Synapses,Schizophrenia, and Civilization: What Made Homo Sapient?

Progress in technology has allowed dynamic research on the development of the human brain that has revolutionized concepts. Particularly, the notions of plasticity, neuronal selection, and the effects of afferent stimuli have entered into thinking about brain development. Here I focus on development from the age of four years to early adulthood, during which a 30 percent reduction in some brain synapses occurs that is out of proportion to changes in neuronal numbers. This corresponds temporally with changes in normal child behavior from the loose‐associative, almost schizoid, thinking and art of the four‐year‐old to the more trained, or disciplined, or acculturated—and restrained—personality of the young adult. I propose that the synaptic changes can best be thought of as a winnowing process likely subject to environmental influences. Acquisition of language and the ability to link linguistic cognition to the plastic development of the brain provide a potentially powerful means of explaining the evolutionally explosive development of human cognition and culture. Schizophrenia, a disease that can be envisioned as representing a derangement of synaptic maturation, may provide an entry into the search for genes controlling the processes mediating the unprecedented development of Homo sapiens over the past 40,000 to 70,000 years. The recently completed mapping of the genome of the chimpanzee provides a new frame of reference that may speed the search.     

Phenomenology of the trickster archetype,U.S. electoral politics and the Black Lives Matter movement

This paper examines the Black Lives Matter (BLM) movement in cultural, historical and relational contexts at the intersection of the U.S. Civil Rights movement, U.S. Civil Rights legislation, the Voting Rights Act of 1965 and reforms thereto in the recent U.S. Supreme Court decision of Shelby County v Holder, 570 U.S.529 (2013). The intergenerational relations between the BLM movement and these ongoing movements for civil and human rights is underscored. In the wake of protests about the sadistic murder of George Floyd, an unarmed African American man, by a Caucasian police officer, the BLM movement has been mischaracterized as an affront to law and order by the Trump-led U.S. administration. The mischaracterization was a re-election campaign effort designed to ignite ‘white fear’, ‘white rage’ and to defend police brutality and systemic racism. Analytical psychology and the phenomenology of the trickster archetype, as amplified from the African-centric perspective in the Yoruba deity Esu-Elegba, are employed to interrogate partisan obstructionist behaviours that assault multicultural democracy in both contemporary U.S. electoral politics and the political economy. The paper concludes with a brief note on the social activism of Fair Fight Georgia and the integration of its agenda into the BLM movement.     

2004至2016年中国大学生身体自尊的变迁:一项横断历史研究

大学生身体自尊是如何随年代变化的呢？研究对2004年至2016年107篇使用身体自尊量表的研究进行了横断历史研究,涉及大学生30738名。结果显示：（1）我国大学生身体自我价值感、运动能力和身体素质与年代有着显著正相关关系;（2）男女大学生身体自尊水平都有了一定提升;（3）男生在身体自尊各个因子的得分高于女生0.2~0.3个标准差,显示出了大学生在身体自尊水平上的性别差异;（4）从大学生整个群体来看,经济因素、高等教育因素与大学生身体自尊具有显著相关,而从不同性别群体来看,经济因素与人口压力对于男大学生的身体自尊影响更为明显。     

去人性化知觉:内涵、测量及相关研究

去人性化知觉是人们对人性的否定性认知,它与暴力行为有着密切的联系。本文在介绍去人性化知觉的内涵和测量的基础上,梳理了导致去人性化知觉的情境因素和个体因素,并阐述了去人性化知觉对攻击性和亲社会性的影响。未来研究可以从四个方面开展,包括丰富研究变量、加强干预研究、拓展研究方法、进行本土化和跨文化研究。     

Intraindividual variability in driving simulator parameters of healthy drivers of different ages

Intraindividual variability is a fundamental behavioural characteristic of aging but has been examined to a very limited extent in driving. This study investigated intraindividual variability in driving simulator measures in healthy drivers of different ages using the coefficient of variation (COV) as a variability measure. Participants were healthy volunteers who were regular drivers, who were divided into a “young” group, a “middle-aged” group, and an “old” group. They drove in two environments (rural, 72 drivers; urban, 60 drivers), under conditions of moderate and high traffic load, without and with distraction (conversation). Significant differences in COV were observed in the rural condition for headway distance and lateral position as a function of traffic load, with high traffic (without and with distraction) resulting in increased COV of headway and decreased COV of lateral position. Significant differences in COV were observed in the urban condition for headway distance only, with high traffic (without and with distraction) resulting in increased COV of headway. No age effects were found for any of the driving conditions. The results indicate that traffic load affected headway distance and lateral position in opposite directions in all three age groups: high traffic resulted in increased variability of headway in both rural and urban conditions but in decreased variability of lateral position in the rural conditions compared to moderate traffic irrespective of distraction. The study indicates that driving conditions affect the intraindividual variability of driving measures in selective ways, which may be linked to the extent of automatization of the driving variables and to adaptive changes to traffic condition challenges.     

