Effects of position of speed limit signs and the presence of speed camera on Malaysian drivers’ speed choice: An eye-tracking study

Speeding is one of the most common driving violations in the world including in Malaysia. Reducing speed-related fatalities is one of Malaysia’s strategies to improve road safety. The current study aimed to investigate the effect of speed limit sign positioning and the presence of speed camera on drivers’ judgments about the appropriate speed to drive and their associated eye movements. Twenty participants took part in the study, and thirty two images of roads with a range of actual speed limits were presented. In each picture the displayed speed limit was edited to 30% lower than what participants think is appropriate on average. Speed limit signs were either presented on the road or on the speed limit sign boards at the road sides, and a speed camera sign was either present or not. Drivers judged a lower appropriate speed to drive when the camera sign was present than absent, while there was a wider spread of differences between judged and displayed speed when the speed limit sign was presented on the board than on the road. Drivers were quicker in fixating and looked more at the general area in which the speed limit sign appeared. Therefore drivers’ visual attention across scenes may be manipulated by the sign positions. These low-cost interventions could be useful in managing speed choice in Malaysia.     

How fast would you (or should you) drive here? Investigation of relationships between official speed limit,perceived speed limit,and preferred speed

Speed is a critical risk factor, which makes its management the central point of the Vision Zero approach. Driving speed is influenced by speed choice, and in turn by the perception of the road parameters, as well as by the characteristics of drivers. Credible speed limits and self-explaining roads have been suggested as promising countermeasures; however, these rather theoretical concepts have only rarely been operationalized and quantified.The aim of this study was to investigate the relationships between speed indicators (official speed limit, perceived speed limit, preferred speed), as well as their differences, and to determine which road and personality characteristics influence them. Compared to previous studies, we introduced several innovative features, including a richer personality dataset based on three different questionnaires, a focus on all three types of roads (urban, rural, transition), and representative data on observed speeds.Using statistical models of the speed indicators, we found that both speed limit belief and speed choice, as well as their differences, are often influenced by the same characteristics. These are mainly more generous road design (higher road class, higher speed limit, and wider road) and the presence of additional elements (vegetation, pavements, and pedestrian crossings). These characteristics may help improve the credibility of speed limits and self-explaining performance.     

Do humans produce the speed–accuracy trade-off that maximizes reward rate?

In this paper we investigate trade-offs between speed and accuracy that are produced by humans when confronted with a sequence of choices between two alternatives. We assume that the choice process is described by the drift diffusion model, in which the speed–accuracy trade-off is primarily controlled by the value of the decision threshold. We test the hypothesis that participants choose the decision threshold that maximizes reward rate, defined as an average number of rewards per unit of time. In particular, we test four predictions derived on the basis of this hypothesis in two behavioural experiments. The data from all participants of our experiments provide support only for some of the predictions, and on average the participants are slower and more accurate than predicted by reward rate maximization. However, when we limit our analysis to subgroups of 30–50% of participants who earned the highest overall rewards, all the predictions are satisfied by the data. This suggests that a substantial subset of participants do select decision thresholds that maximize reward rate. We also discuss possible reasons why the remaining participants select thresholds higher than optimal, including the possibility that participants optimize a combination of reward rate and accuracy or that they compensate for the influence of timing uncertainty, or both.     

Reversing presentation order of semantically related words reverses memory

In the Deese-Roediger-McDermott paradigm, words (e.g., sour, candy, sugar,…) related to one critical word (e.g., sweet) typically are encoded in descending order of their association with the critical word. When recognition is tested, memory is greater for related words than for critical words, as predicted by extant memory models. Surprisingly, however, memory is not greater for unrelated words (presented in other encoding lists) than for related words, in contrast with predictions from these same models. In two experiments, we tested whether intralist presentation order is responsible for the unexplained results. Word lists were studied in standard or reversed order (ascending order of association to critical words). Subsequent recognition for related words was high when lists were presented in the standard order but very low when lists were presented in reverse. Results indicate that presentation order affects related-word false alarms, providing important new constraints for memory models.     

Predictors of Quantitative and Qualitative Halstead Finger-Tapping Scores in Low Socioeconomic Status School-Age Children

Two hundred and thirteen low socioeconomic school-age children in grades 1 through 8 were administered the Halstead Finger Oscillation (or Tapping) Test (HFTT). All children were age appropriate for their grade in school and were not requiring special education services. Hierarchical multiple regression analysis revealed that a composite age/grade classification score, gender, and estimated level of intelligence accounted for approximately 40% of the variability in dominant and nondominant hand scores for these children (multiple R?=?.627, R ²?=?+.393 for the dominant and multiple R?=?+.607, R ²?=?+.368 for the nondominant hand). Only the age/grade level of the child (R ²?=?.168) predicted the ability to inhibit adjacent finger movements when performing the HFTT task. Regional normative data for low socioeconomic school-age children are presented. Neurodevelopmental changes in the cortical and subcortical systems underlying finger movement may account for some of the variability observed in children when performing the HFTT.     

