1,723,025 research outputs found
Explaining Risky driving behaviour among the young motor riders in Manipal, Karnataka, India: A psychosocial study on objectives for educational interventions
No full textRoad traffic crashes have emerged as the new public health threat in India and many
other developing countries. With a population of nearly 1.37 billion people, India now
faces the worst-ever road congestion in most cities and towns, and Indian roads have
become more vulnerable to road crashes. Young MTWs riders are more vulnerable to
road crashes due to a lack of experience in comprehending, assessing and responding
to hazards. Young riders in the age range of 18-25 years contribute to more than half
of total fatal crashes. The current research was based in the Indian university town of
Manipal with a sizeable young student population in this age range. Manipal is home to
the Manipal Academy of Higher Education (MAHE), and it hosts approximately 30,000
young students from all across India and 60 countries all over the world. The overall
aim of this dissertation is to understand the risky riding behaviour among young MTWs
in Manipal, Karnataka, India. A comprehensive understanding of these factors is
necessary, given that little is known about risky riding behaviour and its psychological
implications in India. Furthermore, the resulting information can inform interventions
to promote less risky or safer riding among young MTWs in Manipal and similar
settings.
To better understand the characteristics of fatal road crashes in Manipal from 2008–
2018, in chapter 2, we used the data on fatal crashes retrieved from the office of the
Superintendent of police. Also, we forecasted crashes by time series analysis prediction
from 2019-2025. The analysis indicates an increase in crashes in the last few years. The
analysis revealed that most fatal crashes are due to head-on collision followed by rearend collision. The current chapter highlighted the involvement of motorcyclists in a
fatal crashes much more than any other vehicle. Speeding the vehicle beyond the lawful
limit is the most common cause of fatal crashes in more than 90% of cases. Crashes are
more common on Saturday evenings, primarily due to riding under the influence of
alcohol after weekend parties and get together. For the distribution of fatal crashes
according to the types of roads, the study reported that the highest proportion of fatal
crashes has occurred on National Highways, followed by State Highways and other
roads. As for the distribution of fatal crashes depending upon local weather conditions,
most fatal crashes were found to occur during heavy rains followed by light rain. For
the distribution of fatal crashes per vehicular defect, defective brakes, worn-out tyres,
and defective lighting systems contribute to more than half of the total share of fatal
crashes.
Chapter 3 was a cross-sectional study which focused on the factor structure of a
modified version of MRBQ. Furthermore, it assessed whether the extracted MRBQ
factors were associated with self-reported crash involvement and the number of fines paid to examine the MRBQ’s potential in predicting risky riding behaviour. The
exploratory factor analysis for the MRBQ questionnaire revealed a 36-item five-factor
solution: traffic errors, control errors, stunts, protective equipment, and violations.
Riders who reported violations and performing stunts also had more risk of getting
involved in recent near-crash experiences. No positive associations were found for the
other two factors (traffic and control errors) with near-crash involvement. Riders
reporting frequent traffic errors, violations, and control errors had twice the odds of
paying fines compared to those who reported low traffic, violations, and control errors.
Further, in Chapter 4, we focused on the perspectives of young riders in practising risky
riding behaviours. From the FGD’s held, significant factors have been derived which
determine the dangerous riding ideas the youngsters are involved. Indicators for these
risky riding practices were speeding, drinking and driving, using mobile phones while
riding, not wearing a helmet, and improper maintenance of motorbikes. Furthermore,
the indicators for the infrastructural factors were non-functional traffic signals,
streetlights, barricades, signboards, and speed breakers. The participants enumerated
several reasons why a rider speeds up while riding. For example, the participants gave
different reasons for speeding, such as rushing for essential purposes, looking for peer
consideration, getting late to arrive at the destination, hustling with individual riders and
the impact of films. However, the primary reason for indulging in speeding activity was
thrill-seeking. Moreover, participants were critical of the local authorities in maintaining
the basic road safety infrastructure and the existing loopholes. As for ways to improve
the road safety of younger riders, participants suggested conducting awareness
programmes through the coordinated effort of public bodies, educational institutions,
and the traffic department. Additionally, the authorization of student volunteers to
monitor other youths if they abide by traffic laws in and around the city was proposed.