Children’s street crossing performance when auditory information about traffic is lacking

PurposeThe current study examined the impact on children’s street crossing behaviors of not having auditory-based information about traffic when crossing streets.MethodUsing a fully-immersive virtual reality system, numerous indices of children’s street crossing behaviors were measured both when they had auditory-based information about traffic and when this was lacking.ResultsThe lack of traffic sounds did not influence the inter-vehicle gap size that children crossed into but it did result in slower initiations and, ultimately, more high-risk outcomes (close calls and hits).ConclusionTraffic sounds significantly contribute to enhance children’s safety when crossing streets. Cars with reduced sounds (e.g., electric) and anything that interferes with children accessing auditory-based traffic information (e.g., wearing headphones) could increase their risk of pedestrian injury.     

Evaluating pedestrian interaction preferences with a game theoretic autonomous vehicle in virtual reality

Localisation and navigation of autonomous vehicles (AVs) in static environments are now solved problems, but how to control their interactions with other road users in mixed traffic environments, especially with pedestrians, remains an open question. Recent work has begun to apply game theory to model and control AV-pedestrian interactions as they compete for space on the road whilst trying to avoid collisions. But this game theory model has been developed only in unrealistic lab environments. To improve their realism, this study empirically examines pedestrian behaviour during road crossing in the presence of approaching autonomous vehicles in more realistic virtual reality (VR) environments. The autonomous vehicles are controlled using game theory, and this study seeks to find the best parameters for these controls to produce comfortable interactions for the pedestrians. In a first experiment, participants’ trajectories reveal a more cautious crossing behaviour in VR than in previous laboratory experiments. In two further experiments, a gradient descent approach is used to investigate participants’ preference for AV driving style. The results show that the majority of participants were not expecting the AV to stop in some scenarios, and there was no change in their crossing behaviour in two environments and with different car models suggestive of car and last-mile style vehicles. These results provide some initial estimates for game theoretic parameters needed by future AVs in their pedestrian interactions and more generally show how such parameters can be inferred from virtual reality experiments.     

Safety of micro-mobility: Riders’ psychological factors and risky behaviors of cargo TTWs in China

Cargo two- or three-wheeled vehicles (TTWs), as a new form of micro-mobility, have become a popular mode of urban cargo transportation in China. Cargo TTW riders’ psychological factors and risky behaviors lead to a number of accidents. A questionnaire is designed by comprehensively considering these factors and behaviors of cargo TTW riders that includes eleven risk factors to quantitatively analyze the risky behaviors based on structural equation modeling (SEM). One thousand three hundred nineteen participants reported using cargo TTWs on a questionnaire distributed across the country. The characteristics of riding behavior data are analyzed to verify the three-layer risk theoretical framework of “Psychological factors (Personality traits/specific factors) - Psychological acceptability of risks (confidence/perception/attitude) - Risky behaviors”. The results show that anger has a strong direct effect on riding violations, while normlessness and altruism have a direct effect on riding errors. Workload has a weak but direct effect on risky behaviors, and riding feedback has a weak and mixed effect. In addition, high-risk groups are identified by analysis of variance (ANOVA) with rider population attributes. These quantitative analyses can help guide safety countermeasures to mitigate accidents involving cargo TTWs.     

Does awareness of penalties influence deterrence mechanisms? A study of young drivers’ awareness and perceptions of the punishment applying to illegal phone use while driving

This research implemented both qualitative and quantitative methods to 1) explore young drivers’ (aged between 17 and 25 years) awareness and perceptions of legal sanctions associated with phone use while driving and 2) identify whether the accuracy of their knowledge influences deterrence-related perceptions. In the qualitative phase, 60 Queensland motorists participated in focus groups. The findings of the focus groups highlighted that greater awareness of the penalty for phone use while driving would enable this punishment to act as a more salient deterrent. More specifically, the penalty for hands-free phone use was considered too high, whereas when the penalty was applied to hand-held phone use it was considered reasonable, with some commenting that increasing the fine could be a greater deterrent. However, the penalty also appeared to be linked to the perceived legitimacy of the rule. The quantitative phase utilised a cross-sectioanl survey design and consisted of 503 drivers. Overall, more participants appear to be underestimating (63% underestimated the fine and 37% underestimated the demerit points) as opposed to overestimating (14% overestimated the fine and 22% overestimated the demerit points) the penalty for phone use while driving. As expected, compared to those who accurately estimated the extent of the punishment (both the monetary sanction and the number of demerit points) associated with phone use while driving, drivers who underestimated the phone punishment (points and fine) had significantly lower perceptions of the severity of punishment. These findings suggest that some young drivers do not have sufficient knowledge of mobile phone sanctions, which has significant implications for ongoing attempts to maximise deterrent mechanisms.