Naturalistic observation of drivers’ hands, speed and headway

Drivers’ hands position have been shown to vary with traffic speed and complexity of the driving environment, such that drivers are more likely to place two hands on the top half of the steering wheel as the supposed driving difficulty increases (Walton, D. & Thomas, J. A. [2005]. Naturalistic observations of driver hand positions. Transportation Research Part F, 8, 229–238). This research evaluates drivers’ hands positions, examining the reliability of the measure and the relationship between the positions of the driver’s hands, vehicle speed, vehicle headway and driver sex. The findings show that the observed positions of drivers’ hands have good inter-rater reliability and demonstrate both temporal and contextual reliability. The positions of drivers’ hands are related to other measures, such that drivers with lower-ranked positions of hands are more likely to travel at higher speeds and accept shorter headways. Female drivers are found to be 2.87 times more likely than males to place two hands rather than one hand on the top half of the steering wheel.     

EMERGENCE AND HUMAN UNIQUENESS: LIMITING OR DELIMITING EVOLUTIONARY EXPLANATION?

Abstract. Philip Clayton's book Mind and Emergence presents a highly sophisticated argument against any kind of uncritical theology that might want to follow science into a world of overly narrow, compartmentalized disciplines that do not sufficiently communicate between themselves. Clayton argues persuasively that the basic structure of the phenomenal world is multileveled, with emergent properties and degrees of freedom that cannot be adequately described, predicted, or explained in terms of lower‐level phenomena only. Moreover, the various levels of organization are linked to one another by interfaces of mutual constraint in terms of upward and downward causation. The most valuable part of Clayton's argument, however, is that in a philosophy of emergence one must also, if not especially, account for the role of the biological sciences and especially for the influence of human thoughts and skills, human choices and actions, and—one of the most important causes of all—human purposes. Clayton's biggest challenge is that the level of human personhood offers us the only appropriate level to introduce the question of God and the possibility of divine agency. I critically evaluate this central claim and its implications not only for the extent of divine influence on the world but also for the scope and limitations of the interdisciplinary dialogue between theology and the sciences.     

RELIGION AND SCIENCE IN AN ADVANCED SCIENTIFIC CULTURE

Abstract. These are reflections on the Arkansas creationist trial by a witness for the American Civil Liberties Union. The following points are stressed: First, religion took the lead in defending science at the trial. Second, the appearance of creation science is a function not only of Protestant fudamentalism but also of the establishment of science in our wider culture. It represents a "deviant science" in such a culture. Third, our century has manifested many such bizarre unions of ideological religion and modern science. This shows that science is dependent upon its humanistic, moral, and religious matrix for its social and historical health. Fourth, part of the cause of the rise of creation science has been the power, status, and self–assurance of science that it represents "the only form of truth." Fifth, religion in turn tends both to increase and to become fanatical in advanced and precarious cultures; religion, therefore, needs rational and moral criticism if it would help in the creation of social health.     

The Limits of Explication

Part of logic consists in uncovering ways in which logical processes of great universality and utility are over-extended, e.g., in the misguided search for the cause of everything. It is suggested here that the search for missing premises defined as premises that make a deduction out of every argument has its own limits of sense. While often useful, it is sometimes just wrongly used by requiring that the reconstructed argument have the same categorical conclusion as the original one; and sometimes inappropriately used when the argument itself does not rest upon assumptions different from itself.     

An examination of the influence of crosswalk marking removal on pedestrian safety as reflected in road user behaviours

In some local authorities in Israel, road markings were removed from non-signalised crosswalks situated on multilane divided urban roads. This study examined whether this treatment contributes to pedestrian safety, based on the analysis of differences in road user behaviours and pedestrian crossing conditions at sites without crosswalk markings (treatment sites) versus those with the markings (comparison sites). Field observations were conducted at two treatment and four comparison sites, including video-recordings and free-flow speed measurements. The speed data analysis indicated that treatment sites were associated with higher speeds as compared to other sites, at least in one travel direction, and that speed values were sufficiently high to create a threat of severe injury for the crossing pedestrians. Examinations of other road user behaviours showed that treatment sites are associated with higher obedience of pedestrians to safe crossing rules and low rates of pedestrian-vehicle conflicts during the crossing, but also with long waiting times by pedestrians prior to crossing, low rates of giving-way to pedestrians and more vehicles ignoring pedestrian needs to cross. In general, pedestrian crosswalk removal brought about a worsening in the possibility of crossing the road for pedestrians that in combination with high vehicle speeds cannot be recognised as a safety-improving measure. The study did not support the claim that removing a marked crosswalk leads to safety benefits for pedestrians.