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).     

In search of a measure to investigate mental performance among children: Development of the mental speed test

Processing speed is a component of general intelligence and an indicator of learning potential. There is a need for robust measures of mental speed based on contemporary theoretical developments. The current study addressed this need by proposing a mental speed test for children aged 60 to 96 months (5 to 8 years) and examining its psychometric properties. The test included indicators of perceptual speed, memory speed, reasoning speed, and fluency-flexibility speed presented through nonverbal items administered individually using touchscreen tablets. After establishing gender non-bias and concurrent validity with a contemporary intelligence test (i.e., ASIS, r = .59) with 107 children, the next administration included 373 children. Exploratory factor analysis (EFA) with subtest scores revealed a single-factor structure accounting for 45% of the total variance. Additional data from 212 children were used to assess structural validity and gender bias, which showed acceptable goodness of fit, providing evidence of the validity and reliability of the new measure for further use.     

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.     

Using a multi-user driving simulator system to explore the patterns of vehicle fleet rear-end collisions occurrence under different foggy conditions and speed limits

Vehicle fleet rear-end collisions (FRECs) are an extremely fatal type of traffic collisions on freeway and they usually occur in foggy weather. This study aimed to explore the patterns of vehicle fleet rear-end collisions occurrence under different foggy conditions and speed limits on freeway. A multi-user driving simulator system was used to conduct the experiment and the driving behavior data were collected from eight participants. The experimental results showed that as the fog density increased, the length of vehicle fleet decreased significantly, and drivers tended to keep a more stable car-following distance. The fog weather and short vehicle gap prompted drivers to react faster and brake harder in respond to the leading vehicle’s brake. In spite of the compensational behaviors, more FRECs were observed under heavy fog condition. Lowering speed limit can significantly reduce the FRECs under foggy conditions. As the speed limits reduced, drivers’ brake response time and speed variance significantly reduced. The study also found that drivers’ brake response time was negatively correlated with their positions in the fleet. Drivers in the front positions of the fleet had a longer response time than drivers in the back positions and thus were more likely to encounter collisions. The study generated a better understanding of drivers’ behavioral pattern in a vehicle fleet and the patterns of vehicle fleet rear-end collisions occurrence. The findings also shed lights on the design of driver assistance system for complex driving situations such as freeway driving under adverse weather.     

多维对数正态作答时间模型：对潜在加工速度多维性的探究

在心理与教育测量中, 潜在加工速度反映学生运用潜在能力解决问题的效率。为在多维测验中探究潜在加工速度的多维性并实现参数估计, 本研究提出多维对数正态作答时间模型。实证数据分析及模拟研究结果表明：(1)潜在加工速度具有与潜在能力相匹配的多维结构; (2)新模型可精确估计个体水平的多维潜在加工速度及与作答时间有关的题目参数; (3)冗余指定潜在加工速度具有多维性带来的负面影响低于忽略其多维性所带来的。     

Naturalism Need Not Be "Made Safe": A Response to William Rottschaefer's Misunderstandings

In this article, I respond to William Rottschaefer's analysis of my writings on religion and science, especially my Religion, Science and Naturalism (1996). I show that I am not trying "to make naturalism safe," as Rottschaefer contends, but rather attempting to explore options available when one endorses naturalistic approaches. I also explain why I object to the label "supernaturalistic naturalism" used by Rottschaefer. Possible limitations to naturalistic projects are discussed, not as limitations imposed but rather as features uncovered.     

Discerning the Limits of Religious Naturalism

In response to my "How to Make Naturalism Safe for Supernaturalism: An Evaluation of Willem Drees's Supernaturalistic Naturalism" (Rottschaefer 2001), Willem Drees maintains that I have misunderstood his purpose and views and have failed to make the case against his view that naturalism is intrinsically limited. In this response, I comment on these concerns.     

6—12岁儿童脑波超慢涨落功率与计算速度的关系

对176名6-12岁认知功能正常小学生进行脑波超慢涨落平均功率分布与计算速度关系的研究。结果表明：(1)计算速度快组和计算速度慢组中各年龄组的脑区平均功率符合额低枕高的前后梯度。计算速度慢组的逆转百分率高于计算速度快组。(2)在各年龄组中,计算速度快组和慢组功率前后逆转百分率的差异主要反映在右脑,右脑功率前后梯度逆转在不同计算组之间差异较大。(3)在计算速度快组和慢组中,左脑平均功率都小于右脑平均功率。计算速度快组和慢组脑波功率左右逆转百分率的差异主要反映在后脑,后脑功率左右逆转在逆转总数上计算速度快组多于计算速度慢组。     

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.     

ADHD儿童的选择性抑制

采用较传统停止信号任务更为精确的选择性停止信号任务,探索ADHD的选择性抑制缺陷的机制。结果发现,ADHD儿童在选择性停止信号任务上,抑制失败的比率明显高于正常儿童,但是其执行加工速度和抑制加工速度与正常儿童没有差异,另外,ADHD儿童表现出了更大的反应变异性。研究认为,ADHD在选择性停止信号任务上的抑制缺陷并非由于抑制加工速度过慢所导致,而是由于其不能很好地维持最佳的激活状态所导致,状态调节理论更能反映ADHD的本质。