Effects of five life factors Essay

Genetic factors such as cystic fibrosis for example, are life factors which can affect the development of an individual. It can affect an individual at any age and is caused by a faulty gene that is passed from the parents to the child. The faulty gene allows too much salt and not enough water into cells and makes a build up of thick, sticky mucus in the body’s tubes. This can cause blockages in the body’s tubes and passageways, and causes damage to lungs, the digestive system, and other organs. Case Study Lauren, who is 14 years old, was diagnosed with cystic fibrosis when she was 3 months old. Her personal symptoms include coughing, wheezing and being unable to do things that she normally could do if she wasn’t ill. For example, if she was coughing a lot, then she couldn’t do any sports or dancing because it would make her more productive, which means bringing up lots of phlegm and it isn’t very nice. Sometimes it makes her sick in front of her friends, which can be embarrassing. This affects Lauren physically as she would suffer from malnutrition, which would cause her to be unhealthy as she isn’t getting the nutrition’s that she needs, and she would be tired with no energy which stops her from doing things she likes doing like sports and dancing. She would also have a low immune system which causes her to catch bugs easily so she has to be extra careful. It affects Lauren intellectually too because due to CF making her unwell, she would be constantly in and out of hospital so she would miss a lot of school, meaning that she would miss out on learning the things that the other children are learning. Lauren is also affected emotionally by cystic fibrosis because she may feel different to everybody else, which could lead to stronger feelings such as feeling isolated from everyone else, or depression and sadness. She can feel embarrassed at times too when other people see her when she is unwell as she can’t stop herself from being sick when she needs to be. Lastly, Lauren is affected socially as well because friendships would most likely be on a low and she wouldn’t be able to go out with her friends much because of cystic fibrosis making her unwell. She would also not be able to participate in some social groups/activities because of her condition, meaning that she misses out on things that other children don’t need to, and has her opportunities restricted. Biological factors such as foetal alcohol syndrome for example, are life factors which can affect the development of an individual. Women who drink alcohol during pregnancy can give birth to babies with fetal alcohol spectrum disorders. These disorders range from mild to severe. They can be behavioral, physical, related to learning, or all of the above. Fetal alcohol syndrome (FAS) is a severe form of the condition. People with FAS may have problems with their vision, hearing, memory, attention span, and abilities to learn and communicate. While the defects vary from one person to another, the damage is often permanent. http://www.healthline.com/health/fetal-alcohol-syndrome#Overview1 Case Study In 1977, Matthew was the first British baby to be diagnosed with foetal alcohol spectrum disorder. The damage to his brain in the womb means he suffers from learning difficulties, emotional problems like immaturity, and obsessive behaviour. Matthew looks like many other young men his age, although his head is small for his body, one of the many physical effects of FASD, which can also include heart, skeleton and facial abnormalities. â€Å"I can only cope with one thing at a time or it’s too overwhelming,† he says. â€Å"I can remember my family’s car number plates from the last 15 years, but not whether I locked my car door 30 seconds ago†. Just as difficult is Matthew’s social isolation. Those with FASD can’t interpret facial expressions or body language. In company, Matthew can be over-familiar with people he doesn’t know well. â€Å"I can’t relate to anyone,† he says. â€Å"When I’m on my own, I’m dying to be with other people. But when I’m with around other people, I wish I was on my own again†. Matthew was born weighing just under 6lbs. Damage to his nervous system meant he didn’t respond to stimuli or even cry for the first year of his life. â€Å"Every one of my milestones was late,† says Matthew. â€Å"I didn’t smile until I was a year old. I was three before I sat up and four before I walked.† It was in Matthew’s late teenage years that the gulf really started to open up. As his peers forged careers and relationships, his social and intellectual limitations became more obvious. Matthew’s progress has been remarkable. He is articulate and self-aware. But he also suffers from fragmented vision in one eye and  chronic short-sightedness. http://www.independent.co.uk/life-style/health-and-families/health-news/foetal-alcohol-syndrome-drink-destroyed-my-life-402017.html Environmental factors such as damp/overcrowded housing for example, are life factors that can affect the development of an individual. Dampness includes the presence of water damage, damp stains, visible mould and condensation. Reports from housing charity Shelter have found that more than one million children in England are living in â€Å"damp, cold, infested† housing. Moreover, more than one million houses in England are considered â€Å"unfit to live in†. A survey based on the 2001 census has also found that more than half a million families in the UK live in officially overcrowded housing. These statistics have major implications. A person’s physical environment affects their health and well-being. This is especially the case for young children, who can spend 90% of their time in the home. Studies Some studies and reviews from the UK and elsewhere have reported an association between dampness, moisture and mould and the prevalence of respiratory symptoms among children of all ages. For example, one review found that children in homes with damp and/or mould are two and a half times more likely to have coughs or wheezes than children in â€Å"dry† homes. Another UK study found that visible mould was significantly associated with an increased risk of wheezing illness among children aged 9-11 years. A wider European study of older children also found prevalence of asthma and chronic cough was higher in damp homes. The association between moisture and cough or respiratory problems is particularly significant with regard to nocturnal symptoms and more significant still for children who have a predisposition to allergies. A Finnish study found a significant association between eczema in preschool children and visible moisture and mould in the home, and a relationship between these environmental conditions and nausea in older children. All age groups in this study were found to visit primary care more frequently than their counterparts in dryer houses. This effects children living in these damp homes physically as it can make them very unwell more than children living in dryer homes. These symptoms include coughing,  wheezing, nausea and even worse effects for children who already have allergies such as asthma. It would affect the children emotionally too as they would be most likely on a low if their allergies or illnesses aren’t getting better because of the house they are living in. This could lead to them feeling slightly depressed or sad, and even make them have a low self-esteem as they may think that there is something wrong with them. Also, it could affect these children socially as their allergy getting worse may prevent them from going out with friends and taking part in out-door activities. http://www.communitycare.co.uk/2007/11/21/the-environmental-impact-on-children-of-poor-housing/ Socio-economic factors such as employment status for example, are life factors that can affect the development of an individual. The amount of income and social status an individual has, is linked to better health. The greater the gap between the richest and the poorest people, the greater the differences in health is. People who have a higher income and social status are usually the ones who have better health because they can afford the best treatment in health services and can afford the best products. Also they would have a better self-concept and confidence. Education links to this as if you have good qualifications you are more likely to get a good employment status. Low education levels are linked with poor health, more stress and lower self-confidence. http://www.who.int/hia/evidence/doh/en/ Case Study Garry is 43 years old and works in a theatre as the cleaner. He has worked at the theatre for 4 years as he has been in and out of different cleaning jobs before. When Garry left school at 16 he only had 2 qualifications and he never bothered going to college. This meant that his opportunities career-wise were quite limited, so he went into cleaning to earn some money and never progressed to anything higher. Gary’s salary isn’t very much but he has to stretch his money to pay bills and look after his wife and 2 children. He has constantly been stressed with trying to sort his money out for many years, as he could have been more stable and happy if he was earning more money. Garry has a bad self-concept of himself and has no  confidence at all as he thinks that he should be a better husband and father, this is because he has a low employment status and doesn’t earn as much as other men do. Due to all the stress Garry has had throughout many years, he was diagnosed with heart disease and he and his family have been doing everything they can to make sure he is okay. Unfortunately, Garry could not afford any special treatment for his heart disease as he has never had a high-income, so his chance of being cured was quite low. This would most likely end badly, however a person who has a higher income than Garry can afford the special treatment and therefore has a better chance of surviving. Employment status effects Garry physically as his wage is low, meaning he can’t afford special health treatment to survive things such as heart disease when people with a higher income could survive. It effects him emotionally too because he hasn’t progressed any higher than a cleaner, so he doesn’t have a good self-concept of himself, making him have feelings of depression and he has no confidence at all. He is also affected socially as he may feel intimidated to socialise with other men who are earning much more than him and who are providing extremely well for their families, so he may feel isolated and lonely as he may feel like he can’t make friends. Lifestyle factors, such as obesity for an example, are life factors that can affect the development of an individual. Obesity is a medical condition in which excess body fat has accumulated to the extent that it may have a negative effect on health, leading to reduced life expectancy and/or increased health problems. Obesity increases the likelihood of various diseases, particularly heart disease, type 2 diabetes, obstructive sleep apnea, certain types of cancer, and osteoarthritis. Obesity is most commonly caused by a combination of excessive food energy intake, lack of physical activity, and genetic susceptibility, although a few cases are caused primarily by genes, endocrine disorders, medications, or psychiatric illness. http://en.wikipedia.org/wiki/Obesity Case Study A 52-year-old woman with obesity and a 9year history of type 2 diabetes presents with complaints of fatigue, difficulty losing weight, and no motivation. She denies polyuria, polydipsia, polyphagia, blurred vision, or  vaginal infections. She notes a marked decrease in her energy level, particularly in the afternoons. She is tearful and states that she was diagnosed with depression and prescribed an antidepressant that she chose not to take. She states that she has gained an enormous amount of weight since being placed on insulin 6 years ago. Her weight has continued to increase over the past 5 years, and she is presently at the highest weight she has ever been. She states that every time she tries to cut down on her eating she has symptoms of shakiness, diaphoresis, and increased hunger. She does not follow any specific diet and has been so fearful of hypoglycemia that she often eats extra snacks. Her health care practitioners have repeatedly advised weight loss and exercise to improve her health status. She complains that the pain in her knees and ankles makes it difficult to do any exercise. This affects her physically as she can suffer with many different diseases because of being obese, and could be as serious as causing death. It affects her emotionally too because she may have a very low self-esteem because obesity is defined the opposite of beautiful in today’s society. This could lead to further feelings such as depression as she may feel not good enough, and she cannot do as much physically as people who don’t have obesity which can lead to feelings such as frustration. Also, obesity can affect her socially as she may not feel confident enough to leave the house to socialise as people make fun of her, which makes it even harder to make new friends. Feelings of depression could lead to even further feelings of isolation, as she may not feel happy enough to go out and see friends, which will lead to her not leaving her home. http://journal.diabetes.org/clinicaldiabetes/V17n31999/Pg142.htm

