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.     

An evaluation of speed management measures in Bangladesh based upon alternative accident recording,speed measurements,and DOCTOR traffic conflict observations

With 21,000 people annually killed in road traffic (estimated figure by World Health Organization), Bangladesh has one of the highest fatality rates in the world. Vulnerable road users (VRUs) account for over 50% of road traffic casualties, and 70% of casualties occur in rural areas. As in many Low and Middle Income Countries (LMICs), the official road accident statistics are incomplete and biased.Safe Crossings (Netherlands) and the Centre for Injury Prevention and Research Bangladesh (CIPRB) (Bangladesh) received permission from the Bangladesh government in 2014 to design and implement an integrated speed management program (consisting of a combination of small-scale infrastructural measures, active community involvement and road user education) at three locations where a national highway intersects small communities. The infrastructural countermeasures to improve road safety consisted of speed humps, rumble strips, signs and road markings and were designed following the Dutch road design guidelines. In a Before–After study design, we used a combination of three research methods to monitor and evaluate the road safety interventions. We created our own traffic accident recording system with trained local record keepers, we conducted laser-gun speed measurements of motorized traffic (both at intervention and control locations), and we applied the Dutch Objective Conflict Technique for Operation and Research (DOCTOR) for observing serious traffic conflicts at the intervention locations. The latter was based upon DOCTOR scores from video recordings of the behaviour at the three experimental locations Before and After the interventions.Prior to installing the intervention program, the three locations combined had, on average, about 100 serious accidents, 10 deaths, and 200 injured people on a yearly basis. In April 2015, all infrastructural measures were completed. In the after period (till the end of January 2016), the alternative accident recording system showed a 66% reduction in the number of serious accidents, a 73% reduction in the number of injured people, and a 67% reduction in the number of people killed.The unobtrusive laser-gun speed measurements resulted in a net reduction of 13.3 km/h (or 20% in relative terms) on average at the intervention locations by taking the general speed development at the control locations into account. According to Nilsson’s power law this would result in a 59% reduction of the number of people killed, well in line with the actual accident figures.The total number of serious conflicts (only DOCTOR scores 3, 4, and 5) was significantly reduced from 64 serious conflicts per location in a 4.5 h period Before to 29 serious conflicts in the After period, on average (Poisson distributed variable, p < 0.01), or a 55% reduction in relative terms. By including the traffic volumes, the reduction in conflict risk overall is 54%. Moreover, the severity of conflicts was reduced in the After period with only one most severe conflict (DOCTOR score 5) left. Buses represent the largest portion of road users involved in serious conflicts at all three locations, followed by cars and CNGs (Compressed Natural Gas vehicle). By far, the most frequently occurring conflict is of the type head-on conflict between an overtaking bus or car that is encountering a road user in opposite direction (for the greater part a CNG).All three evaluation measures point to a similar impact of the intervention program and unveil an improvement in road safety between 54% and 60%. The speed-reducing measures indeed considerably reduce the speed of motorized traffic, both the mean speed and 85th percentile values, both the number and severity of serious conflicts are reduced, and the actual number of accidents has decreased. It appears that Nilsson’s power law for the relation between a difference in mean speed and the change in the number of accidents also applies to LMICs.Speed management measures as common in high-income countries appear to be also effective in LMICs. For evaluation purposes of road safety impacts, a Traffic Conflicts Technique approach (also developed in high-income countries) seems valid and effective as well for application in LMICs.As there are thousands of traffic black spots with similar characteristics as the three intervention locations in Bangladesh, this integrated approach may well offer similar road safety improvements elsewhere.     

Absence of differences in the learning rate of a speed–accuracy movement task between women patients with mild and major depression and healthy adult women

This study tested the hypothesis that women patients with depression should perform movements more slowly and with greater variability, and their learning rate should be lower compared with age-matched healthy adult women. Three groups of adult women subjects (aged 33–37 years, women patients with mild and major depression and healthy adult women, n = 20 in each group) performed five series (20 repetitions in each series) of a speed–accuracy hand-movement task (SAT). The mean movement speed (V_a) of the SAT was lower and more stable (the coefficient of variation of V_a was lower) in women patients with major depression compared with those with minor depression and healthy adult women during the first series of the SAT. Only the V_a and movement accuracy (path of movement, S) of the SAT varied significantly in the five learning series regardless of the subject group (healthy women subjects and women patients with minor and major depression). The intraindividual variability of reaction time, V_a, maximal movement velocity to the target (tV_max), time to tV_max, and S did not change significantly in any of the groups. Our research data showed that although women patients with depression performed speed–accuracy movements more slowly, the stability of the performance of their movements and their learning rate did not differ from those of age-matched healthy adult women.     

Car status as an inhibitor of passing responses to a low-speed frustrator

Studies have shown that the high status of a car used as a frustrator acts as an inhibitor of drivers’ horn-honking responses at traffic lights. In this field study, we extended the role played by car status through examining its effect on another driver behavior. A confederate driving either a high-status or a low-status car was instructed to drive at a speed below the speed limit. What was measured was the frequency of responses to the frustrator that resulted in passing the slow-moving vehicle. It was found that more passing behaviors occurred in the low-status condition, and that the difference between the low and the high status increased as soon as the confederate’s speed decreased.