Dominance, prosocial orientation, and female preferences: Do nice guys really finish last?

Three multimethod studies (total N?=?348) probed the hypothesis that women's attraction to men would be influenced by male prosocial orientation. In Study 1, prosocial men were rated as more physically and sexually attractive, socially desirable, and desirable as dates than were nonprosocial men. Dominant men were no more attractive than low-dominance men, and male dominance did not interact with male prosocial orientation in eliciting attraction from women. In Study 2, prosocial orientation was manipulated to avoid "personalism," but still affected attraction. Across all measures attraction was an interactive function of dominance and prosocial tendencies. Dominance alone did not increase any form of attraction measured. In Study 3, male prosocial tendencies and dominance interacted to affect women's attraction to men. Results are discussed in terms of the place of altruism and dominance in evolutionary approaches to human interpersonal attraction. (PsycINFO Database Record (c) 2010 APA, all rights reserved)     

Bidding strategies for real-life small loan auctions

We define and identify bidding strategies in real-life small loan auctions (Prosper.com). In such auctions, lenders bid for borrowers' loan listings and the winners get to fund the loan at an interest rate determined by the auction. The exceptionally large empirical database provided by Prosper.com offers a unique opportunity to test and further develop the theory of online auctions. This study shows that bidding behavior is not homogeneous among bidders, as the traditional auction theory suggests. Instead, bidders use many different bidding strategies. Moreover, learning and bidders' consistency over time in different auctions is studied.     

Bridging the physical and virtual worlds by local connectivity-based physical selection

The prevalent visions of ambient intelligence emphasise natural interaction between user and functions and services embedded in the environment or available through mobile devices. In these scenarios the physical and virtual worlds seamlessly gear into each other, making crossing the border between these worlds natural or even invisible to the user. The bottleneck in reaching these scenarios appear in the natural mapping between the physical objects and their virtual counterparts. The emergence of local connectivity in mobile devices opens possibilities for implementing novel user interface paradigms to enhance this mapping. We present physical selection paradigm for implementing an intuitive human technology interaction for mobile devices. In order to demonstrate the feasibility of the paradigm we implemented two experimental set-ups using commercially available smart phones with IrDA connectivity. The experiments involved selecting a website by physically pointing at its symbol and making a phone call by pointing at an icon representing the person to be called. In tentative user experiments the physical selection method was more time-efficient and it was perceived more positively by the users than a conventional method.

Oxidation State of Titanium in CaO‐SiO2‐TiOx Slags at 1873K

Oxidation state of titanium was determined in CaO‐SiO₂‐TiO_x slags in the composition range 25‐53 percent CaO, 27‐46 percent SiO₂, 10‐55 percent TiO_x at 1873K using gas equilibration method. In the experiments, slags with different titanium oxide contents were equilibrated with a known carbon monoxide and carbon dioxide ratio. The results were used to determine the Ti³⁺ and Ti⁴⁺ contents as well as the activity coefficient ratio of corresponding oxides in the slag. The dependence of the activity coefficient ratio as a function of oxygen partial pressure was determined.     

Efficient driver drowsiness detection at moderate levels of drowsiness

Previous research on driver drowsiness detection has focused primarily on lane deviation metrics and high levels of fatigue. The present research sought to develop a method for detecting driver drowsiness at more moderate levels of fatigue, well before accident risk is imminent. Eighty-seven different driver drowsiness detection metrics proposed in the literature were evaluated in two simulated shift work studies with high-fidelity simulator driving in a controlled laboratory environment. Twenty-nine participants were subjected to a night shift condition, which resulted in moderate levels of fatigue; 12 participants were in a day shift condition, which served as control. Ten simulated work days in the study design each included four 30-min driving sessions, during which participants drove a standardized scenario of rural highways. Ten straight and uneventful road segments in each driving session were designated to extract the 87 different driving metrics being evaluated. The dimensionality of the overall data set across all participants, all driving sessions and all road segments was reduced with principal component analysis, which revealed that there were two dominant dimensions: measures of steering wheel variability and measures of lateral lane position variability. The latter correlated most with an independent measure of fatigue, namely performance on a psychomotor vigilance test administered prior to each drive. We replicated our findings across eight curved road segments used for validation in each driving session. Furthermore, we showed that lateral lane position variability could be derived from measured changes in steering wheel angle through a transfer function, reflecting how steering wheel movements change vehicle heading in accordance with the forces acting on the vehicle and the road. This is important given that traditional video-based lane tracking technology is prone to data loss when lane markers are missing, when weather conditions are bad, or in darkness. Our research findings indicated that steering wheel variability provides a basis for developing a cost-effective and easy-to-install alternative technology for in-vehicle driver drowsiness detection at moderate levels of fatigue.     

Current condition and future directions for lean construction in highways projects: A small and medium-sized enterprises (SMEs) perspective

The aim of this study is to identify the parameters defining how Lean Construction (LC) is being implemented (current condition) and how LC can be further promoted (future direction) from a Small-Medium Sized Enterprises (SMEs) perspective. Although SMEs constitute the largest group in construction supply chains, LC, as an emerging phenomenon in civil construction project management, has been rarely investigated from an SMEs perspective. Also, overlooking the more macro factors like project governance and supply chain management, LC deployments have been mainly discussed from a production process perspective to date. After a review of the extant literature and 20 interviews with managers from the highways sector, a list of 31 current condition and 40 future direction statements were produced, classified under the delivery, process, training, project governance and supply chain related headings and used in a questionnaire survey with 110 responses. The current condition highlights problems like a short-term relations structure, competitive tendering mechanisms, fragmentation, problems in engaging with SMEs for LC, unstandardised LC techniques, and issues with convincing SMEs to deploy LC by demonstrating the business case on mutual benefits. Action items relating to the current project delivery structure were given the highest importance by the supply chain, alongside the LC training and project governance issues for the future of LC at highways SMEs. Additionally, a statistically significant correlation was identified among many future action items.