Cell phone use while driving: a literature review and recommendations Essay

1. Introduction Cellular telephones (cell phones) were first introduced in the United States in the mid-1980s, and their use has since experienced explosive growth. Today there are more than 262 million cell phone subscribers, representing 84 percent of the United States population. Cell phone technology has become very useful for people on the move, which is demonstrated by surveys that show that the majority of users reported using their phones while driving. Cell phone use by drivers, although difficult to quantify, has been estimated through observational data by the federal government at six percent of drivers in 2007 (IIHS, 2006). This rate means that at any moment during the day, one million passenger vehicles in the United State are being driven by people on hand-held cell phones. Further analysis of these statistics show that women are more likely to be on their phones while driving; eight percent of women use cell phones while driving compared to five percent of their male counterparts. Also of importance, this data found that young drivers (16-24 years old) were most likely to be on their cell phones at 10 percent compared to six percent of those aged 2569 and one percent of drivers 70 and older (see Figure 1). Public perception of the dangers of cell phone use while driving seems to coincide with common sense and experience, but common practice does not. In a survey done by Nationwide Insurance (IIHS, 2008), four out of five surveyed cell phone owners admitted to driving while distracted. Even though almost half of the surveyed people consider cell phone use to be the most dangerous distraction, 98 percent of the drivers consider themselves to be safe drivers. An interesting result of the survey was that almost two-thirds of cell phone owners say they were expected by family, friends or employers to always be reachable by phone or other communication device. Among young drivers in this survey, 40 percent said they send or read text messages along with other activities while driving in order to â€Å"remain connected† (IIHS, 2008). Another survey of only teenage drivers conducted by State Farm Insurance, found that only 25 percent viewed cell phone use while driving as dangerous. Almost 80 percent, however, recognized that texting on cell phones while driving was risky (IIHS, 2008). The rate at which young drivers are most likely to be using cell phones while driving, along with their attitude towards the perceived risk of using such devices, is concerning because this group is already at the highest risk for collisions even without these distractions. A survey conducted by AAA and Seventeen magazine found that 46 percent of drivers 16 and 17 years old said that they text message while driving. This is a profound statistic because 37 percent of the same teenagers said that they believed that text messaging was the most dangerous driver distraction (Quain, 2007). 2. Quantifying Cell Phone Usage and Crash Risk Drivers’ attentiveness has been a concern since the invention of the automobile. As technology increases, the number of driver distractions increases. Each year, more than 42,000 people are killed, more than 3 million are injured, and more than 6 million collisions occur on roads in the United States (IIHS, 2006). Estimates have attributed between 30-50 percent of collisions to distracted drivers, resulting in huge amount of societal cost (Cohen, 2003). Although common sense and experience tells us that using cell phones while driving is dangerous, a number of studies are devoted to quantifying the exact risk associated with using a cell phone while driving. Since the mid-1990s, around 120 studies have attempted to validate a common conception: using a cell phone while driving is a distraction and therefore increases crash risk (IIHS, 2008). The literature on this subject investigates various relationships between cell phone use and accident risk. These studies can be separated into three general groups: epidemiological studies, experimental studies, and real-world studies. Epidemiological studies examine real-world accident data and cell phone records to draw conclusions based on the relationship between the two. Behavioral and experimental studies attempt to measure some cognitive effect of cell phone use on normal driving functions such as visual attention, following distance, reaction time, and other driving tasks. Real-world studies attempt to show how real-world situations either justify or disprove the other data. Before discussing selected studies, a summary of the general conclusions from each type of study is presented below: (a) Epidemiological Studies: Studies that analyze the relationship between cell phone use and increased crash risk using case studies where people have been in actual accident. Researchers have concluded that the use of cell phones while driving significantly increases the risk of collision (Ontario Medical Association, 2008). (b) Experimental and Behavioral Studies: These studies have been able to demonstrate that having a conversation on a cell phone is cognitively distracting and causes deterioration in driving performance. These studies also confirm the finding of the epidemiological studies that when driving performance is affected negatively, an increased crash risk is observed (Ontario Medical Association, 2008). (c) Real-World Studies: These studies are observations of test subjects that are monitored while in the field. Conclusions are drawn based on the observed data and are a reflection of actual events. The real-world studies have proven that the single most dangerous driver distraction is cell phone use. 2.1 Epidemiological Studies Epidemiological studies have attempted to measure the association of cell phone use with the risk of collision. They examine accident data and cell phone records to obtain a correlation, resulting in a relationship between cell phone use and accident risk. The following review focuses on three epidemiological studies that indicate cell phone use is associated with an increase risk of collision. 2.1.1 Cellular Phones and Traffic Accidents, 1996 In an early study in 1996, Violanti and Marshall used a case-controlled design study where they selected 100 random drivers that had been involved in crashes in the previous two years and compared them against another group of 100 randomly selected drivers who had not been involved in crashes in the previous 10 years. The study concluded that using a cell phone for 50 minutes per month resulted in a collision risk 5.59 times greater than not using a cell phone at all. In this study, the risk ratio is statistically significant, but the confidence limits were large. The obvious limitations of this study are: (1) small number of cell phone users in the sample; (2) selection bias; and (3) lack of evidence that the cell phone users were using their phones at the time of the collision. 2.1.2 Association between Cellular Telephone Calls and Motor Vehicle Collisions, 1997 Redelmeier and Tibshirani (1997) conducted the most quoted epidemiological study of cell phone use and increased crash risk in 1997. This research was a case cross-over design, where each subject served as his/her own control. The study included 699 drivers who had been involved in a collision and who owned cell phones. The authors used five-minute intervals of time before the time of the collision, and compared those against the same time on the previous day. The authors were able to conclude that the risk of collision was approximately four times higher than when the same subjects were not using their cell phones. The only significant limitation to this study is that collision times are estimated. There exists the possibility that cell phone use was a post-collision call instead of a pre-collision call. The authors made a conscious effort to eliminate calls that were precipitated by the collision by identifying 9-1-1 calls and through thorough questioning of the drivers. 2.1.3 Wireless Telephones and the Risk of Road Accidents, 2001 Laberge and Nadeau conducted an epidemiological study in Quebec in 2001. This study was based on a self-reported questionnaire from a sample of 36,079 participants, of which 35 percent had records with cellular telephone providers. Taking into account only age and year of observation, cell phone users had a 38 percent higher risk of collisions than non-users. Including additional constraints, such as miles driven and driving habits increased the relative risk by 11 percent for males and 21 percent for females. The authors also applied the case cross-over design used by Redelmeier and Tibshirani to their data. This method produced a relative risk of being in a crash while using a cell phone at 5.13 times that of a non-user. However, the authors concluded that this case cross-over design over-estimates the risk, and determined that a more realistic risk of collision is around 1.3-1.4 times that of a non-user. 2.2 Experimental and Behavioral Studies The majority of the literature reports on experimental and behavior studies examine the impact of cell phone use on the cognitive functions necessary for driving. Many of the experimental studies have correlated how cell phone use, including hands-free devices, while driving interferes with or degrades various aspects of driving. Because of the quantity of experimental and behavioral studies, only representative research is reviewed in the following four categories: (1) Field-of-View Studies; (2) Brain Research Studies; (3) Simulator Studies; and (4) Benchmark Impairment Studies. 2.2.1 Field of View Studies In 2003, Strayer’s reseach group at the University of Utah found that drivers who use cell phones are less able to process visual information. Based on the observations of participants in a simulator, the study was able to conclude that drivers conversing on cell phones increase their risk of collisions. The researchers attributed the increase in collision risk to a theory called â€Å"Inattention Blindness†. Inattention Blindness is summarized to be, â€Å"Even when participants [drivers] are directing their gaze at objects in the driving environment, they may fail to ‘see’ them because attention is directed elsewhere.† The study also found that the use of hands-free and hand-held cell phones equally impair the driver’s ability to see objects. The study found that â€Å"the disruptive effects of cell phone conversations on driving are due in a large part to the diversion of attention from driving to the phone conversation.† This diversion of attention also affects the driver’s ability to react to sudden event placing pedestrians and others at increased risk for injury (Strayer, 2003). In 2005, researchers from the Japanese Automobile Research Institute further examined the findings from the University of Utah report. The authors of this report agreed with the conclusions of the earlier report, but felt that a more direct assessment of the visual attention needed to be done to identify the exact amount of diversion from what the driver is looking at to the cell phone conversation. The authors conducted experiments with drivers on a simulator using the medically known physiological response â€Å"Binocular Fusion†. The results of this study show that, â€Å"engaging in hands-free phone conversation interferes with visual information processing. The increment of binocular gaze dissociation by conversing on a phone indicates that the driver’s attention is diverted from the external scenery to the conversation.† The purpose of the report was not necessarily to prove that speaking on a cell phone increases crash risk, but this relationship is inferred by the authors (Uchida, 2005). Figure 2 is extracted from Wood’s field-of-view study in 2006 that obtained similar results as the studies mentioned above. It demonstrates the number of errors drivers made while listening and responding to questions went up dramatically when compared against no distractions. 2.2.2 Brain Research Studies A 2005 Study by GM Corp., Wayne State University Medical School, and Henry Ford Hospital set a foundation for understanding how cell phone use by a driver influences the brain function. This study used Functional Magnetic Resonance Imaging (Æ’MRI) and Magnetoencephalography (MEG) to locate essential brain activated structures and their corresponding dynamics. As discussed above, field-of-view studies generally depend on behavior observations to determine if the mind is focused on the road and thus fail to completely reflect what the brain may actually be doing. The authors suggest that there are situations where behavioral indicators will show that the mind is on the road, but in reality, it is not. With this understanding, the authors set out to uncover the exact neural mechanisms that are associated with distracted behaviors while driving. Putting participants in a simulator and monitoring their brain function, the authors were able to identify the major brain pathways involved in driving and distracted driving. This study set a foundation for determining and measuring how the brain reacts to distracted driving (Young, 2005). In 2007, researchers at Carnegie Mellon University conducted a study furthering the previous study by using Functional Magnetic Resonance Imaging (Æ’MRI) to investigate the impact of concurrent auditory language comprehension on the brain activity when simultaneously exposed to a simulated driving experience. Participants operated a driving simulator, either undisturbed or while listening to statements they had to identify as true or false. This auditory language comprehension was designed to mimic talking on a cell phone. The participant’s brain activity was monitored during the simulations and was compared against the Æ’MRI scans of the undisturbed driver’s brain. The authors found that when participants experienced the dual-task condition, mental resources were taken away from areas of the brain that deal with driving tasks (see Figure 3). This occurred even though the areas of the brain that deal with driving tasks and auditory comprehension are different. The authors were able to make two conclusion based on their experimental data: (1) mental resources are diverted from driving tasks to 5 auditory comprehension regardless of other physical tasks; and (2) the deterioration of driving performance occurs because of a competition of mental resources in the brain between driving tasks and auditory comprehension (Just, 2008). Figure 3 Percentage Change in Signal Intensity for Five Functional Groupings of Cortical Areas (Source: Just, 2008) Spatial processing areas significantly decrease with the addition of the sentence listening task. 2.2.3 Simulator Studies In 2001, Strayer’s research group at the University of Utah submitted test subjects to different levels of distractions while driving in a simulator. The researchers were able to conclude that cellular phone