Measuring Uncertainty in Games: Design and Preliminary Validation

Uncertainty is an important element of game play, which is widely believed to act as a precondition for player experience (PX). To investigate the concept and examine its relation to other PX concepts, we should be able to measure it. We present the design and preliminary results of the validation of the Player Uncertainty in Games (PUG) questionnaire. Based on various sources from games user research and work done with regards to searching digital archives, we designed a questionnaire that measures the experience of uncertainty in games. The scale was refined down to 66 items via interviews with players and expert reviews, which was then validated and further refined based on data gathered from gamers in an online survey. The Principal Component Analysis showed high level of internal consistency for the scale and each of its four factors: Disorientation, Exploration, Prospect, and Randomness. This work demonstrates the initial findings towards a validated tool for measuring uncertainty of players in digital games

Smarter choices ?changing the way we travel. Case study reports

This report accompanies the following volume:Cairns S, Sloman L, Newson C, Anable J, Kirkbride A and Goodwin P (2004)Smarter Choices ? Changing the Way We Travel. Report published by theDepartment for Transport, London, available via the ?Sustainable Travel? section ofwww.dft.gov.uk, and from http://eprints.ucl.ac.uk/archive/00001224/

Smarter choices - changing the way we travel

Summary: In recent years, there has been growing interest in a range of initiatives, which are now widelydescribed as 'soft' transport policy measures. These seek to give better information and opportunities,aimed at helping people to choose to reduce their car use while enhancing the attractiveness ofalternatives. They are fairly new as part of mainstream transport policy, mostly relativelyuncontroversial, and often popular. They include:. Workplace and school travel plans;. Personalised travel planning, travel awareness campaigns, and public transport information andmarketing;. Car clubs and car sharing schemes;. Teleworking, teleconferencing and home shopping.This report draws on earlier studies of the impact of soft measures, new evidence from the UK andabroad, case study interviews relating to 24 specific initiatives, and the experience of commercial,public and voluntary stakeholders involved in organising such schemes. Each of the soft factors isanalysed separately, followed by an assessment of their combined potential impact.The assessment focuses on two different policy scenarios for the next ten years. The 'high intensity'scenario identifies the potential provided by a significant expansion of activity to a much morewidespread implementation of present good practice, albeit to a realistic level which still recognisesthe constraints of money and other resources, and variation in the suitability and effectiveness of softfactors according to local circumstances. The 'low intensity' scenario is broadly defined as aprojection of the present (2003-4) levels of local and national activity on soft measures.The main features of the high intensity scenario would be. A reduction in peak period urban traffic of about 21% (off-peak 13%);. A reduction of peak period non-urban traffic of about 14% (off-peak 7%);. A nationwide reduction in all traffic of about 11%.These projected changes in traffic levels are quite large (though consistent with other evidence onbehavioural change at the individual level), and would produce substantial reductions in congestion.However, this would tend to attract more car use, by other people, which could offset the impact ofthose who reduce their car use unless there are measures in place to prevent this. Therefore, thoseexperienced in the implementation of soft factors locally usually emphasise that success depends onsome or all of such supportive policies as re-allocation of road capacity and other measures toimprove public transport service levels, parking control, traffic calming, pedestrianisation, cyclenetworks, congestion charging or other traffic restraint, other use of transport prices and fares, speedregulation, or stronger legal enforcement levels. The report also records a number of suggestionsabout local and national policy measures that could facilitate the expansion of soft measures.The effects of the low intensity scenario, in which soft factors are not given increased policy prioritycompared with present practice, are estimated to be considerably less than those of the high intensityscenario, including a reduction in peak period urban traffic of about 5%, and a nationwide reductionin all traffic of 2%-3%. These smaller figures also assume that sufficient other supporting policies areused to prevent induced traffic from eroding the effects, notably at peak periods and in congestedconditions. Without these supportive measures, the effects could be lower, temporary, and perhapsinvisible.Previous advice given by the Department for Transport in relation to multi-modal studies was that softfactors might achieve a nationwide traffic reduction of about 5%. The policy assumptionsunderpinning this advice were similar to those used in our low intensity scenario: our estimate isslightly less, but the difference is probably within the range of error of such projections.The public expenditure cost of achieving reduced car use by soft measures, on average, is estimated atabout 1.5 pence per car kilometre, i.e. £15 for removing each 1000 vehicle kilometres of traffic.Current official practice calculates the benefit of reduced traffic congestion, on average, to be about15p per car kilometre removed, and more than three times this level in congested urban conditions.Thus every £1 spent on well-designed soft measures could bring about £10 of benefit in reducedcongestion alone, more in the most congested conditions, and with further potential gains fromenvironmental improvements and other effects, provided that the tendency of induced traffic to erodesuch benefits is controlled. There are also opportunities for private business expenditure on some softmeasures, which can result in offsetting cost savings.Much of the experience of implementing soft factors is recent, and the evidence is of variable quality.Therefore, there are inevitably uncertainties in the results. With this caveat, the main conclusion isthat, provided they are implemented within a supportive policy context, soft measures can besufficiently effective in facilitating choices to reduce car use, and offer sufficiently good value formoney, that they merit serious consideration for an expanded role in local and national transportstrategy.AcknowledgementsWe gratefully acknowledge the many contributions made by organisations and individuals consultedas part of the research, and by the authors of previous studies and literature reviews which we havecited. Specific acknowledgements are given at the end of each chapter.We have made extensive use of our own previous work including research by Lynn Sloman funded bythe Royal Commission for the Exhibition of 1851 on the traffic impact of soft factors and localtransport schemes (in part previously published as 'Less Traffic Where People Live'); and by SallyCairns and Phil Goodwin as part of the research programme of TSU supported by the Economic andSocial Research Council, and particularly research on school and workplace travel plans funded bythe DfT (and managed by Transport 2000 Trust), on car dependence funded by the RAC Foundation,on travel demand analysis funded by DfT and its predecessors, and on home shopping funded byEUCAR. Case studies to accompany this report are available at: http://eprints.ucl.ac.uk/archive/00001233