In Chapter 5, we did a qualitative study to understand the traffic police personnel's
perceptions of the risky riding behaviour of young riders in the city. Five themes were
derived from the data collected (1) Current traffic scenario in the city, (2) Common
practices observed among the young riders, (3) Determinants of crashes observed
among the young riders, (4) Strategies to improve road safety in the city, and (5)
Proposals suggested by the traffic police personnel. The traffic scenario has changed
drastically for Manipal. The reason is that the number of occupants in the city has
expanded on the grounds of job security and educational purposes, which has added to
an increment in the number of vehicles in the city. Nevertheless, the city has seen a
hefty traffic load during the morning and evening hours and at the end of the week. It
was reported that young female riders adhered better to traffic rules and well-being when contrasted with young male riders. This chapter highlights the young riders' lack
of adherence to traffic rules and vague reasons for not abiding by the traffic rules or
approaching the traffic police to convince them. Talking and texting on mobile phones
while riding is a common behaviour among young riders reported by the majority of
traffic police personnel. The chapter also points out the city's most crash-prone areas,
i.e., the railway bridges used for road transportation connecting the cities. It was
recommended to improvise the city's road safety measures by considering the target
population group. Establishing a coordination committee that can locally organize
awareness programmes for road safety and proper traffic police personnel training
could improve road safety and reduce crash fatalities.
Finally, in Chapter 6, we did a cross-sectional study to identify the psychosocial
determinants of risky riding behaviour in young, motorized two-wheeler riders guided
by the empirical literature and the TPB. The result of the study indicated that speeding
behaviour had a significant positive correlation with all its psychosocial determinants.
Furthermore, the results stated that the riders believe that mobile phone usage while
riding is normal and less risky than performing stunts on the road. It was observed that
mobile phone usage behaviour had a significant positive correlation with all its
psychosocial determinants except for habits and past behaviour. Moreover, there is a
strong significance between the participants' behavioural intention, PBC, normative
beliefs, barriers, and attitudes toward using mobile phones behaviour. The participants
in the study clearly understand the benefits associated with helmet usage and have a
positive attitude toward following the rule of helmet usage. Riders’ perceived benefits
and attitudes are considered to be the strong predicting factors for helmet usage.
Furthermore, subjective norm was found to be positively associated with helmet usage.
Policymakers and strategy planners should be encouraged to consider these valuable
leads to design future interventions aiming toward controlling risky riding behaviours
among young riders in India. Behavioural change programmes like behaviour change
communication and persuasive communication programmes targeting speeding and
mobile phone usage behaviour can be initiated with the involvement of young riders
and support from government authorities, university officials, and the regional transport
office.
In the general discussion in Chapter 7, the main findings are summarized and discussed.
Finally, the following recommendations of the findings are proposed:
1. Academic recommendations- (a) Future research on collecting detailed
information on crash configuration to support in-depth research, (b) MRBQ
research with the incorporation of helmet and mobile phone usage behaviour in other settings in India using a larger population and broader age group involvement,
(c) research on what extent the young riders themselves performed the risky riding
behaviours.
2. Practical recommendations- (a) the practitioners should engage young riders for
behavioural change programmes like behaviour change communication and
persuasive communication programmes targeting speeding and mobile phone usage
behaviour, (b) software manufacturers should research and develop applications for
mobile phones to minimize the direct usage of mobile phone while riding, (c) it is
recommended to have an active experimental approach, such as a simulator, where
riders personally experience the impact of speeding to better assess the relationship
between speeding and crash risk.
3. Policy approaches for licensing procedure- (a) policymakers should
implement strict regulations for those riding underage or without a proper valid
licence, (b) graduated driving licence programmes for better driving skills.
4. Policy approaches for MTWs safe systems- It is recommended for the
policymakers to implement and sustain the concept of “safe system approach” like
advanced rider assistance systems (ARAS) such as anti-lock braking systems (ABS),
assist and slipper clutches (A&S clutch), adaptive cruise controls (ACC).
5. Policy approaches for a Road Safety Information Database- It is mandatory
to have Road Safety Information Database in a country like India. Although, due
to the ongoing COVID-19 pandemic, the entire focus of the government has
shifted towards it, the government and policymakers should still take cognizance of
it and implement National Road Safety Information System sooner.