conversations while driving caused the subjects to react slower to stimuli and perform tasks with considerably reduced precision. Specifically, while engaged in cell phone conversations the subjects were twice as likely to miss simulated traffic signals compared to when they were not distracted. These results were also qualified by showing that talking on a cell phone was more dangerous than when the driver was subjected to common in-vehicle distractions, such as the radio and books-on-tape. The researchers also wanted to determine if the reason the subjects missed the traffic signals was because they did not see them or because they were slow to respond to them. To determine this, the researchers examined the memory of the subjects after normal driving as well as distracted driving. The results indicated clear memory impairment after having been engaged in cell phone conversations. The researchers were able to conclude that active participation in a cell phone conversation while driving disrupted driving performance by diverting attention from driving tasks to a cognitive process. In a 2002 observational study by the Insurance Corporation of British Columbia, researchers used a complex method of identifying specific cell phone users and non-users through in-field observations, and linking these people with their driving records. This method presents some obvious limitations or uncertainty about the user classification; however, the results corresponded well with other identifying methods. The driving records of the cell phone users had higher counts of moving violation citations over the previous four years, to include speeding, alcohol, failure to use seat belts, aggressive driving violations, and non-moving violations. Although the correlation between these violations and use of a cell phone is not scientifically proven by this study, it does likely reflect a difference in lifestyle, attitude and personality of the typical cell phone users; indicating they are inherently riskier drivers (Wilson, 2003). These simulator studies are consistent with a self-report survey conducted by the Traffic Injury Research Foundation. The authors of this report determined that people who use cell phones while driving were more likely to have received a traffic ticket in the last year, drive after drinking, and to consume greater quantities of alcohol when they drink. Again, these behavioral indicators cannot necessarily be directly linked to cell phone use; rather, they suggest a personality type who frequently uses a cell phone while driving (Beirness, 2002). 2.2.4 Benchmark Impairment Studies Innumerable studies have been able to prove the correlation between cell phone use while driving and an increased risk of crashing when compared to normal driving. What these studies have failed to do is show a comparison to known impairment levels. There have been at least three studies that compare the cell phone driver to a drunk driver at the per-se blood-alcohol concentration limit of 0.08 wt/vol. This blood alcohol concentration has been thoroughly studied and quantified as the limit at which the average driver will become incapable of safely operating a motor vehicle. Comparing the cell phone driver to a benchmark of this caliber becomes a solid comparison and explanation to how dangerous driving while on a cell phone really is. In a 2002 study by Burns et al., the authors designed a study to compare the impairment from handsfree and hand-held phone conversations to the decline in driving performance caused by alcohol impairment. Participants were given either an alcoholic beverage or a placebo drink and placed in front of a driving simulator that represented realistic driving tasks. The quantity of alcohol was determined from the participant’s age and body mass, and was closely correlated with the legal limit of .08 mg/ml blood alcohol concentration. The results of this experiment showed a clear substantial decrease in driving performance when using a hand-held phone, in comparison to the sober condition. Driving performance under the influence of alcohol was significantly worse than normal driving, but better than driving while using a phone, leading to a conclusion that driving while talking on a phone is more impairing then driving at the legal limit of alcohol. Strayer’s research group at the University of Utah published research comparing the cell phone driver and the drunk driver in 2003, and a revised report in 2006. The purpose of their research was to provide a direct comparison of the driving performance of a cell phone driver and an alcohol impaired driver in a controlled laboratory setting. These researchers used participants who were casual drinkers and compared their own sober driving, cell phone driving, and alcohol-impaired driving to themselves. This method of control seems to be more accurate than the previous studies’ process of comparing the same situations in different subjects. The researchers were able to conclude that both the intoxicated driver and the cell phone drivers’ driving profiles were different from the sober base-line. Cell phone drivers exhibited a delay in their response to events, had longer following distances, took longer to recover lost speed following braking, and were involved in more traffic accidents. Drivers in the intoxicated condition exhibited a more aggressive driving profile by following closer to the vehicle in front of them and braking harder. The researchers suggest the data indicates impairment or risk from cell phone use is as great as that of the intoxicated driver, but in different ways. The authors also noted that driving impairments associated with hands-free devices and hand-held devices were not significantly different, indicating that the impairment comes from a diversion of attention from the processing of normal driving tasks. 2.3 Real-World Studies Several real-world studies have been conducted and are being conducted to further validate the epidemiological and experimental studies. Our review indicates that the majority of these studies are funded in part by insurance companies or makers of driving performance enhancers. The most commonly cited real-world study involved 100 cars and 42,000 hours of driving time monitored by in-vehicle cameras and sensors over a one-year period. The study was conducted by the Virginia Tech Transportation Institute in 2006, and concluded that, â€Å"secondary task distractions† were the prime factor in collisions. The single biggest distraction leading to collisions was cell phone conversations, dialing, and sending text messages. The Virginia Tech Transportation Institute is conducting another study that involves 2500 drivers and will last three years (Bunkley). We have been able to identify several other current real-world studies that are underway. The studies are funded primarily by insurance companies, and we have been unable to obtain any information about them due to proprietary reasons (Olson, 2007; Robinson, 2008). 2.4 Police Accident Reports Since the studies prove the hypothesis that cell phone use while driving increases crash risk, quantitative analysis of crash causation data should reflect this. This, however, is not the case. The reasons that the real-world data does not match the experimental and epidemiological conclusions are due primarily to two factors. First, three states in 2001 and six states in 2002 provided a specific space on their uniform crash reports to indicate that the use of a cell phone had been involved in the collision. In addition, even with a space available on a police report to record cell phone involvement, the box may or may not be marked. The investigating officer has multiple responsibilities at an accident scene, including tending to injured, restoring traffic flow, completing the investigation, and issuing citations for criminal violations. Officer discretion plays a part in the completion of police reports; even if evidence of cell phone use is present, the officer may or may not indicate that cell phone use was a factor in the collision. A NHTSA study of North Carolina supports this analysis. The study concluded that the underreporting of crashes that are a result of inattention due to cell phone use is substantial. The portion of crashes that were reported to be due to inattention because of cell phone use was 1.5 percent which is significantly below the estimated value obtained in more comprehensive studies of 3050 percent (Cohen, 2003). Second, even if the collection of this data is a requirement for every state, it would likely still be inaccurate because of the public’s reluctance to report cell phone use to police. Because the risks of using cell phones while driving are becoming commonly known and more states are adopting laws to outlaw the use of cell phones while driving, the likelihood that an offender admit to using a cell phone to a police officer becomes less. In addition, a police officer’s reasonable investigation time does not allow for a comprehensive investigation of every crash to include determining the use of cell phones. This is more likely to be reserved for very serious crashes where serious injury and or loss of life were present. To help address the underreporting of crashes that are due to cell phone use, several federal agencies, national organizations, and state and local governments have worked to improve the data collection. In 2003, the national Governors’ Highway Safety Association released a revised edition of the Model Minimum Uniform Crash Criteria (MMUCC), which included changes that would help record the number of crashes associated with distracted driving. The changes, which were developed with the help of NHTSAS, the Federal Highway Administration, the Federal Motor Carrier Safety Administration, and numerous state and local agencies, define the information that should be collected at an accident scene. Included in the new criteria is that reports should include any information regarding distracted driving. The changes are designed to facilitate more accurate reporting of distracted driving, which in turn, will give policy makers and data analysts more concrete data from which to make conclusions (Sundeen, 2004). The National Transportation Safety Board (NTSB) has also taken aim at the problem of cell phone use and its underreporting. In a press release in 2006, the NTSB acknowledged that cell phone use by driver’s results in a cognitive distraction that leads to an increase in accident rates. The same press release suggested that the remaining 20 states that at the time did not have driver distraction codes on their uniform accident reports add them (National Transporation Safety Board, 2006). In 2008, the NTSB made a press release that again emphasized the dangers of cell phone use by drivers by citing research conclusion that such activity reduces driving performance. The press release also indicated that the NTSB had added cell phone restrictions by commercial drivers to its 2009 list of most wanted safety improvements (National Transportaion Safety Board, 2008). 3. Cell Phones and Teenage Driver 3.1 Teen Drivers’ Collision Statistics Teen drivers are alarmingly prevalent in the collision statistics. In 2005, 4,544 teens ages 16 to 19 died of injuries sustained in motor vehicle crashes. In the same year, almost 400,000 motor vehicle occupants in this age group were hospitalized from injuries sustained in automobile crashes. Overall in 2005, teenagers accounted for 7 percent of the driving population, but they account for 14 percent of all fatalities. Young people ages 15-24 represent 14 percent of the U.S. population, but account for 30 percent of the motor vehicle injuries. The most concerning age group is the 16-19 year olds. Drivers in this age group are three times more likely to be killed in an automobile crash than people 25-64 years old (Lynch). As shown in Figure 4, crash risk is especially high during the first 6 months of unsupervised licensure (Lee, 2007). Understanding exactly why young drivers are so overly represented in the crash statistics is difficult to isolate, especially while the interactions between young drivers and new technology remains mostly unexplored. Even so, it is safe to conclude from the research that new drivers have difficulty with driving because of inexperience, risk-taking behavior, immaturity, and risk exposure (Lynch). Driving is a divided attention task requiring the driver to multi-task, which is a skill that one improves with experience. This is demonstrated also by figure four in the difference between the novice and learners (supervised) crash rates. The difference in crash rate is probably due to the restriction of exposure to risky situations and aid that is provided from the adult passenger assisting in much of the multi-tasking requirements. Figure 4 Crash rates for drivers under the supervision of an adult and during the first months of independent driving. (Source: Lee, 2007) A study by the Brain Trust Alliance published in 2006 suggests a possible explanation for why young drivers are overrepresented in crashes. The researchers found that the human brain continues to develop well past childhood into early adulthood, reaching maturity at around age 25 (see Figure 5). Different parts of the brain fully develop at different times. Specifically, the prefrontal cortex and parietal lobe are areas of the brain that are still developing through adolescence and the teen years. The prefrontal cortex controls planning, working memory, organization, risk management, self restraint and emotional control. The parietal lobe controls spatial perception and vision which gives the ability to interpret location, speed and distance. The researchers concluded that understanding the brain development is valuable in understanding why young drivers are at risk and the limitations that should be placed on them to reduce the risk. Specifically, the researchers suggest that the time young drivers are under supervised driving needs to be extended to give them the time they need to comprehend the risks of driving and responses for common driving situations. 3.2 Teen Driver and Cell Phone Distractions Technological distractions that tend to distract drivers, such as making phone calls, watching videos, corresponding through email, text messaging, and selecting and listening to music, are become more prolific and are alarmingly most popular with the younger drivers. All of these technologies have the ability to distract the driver; however the cell phone has attracted the most attention. Text messaging among young driver is especially alarming since 46 percent of drivers 16-17 years old admitted to driving while texting and since it not only requires cognitive resources, but it takes eyes off the road (Quain, 2007). In a 2007 study at the University of Iowa, the researchers concluded about young drivers that, â€Å"A high rate of early adoption of new technology, peer pressure, risk-taking tendencies, poor ability to detect and anticipate hazardous situations, and underdeveloped vehicle controls kills all leave young drivers particularly vulnerable to the distractions posed by the increasing variety of infotainment systems† (Lee, 2007). 