɛν) is needed”, in sum syllogism is the fruit of a kind of eco-cognitive immunization. At the same time Aristotle presents a seminal perspective on abduction: the second part of the article considers the famous passage in Chapter B25 of Prior Analytics concerning ἀπαγωγή (“leading away”), also studied by Peirce. I contend that some of the current well-known distinctive characters of abductive cognition are already expressed, which are in tune with the EC-Model. By providing an illustration of the role of the method of analysis and of the middle terms in Plato's dialectic argumentation, considered as related to the diorismic/poristic process in ancient geometry – also, later on, emphasized by Proclus – I maintain that it is just this intellectual heritage which informs Aristotle' Chapter B25 on ἀπαγωγή. Even if, in general, Aristotle seems to sterilize, thanks to the invention of syllogistic theory, every “dialectic” background of reasoning, nevertheless in Chapter B25 he is still pointing to the fundamental inferential role in reasoning of those externalities that substantiate the process of “leading away” (ἀπαγωγή). Hence, we can gain a new positive perspective about the “constitutive” eco-cognitive character of abduction, just thanks to Aristotle himself. Finally, the paper presents an excursus on Aristotle's enthymemes from signs, disregarded by Peirce, but extremely important to stress the Aristotelian treatment of what I have called selective abduction. A forthcoming companion paper [35] will further deepen the EC-Model of abduction stressing stricter logical aspects: the first result will be that, contrarily to the classical logical view, relevance and plausibility in abductive reasoning have to be relativized and so the epistemologically embarrassing concepts of irrelevance and implausibility exculpated: they are not always offensive to reason.     

How is the visual working memory load of driver influenced by information density of traffic signs?

The rapid development of urban roads has resulted in an increase in the amount of information that needs to be displayed on traffic signs. The overloading of information on traffic signs may increase drivers’ visual cognition burden and cause driving errors. It could be an important factor affecting driving safety and result in accidents. To enable drivers to cognize traffic signs, the information density that they could endure under reasonable workload levels should be determined. In this study, we designed and implemented trials to analyze drivers’ visual working memory load (VWML) caused by different information densities (including stimulus intensity (SI) and interval time of stimulus (IS)) of traffic signs. Twenty-four paid participants (12 females) with a mean age of 23.38 years (SD = 1.38) participated in laboratory simulation trials based on the memory retrieval approach. Subjective ratings (rating scale mental effort (RSME)), and performance measurement based on reaction time and accuracy of information-matching task were measured to reflect drivers’ VWML at different information densities. The results show that information density is an important factor affecting drivers’ VWML. The following are the significant observations of the study: (1) The subjective ratings on mental effort increased with increase in the SI. Meanwhile, it first decreased and then increased with increase in the IS. (2) The response accuracy results show that a high accuracy (≥0.7) was achieved by drivers in an IS of 15 s when the SI was at most 14.16 bit/m². Correspondingly, the drivers underwent less mental workload as a result of their better short-term memory characteristic. (3) The mean reaction time was over 1800 ms when the SI was over 14.16 bit/m². This indicated a reduction in the information-processing capability of the drivers. The results indicate that cognition of information of unreasonable density on traffic signs would increase drivers’ VWML. This would, in turn, result in an increase in their reaction time and decrease in accuracy. The threshold of information density was also determined through the experiment. It would satisfy the information demand of drivers and prevent information redundancy. The results contribute to an understanding of drivers’ VWML while cognizing traffic signs with different information densities and provide safety, effectiveness, and information continuity considerations for the design and setting of traffic signs.     

An eye-tracking study of the effects of dimensions of speed limit traffic signs on a mountain highway on driverś perception

Signs control and regulate traffic, anticipating potential dangers, prescribing correct behaviors, and disambiguating likely conflicts in priority. In Brazil, traffic accidents on highways located in mountain rural areas are mainly related to the design of roads and speeding, rather than to the impact of traffic flow. Since drivers highly depend on their visual perceptions for adopting driving behaviors, this study analyzes driver perception during a trip and the response of this parameter to changes in the diameter of vertical speed limit signs in a driver simulator equipped with an eye-tracking system. The objective was to investigate whether an increase in the plate size would enhance driver perception and influence drivers’ compliance with speed limits. Fifty-five volunteers were asked to drive twice on a 10-km mountain route, after which one of the diameters, namely 75, 100, 120, and 150 cm, used according to several Brazilian and American standards, was randomly chosen. The results showed the size of the traffic signs did not affect dependent variables number of fixations, percentage of perceived signals, time of observation, perception distance, and non-compliance with the speed limit. The most significant result was the relationship between speed variability and guided round, since the driver’s performance was improved with the distance along the studied stretch. The outcomes can be useful for the development of strategies that manage speeding on roads by improving and implementing low-cost interventions in low-income countries.     

Field testing anti-speeding messages

PurposeDetermine whether anti-speeding messages displayed on roadside variable message signage (VMS) influence drivers’ speed choice selections.MethodSpeed detection tubes were installed across a single carriageway 60 km/h limit road section at positions prior to, immediately after, and at a longer distance from VMS display of anti-speeding messages during study Week2. Bi-directional vehicle speed data were collected continuously during the week prior to VMS installation (Week1), throughout the week that the anti-speeding messages were displayed (Week2), and a post-display week (Week3).ResultsOf six separately measured locations, Week2 southbound mean speeds (facing signage) and percent of drivers/riders exceeding the signed speed limit were consistently below those recorded during Week1 for all time periods. Aggregated Week3 (post-VMS) southbound data for all time periods, showed consistent patterns for mean speed and percent of drivers exceeding the signed speed limit, being higher than in Week2 (VMS displayed) but lower than during Week1 (pre-VMS).DiscussionCompared with Week1, messages influenced aggregate driver speed selection during Week2, with a residual positive effect (slower speeds) in Week3. While all three messages had positive effects, differences occurred in relative effectiveness between daytime (school and non-school hours) and night-time periods. Separately disaggregated data revealed differential effects for the three messages.ConclusionsFindings demonstrated the value of implementing theoretically informed message content and provided evidence for the impact that roadside road safety messaging can have on driver speed selection.     

Dynamic dominance persists during unsupported reaching

Previous studies examining lateralization of arm movements focused on supported movements in the horizontal plane, removing the effects of gravity. The authors hypothesized that interlimb differences in free reaching would be consistent with the differences shown during supported reaching. Kinematic and kinetic data were collected for the forearm and upper arm segments in a 3-direction reaching task. Results showed lateralization of coordination, reflected by initial movement direction and trajectory curvature. The nondominant arm showed increased initial direction errors, and path curvature associated with a timing deficit between elbow and shoulder peak torques. These coordination deficits did not disrupt final position accuracy. The authors conclude that nondominant arm coordination deficits are similar to those reported previously for horizontal plane movements.