Designing Games to Teach Ethics

This paper describes a teaching methodology whereby students can gain practical experience of ethical decision-making in the engineering design process. We first argue for the necessity to teach a 'practical' understanding of ethical issues in engineering education along with the usual theoretical or hypothetical approaches. We then show how this practical understanding can be achieved by using a collaborative design game, describing how, for example, the concept of responsibility can be explored from this practical basis. We conclude that the use of games in design education can provide an excellent basis for discussing practical and ethical reasoning during the process of design.     

The intelligent career framework as a basis for interdisciplinary inquiry

This paper examines how separate behavioral science disciplines can be brought together to more fully understand the dynamics of contemporary careers. We adopt one interdisciplinary framework – that of the “intelligent career” – and use it to examine how separate disciplinary approaches relate to one another. The intelligent career framework suggests careers unfold through three interdependent “ways of knowing” reflecting why, how and with whom people work. Breaking this framework down into six unidirectional links, we examine the contributions made by a variety of behavioral science approaches. Our review suggests that separate bodies of career-relevant theory reflect separate links from one way of knowing to another. We offer several lessons concerned with (a) the intelligent career framework; (b) evidence underlying separate theories; (c) differing definitions of career; (d) research methodologies; (e) time; and (f) interdependence among variables. We conclude with some ideas on how to better promote future interdisciplinary careers research.     

Preschoolers favor the creator's label when reasoning about an artifact's function

The creator of an artifact, by virtue of having made the object, has privileged knowledge about its intended function. Do children recognize that the label an artifact's creator uses can convey this privileged information? 3- and 4-year-olds were presented with an object that looked like a member of one familiar artifact category, but which the speaker referred to with the label of a different familiar category (e.g. a key-like object was called a "spoon"). Children who heard the speaker refer to the object as something she made were more likely to assign its function on the basis of the anomalous label she used than those who heard it referred to as something the speaker found. Thus, even very young children expect a unique connection between the label the creator of an artifact uses and the function she intends it to have.     

Book Review: “Dimensions of Apeiron: A Topological Phenomenology of Space,Time, and Individuation”

This article suggests that it may be timely to action the relationship between design and evolution. While this view is not particularly new, the form of its expression here may be. It is noted that the exponential (possibly double exponential) rate of technological change, and the merging of the technological evolutionary lineage with those of biology, cognition, and socioculture is causing greatly accelerated evolution in these latter lineages. So rapid are these change processes that the attendant evolutionary time frames are becoming consonant with those of human design activities. Implications of these developments are outlined.     

Evaluating the impact of adaptive signal control technology on driver stress and behavior using real-world experimental data

While the operational and crash reduction benefits of adaptive signal control technology (ASCT) have long been investigated, the impact of this technology on driver behavior and stress is still uncertain. This study evaluated the impact of ASCT on driver behavior and stress in a real-world environment. Participants travelled through two arterial corridors, one equipped with ASCT and the other having traditional time-of-day coordinated signals. Driver stress was measured using a heart rate detector and a perceived stress scale while driver behavior was examined using vehicular trajectory data. Overall, driving behavior improved on the ASCT as compared to the non-ASCT corridor, as indicated by higher speeds and a fewer number of stops on the ASCT corridor relative to the non-ASCT corridor. Repeated measures ANOVA showed a statistically significant reduction in driver heart rate by −10 beats per minute over the ASCT corridor. A similar trend was observed for drivers’ perceived stress, analyzed by Wilcoxon sign ranked test. Driving behavior also showed significant improvement with ASCT presence, and speed was found to be negatively correlated with stress. Furthermore, the participants’ speed was controlled by the two systems i.e. ASCT and non-ASCT as expected. This study provides a significant proof of concept that ASCT can create positive improvements in driver stress and behavior that can be further investigated in the future.     