3.3 Supervised Driving and Parental Involvement Young drivers, especially those recently licensed, who use cell phones compound their risks; intervention of some type is needed. A survey conducted by Allstate in February 2007 of parents of teen drivers found the following: Most parents (55 percent) said they wished they had more time to teach driving safety to their teens. Parents have the ability to influence their teen children’s’ driving in ways that no one else can. The Allstate survey shows that parents feel that teaching children how to drive safely is their responsibility and wish they had more time to teach and supervise their children. Graduated Drivers Licenses, a program to facilitate more parental involvement in a newly licensed teens driving development, are becoming more common throughout the United States. These alone, however, are proving to be insufficient to reduce the increased crash rate of young drivers. Teen driving contracts have been emphasized in many states as a way for parents to passively maintain interest in their teens’ driving behavior. A teen driving contract typically is a signed contract between parent and a teen that specifies the rules, expectations, and responsibilities for safe driving. A typical safe driving agreement covers cell phone use while driving, speeding, driving at night, carrying passengers, as well as seatbelt use. The privileges set out in the teen driving contracts are designed to be reviewed periodically and may be updated depending on how the parents feel the teen is performing (Michigan Secretary of State, 2007). 4. Legislative Attempts to Prevent Driver Cell Phone Use Although young drivers present a particularly urgent situation when it comes to cell phone use while driving, the issue is also a risky one for adult drivers. Either way, the literature and research suggest that something needs to be done to reduce the loss of life and money associated with cell phone use while driving. Numerous efforts are underway to keep drivers safe, including efforts from federal, state, and local agencies, parent groups, and schools. Governments have made various attempts through legislation to outlaw the use of cell phones while driving. This review has identified three reports on legislative efforts designed to help reduce crashes resulting from cell phone use and they are presented below: 4.1 New York State 2001 Hand-Held Cell Phone Ban In 2001, New York became the first state to adopt a law that bans the use of hand-held cell phone devices by all drivers. Prior to the law, the rate of drivers using cell phones was observed at 2.3 percent. Immediately after to several months after the enactment of the law, the observed cell phone use dropped by approximately 50 percent to 1.1 percent. By March of 2003, the rate of cell phone use had risen back up to 2.1 percent which almost matches that of the pre-ban rate. Between December of 2001 and January of 2003, only about two percent of the traffic citations issued in New York were for cell phone use even though a survey conducted by NHTSA of New York drivers showed that 30 percent admitted to still using their phones while driving. A possibility for the decline in effectiveness is the decline in media attention and enforcement since its inception (IIHS, 2003). 4.2 District of Columbia Distracted Driving Safety Act of 2005 In July 2005, the District of Columbia enacted the Distracted Driving Safety Act which prohibits all forms of inattentive driving that result in the unsafe operation of a motor vehicle including hand-held cell phones. Prior to the law, the rate of drivers using cell phones was observed at 6.1 percent. Shortly after the law took effect, the usage rate dropped to 3.5 percent. Interestingly, when the usage rate was measured a year after the law it had risen to four percent, but was still significantly lower than the preban rate. The introduction of this law also followed the typical pattern where a new law is introduced, compliance is at its highest and as time passes, the compliance drops off. Although the rise in usage a year after the introduction of the law was not as significant as that of the New York ban, it was still present. One possibility for this less significant return to pre-ban usage levels is the District of Columbia’s reputation for strict enforcement (McCartt, 2007). 4.3 North Carolina Under 18 Ban of Mobile Communication Devices In December 2006, North Carolina enacted a law that prohibited the use of any mobile communication device by drivers younger than 18 years old. Cell phone usage was observed at high schools prior to the law and five months after the law took effect. The cell phone usage prior to the law was observed at 11 percent. Cell phone usage five months after the law took effect was observed at 11.8 percent. As a control, cell phone usage in the adjacent state of South Carolina was observed over the same period of time and cell phone use there was steady at 13 percent over the observation time. Researchers conducted interviews of teen drivers in which 50 percent of the surveyed teens reported using their cell phones (post-ban) if they had driven the day prior to the survey. The conclusion of the researchers was that the cell phone law had little effect on teenage drivers’ use of cell phones (Foss, 2008). 5. Distance-Based Insurance Polices Keeping drivers safe behind the wheel is becoming an ever increasing priority as evidenced by the many new and innovative approaches to the problem. Solutions are being sought and in some cases found in areas of science, engineering, biomechanics, state-of-the-art safety designs, etc. The following review is based on a relatively new insurance concept called distance-based insurance. Vehicle insurance is typically based on a lump sum pricing method which translates to a fixed cost for each consumer regardless of how many miles a vehicle is driven. A lump-sum insurance policy will result in the same premium across a similar demographic, assuming that other aspects such as age, gender, location, driving records, etc. are the same. Consumers will not see any reduction in price if they reduce their yearly mileage which results in lower risk. Since the risk of collision and other policy claim related losses are dependent on how many miles the vehicle is driven, it seems unfair to apply a lump-sum pricing scheme to such a complex situation (Bordoff, 2008). In a paper written by Litman (1997) he makes a profound analogy of this situation to the sale of gasoline. If gasoline was sold by the car-year, vehicle owners would be required to make one lump-sum payment at the beginning of the year. This payment would allow the owner to fill the vehicle up with gasoline unlimited times throughout the year. Prices would be based on the average consumers’ use of gasoline in his/her demographic. Litman suggests that this unlimited distribution of gasoline would perpetuate an increase in fuel usage resulting in more miles driven, overall vehicle costs, congestion, pollution and increased accident risk. Consumers who use less fuel than the average would find the system wholly unfair and unaffordable and would not use it. Consumers who used more than the average would be in favor of the system because of the benefits it offers them. This system is obviously unreasonable, and anecdotally explains the limitations of our current lump-sum insurance system. In response to this problem, a new distance-based insurance pricing method has been suggested and is being implemented in some places. Distance based insurance policies are variable and are based on the vehicle-miles driven instead of the current practice of lump-sum policies. These policies are designed to better reflect the risk of consumers, since claims are generally proportional to miles driven (Bordoff, 2008). Figure 6 represents the average 2003 distribution of expenditures for ownership of an automobile in the United States. The percentage paid in insurance costs is 21 percent, a significant 13 amount. The benefits of distance-based insurance policies are many, but most importantly is that they more accurately reflect the customers’ mileage-based risk and give many consumers an opportunity to proportionally reduce their insurance rates. Figure 6 Average 2003 Distribution of Expenditures for Automobile Ownership in The United States. (Litman, 1997) Similar to how distance-based insurance pricing has revolutionized the way insurance premiums are being evaluated, safety-based driving systems can revolutionize how driving habits are reflected in insurance premiums. For example, cell phone use while driving increased the risk of collision. If a driver were to voluntarily participate in a program that restricted his/her cell phone use while driving, thereby reducing his/her risk of collision, that behavior could be rewarded by a lower insurance premium. This same methodology could be applied to any risky driving practice (i.e. speeding, teen driving at night, etc.) as reported to an insurance company through reliable technological methods. This, much like distance-based policies, would more accurately reflect the consumers’ safety risk and could result in lower insurance rates. Those who choose not to participate in the program would have to assume the average risk and associated premiums. This program would be a huge incentive for people to participate and subsequently drive safely. 6. Technological Methods for Improving Driving Safety 6.1. Active Safety Features through Vehicle-to-Vehicle and Vehicle-to-Infrastructure Comm. To help avoid car accidents and minimize harmful effects of accidents, many automotive manufacturers aim to provide active safety features such as: forward-looking speed radar, autopilot systems, lane departure warnings, integration of video cameras, collision alerts, situational awareness systems, active headlights, and vehicle-to-vehicle communications to name a few. The radar-based system can be used to help avoid or mitigate the effect of front-end collisions. A number of systems focus on how to utilize wireless vehicle-to-infrastructure communications to provide early warnings to drivers about potential hazards at intersections, where 40 percent of all traffic accidents and 20 percent of crash-related fatalities occur. Specific technologies designed to mitigate the use of cell phones by drivers are generally marketed toward the young driver because that is where the largest concern for safety is, as well as where the most potential improvements can be made. It is also the primary market because often these technologies require voluntary involvement where parents are more likely to involve their children than themselves. These devices are, relatively speaking, in their infancy. Many devices on the market seem to individually employ a portion of what is needed to be a complete and effective system, but each has its limitations. 6.2. GPS-based Driving Monitoring System Examples of a technologies used to monitor teens and provide a possible solution for talking while driving are the wide variety of Global Positioning System (GPS)-based monitoring systems. These systems use the GNSS (Global Navigation Satellite System) network to log the vehicle’s location and speed at regular intervals and allow downloading of the data for further analysis. Some advanced monitoring programs provide over-speed alerts and/or send data to a central computer or system through a wireless communication network for tracking teen drivers in real-time. It should be remarked that, in addition to the use of teen driver tracking, these kinds of GPS tracking systems have been successfully used for commercial fleet tracking and network-wide traffic monitoring. Similarly, the windshield camera produced by DriveCam Inc. can record the driving behavior and transmit digital images to a central data server for further analysis. The above-mentioned (passive monitoring) systems, however, are not seamlessly integrated with cell phones, so none of them can actively prevent the use of cell phones even when the vehicle is in motion. They provide only an opportunity for the monitor to give post-violation advice and instruction to the teens, when it might be too late. 6.3. Cell Phone Based Context Identification Currently, mobile phone usage is no longer limited to making and receiving calls, both GPS and accelerometer sensors have been widely supported in the next generation of mobile phones. For example, both GPS and accelerometer sensors have been installed in iPhone 3G smart phones from Apple Inc., and 50 percent of Nokia mobile phones shipped in 2009 will be GPS-enabled. A number of studies aim to utilize embedded sensors in the next generation of mobile phones, specifically GPS and accelerometer sensors to discover and take advantage of contextual information such as user location, time of day, as well as the type of activity the user is involved in, such as walking, driving, or standing still. This contextual information can be used to alter the phone’s status creating a â€Å"smart† phone that is safer and/or more user friendly. Chen and Kotz (2000) provided a comprehensive survey on context-aware mobile computing research. They suggest that although context-awareness is a widely researched topic, there are still areas that could be further explored. The authors specifically highlight the need to further develop the awareness, communication, and use of context-based computing as having the most potential to benefit society. The application of contextual information to cell phones is critically important because it determines what the user is doing, and thereby when to alter the phone status. SenSay is one recent application (Siewiorek et al., 2003) that integrates contextual information with cell phone use. Combining a cell phone with sensory data, user information, and user history, the researchers were able to provide a context aware phone that improves its overall usability. For example, the phone is able to change ringer volume and vibration, and further provide dynamic phone alerts and call handling depending on the users’ activity. The real-world application of this device is limited because of peripherally needed devices, but the integration of this type of context sensing devices within phones holds great potentials. In a GSM or 3G networks, triangulation among two or more cellular towers, signal strength fluctuations, and changes to the current serving cell phone towers can be also used to estimate the context of cell phone users (e.g. study by Anderson and Muller in 2006). The result of context identification, including the speed of moving cell phones, can be used to distinguish driving vs. walking or remaining still. This contextual information can be used to prevent risky driving behaviors, such as talking while driving and texting while driving. However, as shown in a study by Smith et al. (2004), the existing cell phone-based speed estimation results are less accurate when compared to GPS-based methods. These results are exaggerated during periods of congested traffic or stop-and-go traffic on arterial streets. This review was able to identify various devices for sale that are marketed toward teen drivers all with the purpose of monitoring and or reducing poor driving habits. These devices are tools which parents can use to monitor, advise, and teach their children long after the learner and graduated driving experiences have passed. Several companies currently offering some of these devices were contacted and asked if there were any studies or research that had been done showing the effectiveness of their products. The companies responded that studies have been done, but that the results were proprietary because they had been financed by insurance companies. 