Simultaneous multi-frequency single-pulse properties of AXP XTE J1810-197

We have used the 76-m Lovell, 94-m equivalent WSRT and 100-m Effelsberg radio telescopes to investigate the simultaneous single-pulse properties of the radio emitting magnetar AXP XTE J1810-197 at frequencies of 1.4, 4.8 and 8.35 GHz during May and July 2006. We study the magnetar's pulse-energy distributions which are found to be very peculiar as they are changing on time-scales of days and cannot be fit by a single statistical model. The magnetar exhibits strong spiky single giant-pulse-like subpulses, but they do not fit the definition of the giant pulse or giant micropulse phenomena. Measurements of the longitude-resolved modulation index reveal a high degree of intensity fluctuations on day-to-day time-scales and dramatic changes across pulse phase. We find the frequency evolution of the modulation index values differs significantly from what is observed in normal radio pulsars. We find that no regular drifting subpulse phenomenon is present at any of the observed frequencies at any observing epoch. However, we find a quasi-periodicity of the subpulses present in the majority of the observing sessions. A correlation analysis indicates a relationship between components from different frequencies. We discuss the results of our analysis in light of the emission properties of normal radio pulsars and a recently proposed model which takes radio emission from magnetars into consideration.Comment: 15 pages, 11 figures, accepted for publication by MNRA

The coupling of a hearing aid loudspeaker membrane to visco-thermal air layers

Hearing aids and their components are becoming smaller. This presents new problems for the acoustical components, such as the loudspeaker. A circular membrane of a hearing aid loudspeaker is modeled in this paper. Neglecting air influences, the membrane and its suspension behave as a mass spring system. However, under operating conditions, thin layers of air on both sides of the membrane influence its behavior. Air can enter and leave these layers at certain locations on the circular edge of the layer. Since these air layers are thin, visco-thermal effects may have to be taken into account. Therefore, the air layers are not modeled by the wave equation, but by the low reduced frequency model that takes these visco-thermal effects into account. The equations of this model are solved in a polar coordinate system, using a wave-based method. The other acoustical parts of the hearing aid loudspeaker, and the membrane itself are modeled by simple lumped models. The emphasis in this paper is on the coupling of the viscothermal air layer model to the mechanical model of the membrane. Coupling of the air layer to other acoustical parts by using an impedance as boundary condition for the layer model, is also described. The resulting model is verified by experiments. The model and the measurements match reasonably well, considering the level of approximation with lumped parts

The Commission and Its Report: Public Education, Advocacy and Lobbying

Mr. Harris: The question concerning the justification of commissions of inquiry has been raised in the preceding discussions. If their sole justification is having the bulk of their recommendations implemented, the institution probably would have died out long ago. Nevertheless, it must be of considerable concern to commissioners that the record has not been good in terms of implementation and one of the questions that perhaps will determine how successful commissions are in this respect has to do with what happens when the report is delivered and thereafter. These questions will be largely the subject of the panel that we are about to present. You will not be treated to profound, scholarly papers on policy analysis or anything like that in this panel. There will be practical comments and suggestions

Survey Of UK Clinicians’ Approaches To Decision-Making In Neonatal Intestinal Failure

BACKGROUND: Outcomes for neonatal intestinal failure (IF) have improved significantly over the past two decades, however, there is no consensus for decision making among UK paediatric subspecialists. OBJECTIVES: The aim was to describe clinician’s attitudes to decision making in neonatal IF and examine variation between subspecialties. METHODS: Neonatologists, paediatric surgeons and gastroenterologists were surveyed electronically. They were asked if they would recommend active or palliative care or allow the parents to decide in several scenarios; or if they considered treatment morally obligatory or impermissible. RESULTS: Of 147 respondents, 81% of gastroenterologists would recommend active care (34.6% regardless of parental decision) for a term infant with total gut Hirschsprung’s compared with 46% and 33% of surgeons and neonatologists. No gastroenterologist would recommend palliation while 23% of both neonatologists and surgeons would. Similarly, 77% of surgeons and 73% of neonatologists would recommend palliation for a 28-week infant with IF and bilateral parenchymal haemorrhages compared with 27% of gastroenterologists. Prognostic estimates also varied. A term baby with IF was estimated to have a survival of >80% at 5 years by 58% of gastroenterologists compared with 11.5% and 2.7% of surgeons and neonatologists. Only 11.5% of surgeons and 2.6% of neonatologist believed a 26-week preterm with IF would have a 5-year survival >60% compared with 59% of gastroenterologists. CONCLUSION: There is substantial variation in views about outcomes and management choices both within and between specialties; with gastroenterologists being consistently more positive. This is likely to lead to unjustified variation in counselling and parental choices