Critical Reflections on a Cognitive-Pysiological Theory of Emotion

This paper examines critically, and in some detail, that research which has been directed toward the development of a cognitive-physiological theory of emotion. It is observed that while interest in this area has been manifest for some time, only recently have empirical efforts attempted to explicate the subject in any detail. Such a theory posits that peripheral bodily changes can be viewed as determinants as well as correlates of emotional behavior. Bodily changes are seen to instigate cognitive processes which influence one's subjective and behavioral reactions to emotional stimuli. The research generally confirms the notion that novel information about oneself is not disregarded. Bodily sensations represent information which must be processed 1ikea!l other sensory inputs. Evaluative needs are postulated to understand these sensations, i.e., a label' or explanation is required for their occurrence. Emotional behavior is seen to result to the extent that these sensations are attributed to emotional stimuli.http://web.ku.edu/~starjrn

AN INTERACTIONIST APPRAISAL OF IMPRESSION FORMATION: The "Central Trait" Hypothesis Revisited

This article examines the nature of first impressions from the interactionist perspective. A modified H. H. Kelley design (1950) of student-teacher interaction was employed with a sample of 195 college students. The fi ndi ngs demonstrate the overall complexi ty of the impressi on-form ing process as we II as i IIustrate the Ii mitations of the warm-cold variable in predicting actual behcvior , Several central traits are observed to be operative in impression formation. These traits are observed to be a function both of preinformation and response alternatives in the odjecrive checklist, Symbolic and observational presentation is found to be more influencial in forming impressions with behavioral implications than those formed solely by observational exposure. Both consideration of the context of interaction and central trait identification appear necessary to specify the behavioral component of impressions.http://web.ku.edu/~starjrn

The market for travel writing

This chapter provides an overview of the way in which travel writing de-veloped as a mass market at the end of the eighteenth century. In accordance witha host of technological developments, the production of British travel writing grew,assisted by the spread of national influence across the globe. In the process a num-ber of key publishers developed extensive lists in the area of travel writing, notleast the firms of John Murray, William Blackwood, and Smith & Elder. Anotherconsequence was the emergence of a new kind of celebrity traveller, as authorshipwas put on a more professional footing. While the emphasis of historians and com-mentators has often been exclusively on books and their authors, the periodicalpress was perhaps an even more prolific source for travel writing throughout thenineteenth century. Since the advent of the twentieth century and despite the de-cline of British overseas influence, the travel market has continued to flourish. Inthe process, the market for travel writing has adapted itself to new readerships andnew forms of communication technology. While on the one hand today’s multime-dial travel content can be seen as a break with the past, it might be argued that, inattempting to keep one step ahead of changing demands, it continues to representjust one more stage in a process that began with the industrialisation of print overtwo centuries ago

Pedestrian gap acceptance behavior in street designs with elements of shared space

Recent developments in the field of urban street design have seen the emergence of the concept of “shared space,” a term that refers to a range of streetscape treatments aiming at creating a better public realm by asserting the function of streets as places and designing more to a scale aimed at easier pedestrian movement and lower vehicle speeds. In light of this shift in focus toward the pedestrian, an examination was done on the aspect of pedestrian gap acceptance behavior and how this may have changed as a result of the implementation of street layouts with elements of shared space. With the use of video data from London’s Exhibition Road site during periods before and after its conversion from a conventional dual carriageway to a layout featuring a number of elements of shared space, the study looked at changes in key gap acceptance variables, such as waiting time, crossing time, crossing speed, and critical gap. The effects of several traffic- and pedestrian-specific attributes on gap acceptance were also investigated by means of binary logistic regression modeling. Results suggest that pedestrians felt more comfortable and confident in their interaction with vehicles post-redevelopment of the site because they not only tended to accept shorter gaps in traffic but also appeared to be more at ease when crossing. In particular, elderly people and pedestrians traveling with children seemed to benefit the most, no longer appearing to be any less comfortable when crossing the road than other pedestrians

Church participation and the older adult: An orientational approach

http://web.ku.edu/~starjrn

Aviation Safety as a Function of Pilot Experience: Rationale or Rationalization?

Editor\u27s Note: This article originally appeared in the Spring 1992 issue. It is reprinted due to its continuing value and timeliness. This study tests the effectiveness of an experience model in predicting aviation safety behavior. The elements comprising the model include: (a) flight hours, (b) ratings and flight characteristics, (c) career status, and (d) malfunction history. Data were derived from a random sample of U.S. pilots in Fall 1990 by means of a survey instrument. Significant variance in aviation safety is not explained by the model. The key predictor of safety behavior is the career status (i.e., certificate duration) of the pilot. Flight hours, ratings, and malfunction history are negatively and non-significantly associated with aviation safety. The research: (a) questions the use of these variables in ex post facto explanations of aviation safety, and (b) suggests a topology for examining safety behavior

Aviation Safety as a Function of Pilot Experience: Rationale or Rationalization?

This study tests the effectiveness of an experience model in predicting aviation safety behavior. The elements comprising the model include: (a) flight hours, (b) ratings and flight characteristics, (c) career status, and (d) malfunction history. Data were derived from a random sample of U.S. pilots in the fall of 1990 by means of a survey instrument. Significant variance in aviation safety is not explained by the model. The key predictor of safety behavior is the career status (i.e., certificate duration) of the pilot. Flight hours, ratings, and malfunction history are negatively and non-significantly associated with aviation safety. The research: (a) questions the use of these variables in ex post facto “explanations” of aviation safety, and (b) suggests a topology for examining safety behavior