7. Economic Analysis of Restricting Cell Phone Use Although there is sufficient data to prove that cell phone use while driving increases the risk of crashes, complete restriction of cell phones by drivers has been controversial in part because of the benefits consumers and society receive from these calls and because the exact number of crashes caused by cell phone use are unknown. Several researchers have attempted to quantity these values by comparing the total societal cost of crashes caused by cell phone use to the benefits society receives from the same. The results of three such studies are listed below: Hahn and Tetlock (1999): A complete ban on cell phones by drivers would result in a societal loss of $23 billion annually. Redelmeier and Weinstein (1999): A complete ban on cell phones by drivers would result in a societal loss of $300,000 annually. Cohen and Graham (2003): A complete ban on cell phones by drivers would result in a net societal loss of zero. The Cohen and Graham study was a re-analysis of the Hahn and Tetlock study with updated estimates and more comprehensive analysis. Because the exact numbers of crashes that are caused by cell phone use is unknown and it is difficult to quantify the value of cell phone use in society, these variables needed to be estimated in the analyses. The variability between the three estimates shows how the results are highly dependent on the estimation of these variables. In a Study by Martin et al. (2006), researchers analyzed the impact cell phone use by drivers had on traffic flow. A â€Å"car following behavior† was identified by simulated driving for both the non cell phone user and the cell phone user. The researchers then used these â€Å"car following behavior† models and through simulation and microscopic traffic modeling, were able to identify the impact that cell phone users had on the traffic stream efficiency. The research found that with different traffic conditions and varying percentages of cell phone users, cell phone usage while driving had a negative impact on traffic flow when traffic volumes were moderate or high. Converting these delays into monetary units, the researchers were able to project the cost of the delays caused by cell phone users throughout the entire United States highway network as significant. 8. Findings and Recommendations Distracted driving has been a public concern ever since the beginning of the automobile. Cell phone use by drivers is widespread. Intuitively, one understands that cell phone use while driving is distracting and dangerous, and many studies have proven that instinct to be true. Experimental and behavioral studies have drawn an unambiguous conclusion that cell phone use by drivers results in a cognitive distraction leading to an increased risk of collision. Studies have also been able to quantify this risk as at least as dangerous as driving while impaired by alcohol at the legal limit of .08 mg/ml. Epidemiological examination of actual crash data compared against cell phone records provides confirmation that driving while using a cell phone increases the risk of collision. In the epidemiological studies reviewed in this paper, the increased risk of collision when using a cell phone while driving was found to be between 1.3 and 5.59 times greater than non-users. Real-world data, although scarce, has also confirmed that cell phone use while driving is the single largest driver distraction leading to collisions. Studies are mounting that show an obvious correlation between cell phone use while driving and increased crash risk. The association between cell phone use and increased risk of traffic crashes seems to be validated by epidemiological, behavior, experimental and real-world studies, but the actual number of crashes directly related to cell phone use is harder to determine. Because the exact number of crashes directly related to cell phone use is unknown, the likely financial savings to United States drivers for outlawing cell phone use while driving is also uncertain. Other important findings are listed as follows: (1) Government at all levels has tried to legislate a solution for this problem with poor results, (2) Young drivers are especially susceptible to the danger of cell phone use while driving because they are already overrepresented in the crash statistics, (3) Technology is intervening where legislation has failed to provide solutions to the problem of cell phone use while driving. To improve driving safety in general, and to prevent talking on cell phones while driving in particular, the following initiatives and innovations are critically needed. 1) Accurate reporting of cell phone involvement in collisions on police reports The underreporting of cell phone involvement in collisions on police reports, the best indicator of how many collisions are directly related to cell phone use, has proven to be significant. This is worrisome because many legislative efforts to stop the use of cell phones by drivers are based at least partly on this data. Legislative efforts in themselves have shown to be minimally effective to statistically ineffective in curbing the use of cell phones by drivers. Several government agencies have nonetheless continued seeking for some type of solution to this problem. 2) Technological solutions for accurately identifying driving mode of cell phone users A wide variety of research has been devoted to mobile phone-based context identification by GPS, triangulation, or signal strength. Despite considerable research efforts, the technology remains insufficient to properly distinguish the exact mode of cell phone uses such as driving, walking, or remaining still. Even with all the available location and movement data, it is still extremely difficult to distinguish if a cell phone user is driving a car, seating as a passenger, or riding a bus or train. Inaccurate context identification could lead to problematic disabling of the communication capability when a cell phone user is not driving a car. Additional research is still needed in the area of artificial intelligence to improve the context estimation accuracy. 3) Integrated driving monitoring system There are many products that have been designed to address the problem of cell phone use by young drivers. Some existing context based technologies are designed to passively monitor an individual’s driving by recording their movements and making them available for download at another time. Some advanced monitoring technologies allow for real-time alerts to be sent to a central computer or by text message through wireless communications. These technologies can give real-time information to parents about safety concerns, but fail to provide any way of actively preventing the dangers from happening. The need for a context based solution that also allows for active prevention of cell phone use while driving is apparent. 4) Safety-based insurance policies Distance-based insurance policies have revolutionized the way automobile insurance is evaluated. Distance-based policies are more reflective of the individual mile-based risk and result in more fitting premiums. As distance-based insurance policies have changed how we think about insurance, so can safety-based insurance policies. If a driving safety profile could be determined for an individual consumer, insurance rates could be tailored to better reflect the individuals collision risk. This method could help further reflect a driver’s risk and in many cases lower the insurance premiums or be an incentive for aggressive or inexperienced drivers to drive safely. 5) Cost-effective car safety features Automotive manufacturers are engaged in the design of safety features on vehicles, which are intended to enhance the driver’s ability to avoid collisions. Some of the state-of-the-art safety features that are being explored by the automobile manufacturers are: forward-looking speed radar, autopilot systems, lane departure warnings, integration of video cameras, collision alerts, situational awareness systems, active headlights, and vehicle-to-vehicle communications. Automotive manufacturers have the objective of creating a â€Å"smart† car through the integration of technology. The â€Å"smart† call will be designed to enhance the driver’s ability to avoid collisions, but the driver will still maintain control. These devices, although potentially very effective in reducing vehicle collisions, fail to address the problem of cell phone use by drivers. Automotive attempts at collision avoidance systems are also relatively expensive and in some cases are limited by participation and communication between vehicles. The complete restriction of cell phone use by drivers seems to be unlikely because of the lack of concrete evidence showing how many crashes are caused by cell phone use, and what the cost of such a ban would be. Short of a complete restriction, a technology that would self-impose restrictions or that could be tailored to the most dangerous demographic of young drivers becomes most probable. A technological solution that is practical, effective, context-based, cost-effective, and focused on the driver’s actions is critically needed. References Allstate Foundation. (February 2007). Parents and teen driving safety quantitative study. Retrieved October, 2008, from Allstate: http://www.allstate.com/content/refreshattachments/citizenship/Teen_driver_Parent_Survey_Findings_2007.pdf Anderson, I. M. (2006). Practical activity recognition using GSM data. University of Bristol UK, Department of Computer Science. Beirness, D. J. (2002). The road safety monitor 2002. Ottawa, Ontario, Canada: Traffic Injury Research Foundation. Bordoff, J. P. (2008). Pay-as-you-drive auto insurance: A simple way to reduce driving-related harms and increase equitey. Discussion Paper, The Brookings Institute, The Hamilton Project. Brain Trust Alliance. (2006). Teen brain at the wheel: when is the teen brain â€Å"developmentally ready† for the road. Retrieved November, 2008, from Nebraska Department of Roads: http://www.dor.state.ne.us/safetysummit/2007-presentations/Karen%20Williams%20%20Teen%20Brain%20at%20the%20Wheel%20%20Brain%20Development%20and%20Driving%20.pdf Bunkley, N. (2008. February 12). Retrieved October 2008, from New York Times: http://www.nytimes.com/2008/02/12/business/12distract.html?_r=1&scp=1&sq=HighTech%20Invitations%20Take%20Your%20Mind%20Off%20Road&st=cse Burns, P. C., et.al. (2002). How dangerous is driving with a mobile phone? Benchmarking the impairment to alcohol. Crowthorne, Berkshire, Transport Research Laboratory TRL, 2002, IV + 56 p., 29 ref.; TRL Report ; No. 547 – ISSN 0968-4107. Chen, G. K. (2000). A survey of context-aware mobile computing research. Dartmouth Computer Science Technical Report TR2000-381. Cohen, J. T. (2003). A revised economic analysis of restrictions on the use of cell phones while driving. Risk Analysis , 23 (1). Foss, R. G. (2008). Short-term effects of a teenage driver cell phone restriction. Insurance Institute For Highway Safety. Hahn, R. T. (1999). The economics of regulating cellular phones in vehicles. American Enterprise Institute-Brookings Joint Center for Regulatory Studies., Washington D.C. IIHS. (2003, August) Hand-held cell phone use goes back up in New York, despite year-long ban. Status Report , 38(8), 6-7. IIHS. (2008, September). Cell phone users admit to driving while distracted. Status Report , 43 (7), 6-7. IIHS. (2006, January). Phoning while driving increase year by year, even as evidence of the risk accumulates. Status Report , 41 (1), 4-7. IIHS. (2008, September). Q&As: cellphones and driving. Retrieved October 2008, from Status Report Newsletter. Just, M. A. (2008, December). A decrease in brain activation associated with driving when listening to someone speak. Brain Research , 70-80. Laberge-Nadeau, C. A. (2001). Wireless telephones and the risk of road accidents. Montreal, Quebec, Canada: Laboratoire sur la securite des transports. Lee, J. (2007). Technology and teen drivers. Journal of Safety Research , 38 (203-213), 203-13. Litman, T. (1997). Distance-based vehicle insurance as a TDM strategy. Transportation quarterly , 51 (3), 119-138. Lynch, S. (2005) Teenage drivers. Daytona Beach, FL: APCO Institute, Inc. Retrieved November, 2008, from APCO Institute: http://apco911.org/institute/emd_pdf/TeenDrivers.pdf. Martin, P. V. et al. (2006). The impact of drivers making cell phone conversations on the traffic efficeiency of urban freeways. Final Report, University of Utah, Traffic Laboratory. McCartt, A. O. (2007). Cell Phones and Crash Risk. Insurance Institute For Highway Safety. Michigan Secretary of State. (2007, July). Retrieved 11 2008, from Michigan’s graduated driver licensing: A guide for parents: http://www.michigan.gov/documents/gdl_parent_16316_7.pdf National Transporation Safety Board. (2006, November 21). NTSB recommends ban on cell phone use by bus drivers. Retrieved October 2008, from http://www.ntsb.gov/pressrel/2006/061121a.htm National Transportaion Safety Board. (2008, October 28). NTSB adds restricted cell phone use†¦to 2009 most wanted list of safety improvements. Retrieved November 2008, from www.ntsb.gov/pressrel/2008/081028.html Olson, E. (2007, November 3). Retrieved October 2008, from New York Times: http://www.nytimes.com/2007/11/03/business/yourmoney/03money.html Ontario Medical Association. (2008). Cellular phone use and driving: a dangerous combination. Retrieved November, 2008, from Ontario Medical Association: http://www.oma.org/health/reports/CellphonesDrivingSafetySept08.pdf Quain, J. R. (2007, December 23). Retrieved October 2008, from New York Times: www.nytimes.com/2007/12/23/automobiles/23talk.html Redelmeier, D. W. (1999). Cost-effectiveness of regulations against using a cellular telephone while driving. Medical Decision Making , 19, 1-8. Redelmeir, D. A. (1997). Association between cellular-telephone calls and motor vehicle collisions. The New England Journal of Medicine , 336 (7), 453-8.