Impact on driver behaviour of guardrails of different height in horizontal-vertical coordinated road scenarios with a limited available sight distance

Drivers consider traffic barriers (e.g., guardrails) a protection system, a hard obstacle and a sight obstruction. Hence, the possibility of using containment level barriers which are higher and superior than the minimum required by current standards should be carefully evaluated. Moreover, research investigations into their impact on driver behaviour should be designed so as to distinguish between the effects associated with each of the three roles cited above.This driving simulation study investigates how drivers adapt their longitudinal and transversal behaviour when negotiating curves with guardrails of different heights on horizontal-vertical coordinated two–lane rural road settings, with consideration given solely to the sight obstruction effect of the guardrails. Fifty-four participants drove four out of the eighteen possible scenarios obtained when the same horizontal alignment is combined with three vertical profiles with three inner roadside treatments (no guardrails, 0.75 m two–wave and 0.95 m three-wave guardrails) and the two driving directions.Research outcomes confirm that guardrail height has a significant impact on lateral and longitudinal behaviour. With the minimum standard, i.e., the minimum height, drivers stay closer to the roadside, while higher guardrails result in drivers increasing their lateral distance. Speeds are influenced by the interaction between the guardrail and other geometric and human factors. Male and female drivers adapt differently to the limitation in the available sight distance caused by the guardrail: males increase their speed, adopting a more aggressive behaviour than females. Important safety implications due to the higher speeds and wider trajectories have to be considered at the design stage.     

Effect of design factors on drivers’ understanding of variable message signs locating traffic events

BackgroundThis article addresses how to combine three elements (a pictogram, an arrow, a city) in a variable message sign (VMS) to locate temporary events (e.g., “congestion before Milan”). We adopted the G1c stack model as a design template, an Advanced Directional Sign (ADS) recommended by the 1968 Convention to locate cities, which can be easily adapted to modern VMS. However, as most of the VMS in operation are not full-matrix, we have also adapted this design to more restrictive display conditions. This adaptation critically concerned the arrow function on the message that either points up broadly (generically, as in G1c) or connects with the city more specifically (explicit). Although G1c reads top-down like a verbal text, previous studies indicated drivers’ preference for bottom-up landmark order in VMS, so both ordering criteria were compared in the present study.MethodsThe experiment involved 99 people (70 drivers and 29 drivers in training). Participants were informed that they would see various VMS reporting certain events (e.g., congestion) related to one of four cities along the road. Their task was to identify the event location (before, after the city) after seeing blocks of two consecutive messages (first a complementary message, then the target message), limiting their response to the content of the second message. Three design-focused factors were tested: typographical alignment (left or centre), landmark order (bottom-up or top-down), and arrow function (explicit or generic). The rate of correct location answers was the dependent variable.ResultsResults revealed that comprehension varied greatly depending on the arrow’s function and the placing of elements. In the explicit-arrow messages, comprehension was good both in the Top-down and Bottom-up conditions, but in the generic-arrow messages, only in the Bottom-up condition was comprehension good. Likewise, understanding was better in the Before condition than in the After condition in all combinations of Landmark order and Arrow function conditions. In general, left alignment of the central column elements of the VMS improved comprehension respective to centred alignment. Finally, the complementary message factor had an effect under certain circumstances.Practical implicationsThe messages displaying a generic arrow (following the G1c model) were better understood when the landmarks were ordered bottom-up, not top-down. In addition, explicit-arrow messages were better understood per se (in the absence of a complementary message) than generic-arrow messages. Overall, this work suggests that improving our understanding of how thought processes and design features relate to each other can contribute to safer driving nationally and internationally.     

Properties of the size–weight illusion as shown by lines of subjective equality

We studied the size–weight illusion through comparative judgments. The experiment had two direct aims: to verify whether the relative contribution of size to apparent heaviness can differ for different stimulus sets, and to verify whether that contribution can differ for different methods of comparing two objects (consecutive vs. simultaneous weighing). Thirty university students participated. Results show that the relative contribution of size depends on stimulus set, but is independent of the method used for comparing objects. The first finding implies that a linear model cannot describe the integration of size and weight information in the illusion; the second finding is evidence for the low-level character of the integration process.