Ang Tundo Man May Langit Din

Beyond what feels good, back to what is good In a relationship doing foolishness is all part of the game that everyone plays. I have known many teenagers at my age even younger than me thinks that having a relationship or so called boyfriend/girlfriend makes them proud for themselves. Not knowing you violated God’s order because of your thinking, your values and you desire to others. Even we grew up in a Christian way may still not be enough to be good as what God wants you to be. You still need a lot of learnings but it is important to start changes to your lifestyle and attitude toward others. We should forget old way of living. We should not live for ourselves, we should live for God and for the good of others. You should treat a person what is in his or her best interest. To care for others when there’s nothing to expect in return. To show love to a person with purity and holiness because it pleases God and it is important that our love for others be shaped by God’s love for us . Do not love a person as you wanted instead of what God’s wanted. You will find true peace and joy if you change your attitude towards the goodness and you will find that God has something better in store for you. Asking for forgiveness is the best thing you can do because God is so forgiving. As what God’s amazing love for us at the cross, our sins have been forgiven. Remember these†¦ At the end of out lives, we would not answer to everyone†¦ We’ll answer to GOD. Chapter 2: The Joy of Intimacy is the Reward of Commitment Joshua Harris stated that the fundamental problem with relationships today is that we’ve disconnected romance and Commitment. It’s true that sometimes we’re starting what we can’t finish, we’re pursuing romance while not ready for commitment. Some people specially teenagers are dating because they want to enjoy the company of others. But in most cases they want to experience the emotional and physical benefits of intimacy without the responsibility of real commitment. We wished for the pleasure of love without obligations, without sacrifice, without vows. Yes, I know it happened most of the time because we give importance for the satisfaction that we will get, the happiness we will feel. The Bible teaches about true love – Instead of being selfless, you become selfish; instead of being patient, you become impatient instead of looking out for the good of the person, it’s focused on the needs of the moment. As they say in the Golden Rule in romance – it’s deciding to do what‘s best for others by never asking for intimacy that you’re not able to match with commitment. Do not go in a relationship if you are not sure that you are ready to face everything and give your full commitment not only to him/her but especially to God. Everything has a proper time†¦ in God’s time. But for now while you are not ready to have an intimate relationship seriously you can build a commitment thru friendship as brothers and sisters in Christ. They say that the best relationships are between two people who care more about each others good than their own pleasure. Remember these†¦ You have to be careful on what you wish for sometimes it comes with a price and at the end of the day you are still hungry for something real, something true. True joy is found in God’s brand of love – love founded on faithfulness, love rooted in Commitment. Chapter 3: Recognizing Dating’s Negative Tendencies Good intentions sometimes aren’t enough to build a friendship specially by means of dating. Dating has the tendency to move a guy or girl beyond friendship and toward romance too quickly because you’re both out of control. Dating is not necessarily wrong – it’s our own wrong attitudes and values. Many dating relationships mistake physical attraction and sexual intimacy for true love. God demands purity and holiness for everyone. What happened to our life today, we’ll carry the memories of our past and have a big part to our future. God doesn’t want us to live in guilt and regret in life. Yes, we cannot live in the future but there’s a lot of things you need you need to do for tomorrows responsibilities. God gives us the abilities and skills to do better but sometimes instead of serving God, instead of educating themselves to be a better person and to equip themselves to succeed in life, many allow themselves to be consumed by the present need that dating emphasizes. God gives us singleness to give a chance and opportunities for growth, learning and service instead of finding and keeping boyfriends and girlfriends. Dating encourages people of wrong use of freedom. But we don’t find the real beauty of life in getting romance with as many as different people as we want. We find the real beauty in using our freedom to serve God with all our heart. Remember these†¦ Just because both people like each other doesn’t mean hearts have joined. And just because both person has intimate relationship doesn’t mean two people are right for each other. A physical relationship doesn’t equal the true meaning of love. Set your values and start to live life doing the right thing.

Theorists Choice between Prioritism and Sufficientarism Essay

Theorists Choice between Prioritism and Sufficientarism - Essay Example There is also the aspect of taking positions that are quite inadequate. It is important that clear distinctions be carried out as these will greatly help to have an apparent view on the whole issue or topic. Sen is very firm about normative and substantive claims. There is however the avoiding of the entire commitment to the justice theory. Considering the theories, there is expression of scepticism on the issue of proritism. There needs to be a choice between prioritism and sufficientarism because this will greatly help erase ambiguities that exist among theorists. (Roemer, 1996) There are views that actually emerge as criticisms to other theorist. Looking at theorists work there needs to be a choice between sufficientarism and prioritism because there needs to be some measure of one's condition which is relevant to the entire allocation of alterable aspects. This is in line with the theorist of justice. This is because an issue like justice requires equality. In this case when a choice is made then one can easily determine whether there are unequal or equal conditions in a circumstance. The reason as to why theorists need to choose between prioritism and sufficientarism is because these two aspects are always in conflict. Among theorists there is great formulation of sufficientarism as a claim of identity. On the other hand, this aspect is not seen as a claim virtue. Theorists also need to choose between sufficientarism and prioritism because research reveals that the theorists' work of primitivisms or non reductive sifficientarism is quite incompatible with various aspects of prioritism. In case there are any aspects of sufficientarism in the theorists' work, then the entire sensorial seems to be the exact opposite of prioritism. There has always been a wonder on the issue of prioritism differing with the sufficientarism concept. According to the sufficientarism view, there is the holding on various sets of physical facts that normally determine an individuals experimental properties which in most cases are very separate from other facts that are quite non experimental in nature. Looking at restricted prioritism there is a clear denial of these claims. (Roemer, 1996) When there is actually restricted prioritism amongst theorists there is a strong implication of desires, beliefs and other requirements that actually have the whole potential of having many of the properties that are quite experimental in nature. There is normally the argument with the entire compatibility of reductive sufficientarism and also the issues of prioitism. There is normally a wonder as to whether there are experiential properties that make theorists lie in between the two aspects of sufficientarism and prioritism. According to various scholars the form of sufficientarism in which one person desires and believes in is greatly characterized or rather determined by various relations that exist between internal states that are physical and also external states. When theorists fail to choose between the two aspects of prioritism and sufficientarism, then there automatically arise the issues of interpretation and constraints. One of the major constraints that arise when theorists fail to choose between one of the two aspects, that is prioritism and sufficientarism is that there is bound to be the constraint of interpretation in desires, beliefs and the rationalization concerning the various theories. This is in line with

The Dust Bowl and How It Affected Weather Predicting Research Paper

The Dust Bowl and How It Affected Weather Predicting - Research Paper Example This paper therefore seeks to review the effects of Dust Bowl on weather predicting and to examine the technologies that were used. Practical use of weather predicting Structured weather reports were maintained following the discovery of instruments to measure atmospheric conditions in early in the 17th century. Certainly these initial reports were used mostly by those people who were involved in farming activities. As noted by Lutgens, et al. (2001) planting and harvesting of plants clearly was better planned if the long term weather patterns were predicted. In America, weather prediction was initially done by the Army Signal Corps starting in the 1870s. This service was later offered by Department of Agriculture and later by the U.S Weather Bureau that was established in 1920s. Radio broadcasts was the main way of announcing weather forecast. Use of Radar technology One of the technologies used to predict weather during the America Dust Bowl era was the radar. Following the Dust Bo wl, those involved in weather forecasting focused on the use to radar as a tool to predict weather. Though, radar has been developed to monitor enemy airplanes, it was discovered that the equipment gave better results from raindrops at a particular wavelengths. Thus, it became feasible to track and examine development of thunderstorms or heavy showers and also it was possible to â€Å"view† the precipitation composition of big storms. Indeed, as pointed out by Byers (1994) the Dust Bowl that were experienced were caused by a long drought that lasted about six years leaving the landscape with bear and when strong wind came, they easily gathered tones of dust resulting in this Dust Bowl. Thus, the radar was seen as a tool to forecast such severe weather disasters. Indeed, since the era, radar has developed in its meteorological use as a predicting tool. As Wigley (1985) remind us, nearly all tornadoes as well as harsh thunderstorms in America have been predicted using this long -established technology. Radar examination of development, movement and features of these kinds of storms offers hints of the level of the storms. However, current radars have improved technology of Doppler, which is move effective. According to Trihey and Campbell (1989) the Dust Bowl, that followed the very bad drought in the Midwest experience between 1930 and 1936, was a typical meteorological drought, meaning that it resulted mainly due to odd climate patterns. They further points out that these climate patterns were destructive in their rhythmic relentlessness. Meteorological Kites In early 1930, meteorological kites were used to in weather forecasting. The kites were used in the weather stations for weather observations, and also in examining the atmosphere to collect different information regarding the weather. The main instruments that were carried on the kite included those for measuring the wind velocity, temperatures, different humidity at different altitudes as well as the barometer that was used to measure pressure. Indeed, as observed by Williams (2001) during this era, the U.S Weather Bureau perfected the science of using the kite. Different sizes of kites were used according to their speed and how far they could go. Nonetheless, these kites had their

Business Case Analysis for Virgin Group Essay Example | Topics and Well Written Essays - 2500 words

Business Case Analysis for Virgin Group - Essay Example The history and milestones of Virgin Group (Virgin) is a portrait of how companies make strategic decisions in response to change. In a lot of situation, we can see the company's management altering the course of the business operations. However, it is notable that all the changes in Virgin is in direct response to new opportunities and threats. This report will look at the major strategic changes at Virgin Group as well as their respective motives and impact. The first section will give a brief description of Virgin. In order to fully evaluate the scenarios where strategic changes are made, this paper will draw insights from the different theories and principles in strategic management. The use to these tools and techniques is expected to give an accurate account of how the company comes up with its various decisions. The paper will conclude with its findings. The origins of Virgin Group can be directly traced to the Richard Branson's foremost business endeavor in 1968, the Student Magazine. In its pursuit of saving the magazine from financial crisis, Branson ventured into selling music records which were then significantly overpriced. From this humble beginning, the company has risen to integrate 24 businesses (as of 2000) where the major lines are Virgin Travel, Virgin Atlanta, Virgin Entertainment, Virgin Holidays, Virgin Retail, Virgin Express Holdings, Virgin Direct, Virgin Direct Personal Finance, Virgin Rail, V2 Music, and Virgin Net. How the company which started as a mail order operation venture into these diverse business operations is a direct result of the strategic changes that Virgin has decided to embark in. The firm had really explored uncharted waters as it recognizes various business opportunities in other markets. The first decision which signaled the company's willingness to go into other business lines was its move to establish Virgin Retail from its mail order operation. 3.0 From Mail to Retail In 1971, the company was pressured to seek a new way of distributing its products. This dilemma was triggered by the national postal strike which plagued the whole nation. It can be seen that this event significantly threatened the firm into bankruptcy. Recognizing that Virgin needs a distribution system apart from mail ordering, Branson opted to establish a physical distribution system. Virgin rented space where clients can visit and buy records. In this decision, the company exposed itself into new challenges. It should be noted that in terms of marketing, mail order operation only requires tailoring significant strategies for the three Ps-product, promotion, and price. The creation of distribution outlet necessitates a strategic decision on the other P which is place. Basic marketing tells us that in order to efficiently market a product, companies should strike a balance among the different factors in the marketing mix. Thus, the place where Virgin's customers pick up their favorite records should compliment the products sold, the promotion launched, and the price charged for the products. The case stated how Virgin designed the distribution outlet in order for it to be appealing to its target market: "True to the

Project Evaluation Essay Example | Topics and Well Written Essays - 2750 words

Project Evaluation - Essay Example Net Profit: Total Revenue – Total Expenses Payback Period: Initial Investment Cost / Annual Operating Savings The formulas have been taken from the website of the Finance Formulas. Return over Investment: (Earnings – Initial Investment) / Initial Investment Net Present Value: (Initial Investment + (Cash flow 1st year) / 1.1 + †¦Ã¢â‚¬ ¦ Recommendation Keeping in view the above calculations, I believe that the project ‘Alpha’ should be selected for execution. The ROI and Net Present Value of the project ‘Alpha’ is greater than the other two projects. However, the net profit and payback period of the project ‘Alpha’ is a little less than the other two projects. ... It is pertinent to mention here that the Saturday and Sunday (two day weekend) have been set off in the MS Project. The critical activities have been represented by red lines (bars) in the Gantt chart and Network Diagram. These activities include: Analysis Module 1, Implemented Module 1, Integrated Module 1 , Document Module 1 and System Test. After reducing the completion time of activity ‘F’ (7 in the Gantt chart) by 50 %, the total duration of completing the project would be reduced by one (1) day. In this case, the project would be started on 13th May 2013 and completed on 31st May 2013. Moreover, the critical activities of the project would be increased from five (5) to nine (9). The critical activities include: Analysis Module 2, Analysis Module 3, Implementation Module 2, Implement Module 3, Integrate Module 1 & 3, Test Module 2, Document Module 1, Integrate Module 2 & 3, and System Test. Reducing the completion time of the project by applying more human and t echnical resources, the technique is known as project crashing (Sparrow, n.d). The screenshots of the Gantt chart and Network diagram of the Omicron project’s second case (reduced activity duration) has been shown below: Task 3: Testing Part ‘A’ – Block Box Testing Several aspects of the final product would be tested to ensure that the website of the New World Resources website is working properly and finding out the potential bugs in the website. The black box testing ensures the functionality of the website / software application without reviewing the code (HTML, PHP, etc.) and implementation details, keeping in view only the requirement specifications of the website provided by the

Reactions to Industrial Domination Essay Example | Topics and Well Written Essays - 750 words

Reactions to Industrial Domination - Essay Example The case considered here are multinational agro food companies. As in any entity, aside from corporate objectives of increased sales of products and services, these companies want to be seen as having humanitarian causes. They are pictured as companies who solve problems of poor countries, particularly in terms of hunger, through new technologies and free trade agreements. There is no objection to that. But behind these objectives, are the underlying reasons that these large corporations have a great ability to influence the market because of their large market share. Again as in OPEC, any increase or decline in oil production has a dramatic effect worldwide. The flow of activities in industrial domination creates uneven distribution of wealth, and draws a big impact on the global economy. For instance, in food production, the system underpays their inputs and overpays their outputs. Here since there are few sellers, big corporations can command a price and exert their power to farmers in buying expensive agricultural inputs. and into buying the farmers' product at a bargain price, and sometimes lesser than it cost to grow them. This alone is a disadvantageous position to farmers. Not only that, the large ... Unknown to the public, these corporations influences the industry as it formulates guidelines on nutrition, food safety regulations, and rules for labeling and content disclosure which all work for their benefit. The monopoly of food conglomerates has the power to set wages and farm gate prices which is usually tipping the edge advantageous to the corporations by setting a below levels of farm gate prices, workers' wages and benefits. The implication here starts when farmers are forced to sell their lands by the agribusiness powers, and in other developing countries, sometimes called third world countries, the fall down of domestic market due to the pressure of dumped imports. Domestic market cannot compete with the dumped imports eventually leading to the closing of factories and abandonment of agricultural lands. Workers, then have no resort but to accept low wages, work under poor conditions in the factories of giant corporations, and often restricted in labor rights, or others consider migration. Effects on environment. While the damage to environment cannot be felt now, the future generation will feel the effects particularly on agriculture, when there would be soil erosion, water depletion, toxic contamination, and loss of" bio-diversity" that will deplete the natural resources . The loss will be shouldered by the people, while the gains are raked by these conglomerates. Influence on taxes and subsidies. The public is kept uninformed that they are actually subsidizing these companies thru taxes. Because of influence, and complexity of operations, big companies found a way of reduced tax liabilities.

Strategic Management Essay Example | Topics and Well Written Essays - 500 words - 6

Strategic Management - Essay Example mpany to simplify entire transaction completing cycle since it does not include any complicated features that are difficult to understand and implement. It benefits management in a way that it reduces total employee training costs and time. As far as core technical benefit of POS is concerned, it is worthwhile to mention that it is extremely helpful in initiating promotion activities because it reduce dependence on manual process (that may take up to 48 hours from stores) currently used at MYER store. After induction of POS, the Myer store will have access to and be able to manage all in-store information relating to promotions and pricing directly from company headquarters. Secondly, the system enables the company to offer additional services to customers besides routine services because it offers flexibility and adaptability. Needless to mention that the system has ability to enhance service speed thereby improving customer satisfaction and perceived loyalty. Thirdly, POS help in r ecognizing customers as it records their facial expressions and other information besides keeping individual transaction records. In addition, POS offers a unique feature of keeping inventory records and stock availability options that facilitates top and middle managers in decision making and problem solving. In short, Point of sale is a real time information system that manages all areas of a business organization including sales back office, inventory management, warehousing, data mining, distribution center and others etc. In simple words, it is a multipurpose system that increases organizational productivity, efficiency and effectiveness besides reducing total business

Social Identity Theory Essay Example for Free

Social Identity Theory Essay Although there are some members of the IMML group that are as foreign to us as the BBAs, we feel more comfortable working with IMMLs because they have the same behavioural characteristics as us, as well as sharing common goals. Tajfel suggests that a reason for this is the need to treat the teams values as our own. Examples of this include: the aim of finding a placement or business school in our respective countries, with a well respected degree in a relatively unique course from a renowned university. Concerns about placements cross language boundaries, and unites all IMMLs. A group thinks and behaves in characteristically design team ways3. This supports the social identity theory of when IMML first attended the Organizational Behaviour lecture of semester 2 with Kate McArdle. Throughout the past 2 years it has become acceptable to enter the management classes late, strolling slowly to the seat and even talking or waving to friends while the class has already started. However, when Kate McArdle started teaching the course this norm was not acceptable to her. By trying to change the group norm (apologising if late), IMML had temporarily modified their behaviour: the number of students being late was reduced, and if they were late they apologised out of courtesy to the entire class. However, when Foster Fei started teaching the class in Week 5, IMML reverted back to their initial behaviour. We can thus say that in this case it is difficult, almost impossible, for the minority to impose a change on a majority, especially if that norm has had time to evolve for 2 years. If a group majority were to accept the new group norm, they must all conform to the new norm. In summary we can say that because the majority of the IMML course was not convinced of the necessity of being on time, Kate McArdle only changed the group norm temporarily. * FIMML. GIMML. SPIMML. According to Tajfel in order to evaluate their own opinion and abilities, individuals not only compare themselves to other individuals with whom they interact, but also compare their own group with similar and distinct, out groups. 4 After the exam results were released, one characteristic of the members in FIMML was that they then tried to compare their results with others in their small seminar group, and secondly in a more general way against the other language groups. This comparison produced concrete (if biased i. e. ask the people you know will have the results to back up your stereotypes and our assertions of other groups) evidence to reinforce the stereotypes of the other groups and emphasizes our opinion of our group being superior. This minimises the perceived difference in the in-group (seminar B) and maximises the difference from the out-group (IMML as a whole) Cross theory example One student, Harry*, who joined group B at its formation was fluent in French. At the start of the year he spoke often in class, offered answers almost constantly and talked very quickly. This was not very well received by the group at first. The student realised this and decided to answer only when no one else did. According to Tajfel: this was so that others could have a chance. Harry sacrificed his own interests for the good of the group as a whole. This shows how Harry moved from thinking individually (personal identity), doing what benefited him, to feeling and thinking as a representative of a group. This also complies with Aschs theory about how groups influence individual attitudes and behaviour. Observing norms is of such benefit to us that we are prepared to suppress any personal desires and are thus willing to limit our individual freedom and abide by them5. Harry therefore supports both the theory of Tajfel as well as Aschs. As a second example of this we refer to an IMML Spanish student, Steve*, who came into the IMML French group in the second year. The French group felt that the new student was violating pivotal norms of our group. Such norms were: speaking a lot during the classes; criticising teachers; and overtly expressing his opinions without taking others opinions into consideration. His norms could either derive from the norms he had learned in his first year in the Spanish group, or due to his individual differences that he has gained through his culture, since his French nationality is exceptional to that of the group. After being in the French IMML group for a few weeks, there was tension between the new student and his language group, whereas the seminar group B didnt seem affected by the new presence because the new student was not in the same group. This example disproves Aschs theory. The new student didnt conform to the group pressure put upon him. In our opinion, his judgement and actions were not affected, even when the group vocalised their general disagreement to him being there. Neither did the group break up as a result of this. * Small (formal informal) Groups In this section of the essay we will use the example of Steve again because he is relevant for this part as well. However, we will do this in the context of small informal or formal groups looking at it from a whole different angle. As long as individuals see themselves as more important than the group, then the latter cannot function effectively. 6 Steve joining the French group lowered our self-awareness and heightened our group awareness. The group has had no influence over his behaviour and showed animosity to him by for example sighing or laughing when he talks. This is the case even now, 6 months after his coming into FIMML. He did not adapt to the norm of the group. Perhaps this insinuates that Steve does not see IMML as one of the groups that form his social identity. In this way he would not be influenced by the group, conform to it or attempt to convert the group to his way of thinking as it bears little or no importance on his self concept, and furthermore his social identity. In not recognising IMML as a key part of this social identity he does not feel that it is necessary to conform to the behaviour. Steves action supports Tajfels theory as mentioned above. This could be due in part to our perception of his elitist attitude, where he feels superior to the rest, stopping the group from functioning. Group members even left his class. For us to conform to him, we feel that he would have to conform to us first. We could perhaps propose therefore that established groups do not conform to newcomers, but rather newcomers conform to previously established groups. When he joined seminar group A, he changed the group norms. He had an outspoken personality and his loud confident attitude contradicted the previously quiet oral class. At first this resulted in others leaving the group, but the remaining students still did not conform to him and so eventually he was forced to leave. As soon as he left, the other group members returned.