6. Policy approaches for strict law enforcement- Policymakers must take
appropriate measures to assist the enforcement authorities to strengthen and
improve the quality of enforcement in order to ensure effective and uniform implementation of traffic laws. For instance, establishing and strengthening
highway patrolling on National and State Highways in cooperation with State
Governments.
7. Policy approaches for road infrastructure improvements- It is necessary to
improve the existing road safety infrastructure in India to achieve “vision zero” for
the MTW riders in India. The policymakers should focus on immediate fixation to
neutralize any possible threats for the riders. Fixing the infrastructural issues with
advanced road engineering under a coordinated multi-sectoral effort will result in a
more significant commitment to reducing road crashes
Explaining Risky driving behaviour among the young motor riders in Manipal, Karnataka, India: A psychosocial study on objectives for educational interventions
No full textRoad traffic crashes have emerged as the new public health threat in India and many
other developing countries. With a population of nearly 1.37 billion people, India now
faces the worst-ever road congestion in most cities and towns, and Indian roads have
become more vulnerable to road crashes. Young MTWs riders are more vulnerable to
road crashes due to a lack of experience in comprehending, assessing and responding
to hazards. Young riders in the age range of 18-25 years contribute to more than half
of total fatal crashes. The current research was based in the Indian university town of
Manipal with a sizeable young student population in this age range. Manipal is home to
the Manipal Academy of Higher Education (MAHE), and it hosts approximately 30,000
young students from all across India and 60 countries all over the world. The overall
aim of this dissertation is to understand the risky riding behaviour among young MTWs
in Manipal, Karnataka, India. A comprehensive understanding of these factors is
necessary, given that little is known about risky riding behaviour and its psychological
implications in India. Furthermore, the resulting information can inform interventions
to promote less risky or safer riding among young MTWs in Manipal and similar
settings.
To better understand the characteristics of fatal road crashes in Manipal from 2008–
2018, in chapter 2, we used the data on fatal crashes retrieved from the office of the
Superintendent of police. Also, we forecasted crashes by time series analysis prediction
from 2019-2025. The analysis indicates an increase in crashes in the last few years. The
analysis revealed that most fatal crashes are due to head-on collision followed by rearend collision. The current chapter highlighted the involvement of motorcyclists in a
fatal crashes much more than any other vehicle. Speeding the vehicle beyond the lawful
limit is the most common cause of fatal crashes in more than 90% of cases. Crashes are
more common on Saturday evenings, primarily due to riding under the influence of
alcohol after weekend parties and get together. For the distribution of fatal crashes
according to the types of roads, the study reported that the highest proportion of fatal
crashes has occurred on National Highways, followed by State Highways and other
roads. As for the distribution of fatal crashes depending upon local weather conditions,
most fatal crashes were found to occur during heavy rains followed by light rain. For
the distribution of fatal crashes per vehicular defect, defective brakes, worn-out tyres,
and defective lighting systems contribute to more than half of the total share of fatal
crashes.
Chapter 3 was a cross-sectional study which focused on the factor structure of a
modified version of MRBQ. Furthermore, it assessed whether the extracted MRBQ
factors were associated with self-reported crash involvement and the number of fines paid to examine the MRBQ’s potential in predicting risky riding behaviour. The
exploratory factor analysis for the MRBQ questionnaire revealed a 36-item five-factor
solution: traffic errors, control errors, stunts, protective equipment, and violations.
Riders who reported violations and performing stunts also had more risk of getting
involved in recent near-crash experiences. No positive associations were found for the
other two factors (traffic and control errors) with near-crash involvement. Riders
reporting frequent traffic errors, violations, and control errors had twice the odds of
paying fines compared to those who reported low traffic, violations, and control errors.
Further, in Chapter 4, we focused on the perspectives of young riders in practising risky
riding behaviours. From the FGD’s held, significant factors have been derived which
determine the dangerous riding ideas the youngsters are involved. Indicators for these
risky riding practices were speeding, drinking and driving, using mobile phones while
riding, not wearing a helmet, and improper maintenance of motorbikes. Furthermore,
the indicators for the infrastructural factors were non-functional traffic signals,
streetlights, barricades, signboards, and speed breakers. The participants enumerated
several reasons why a rider speeds up while riding. For example, the participants gave
different reasons for speeding, such as rushing for essential purposes, looking for peer
consideration, getting late to arrive at the destination, hustling with individual riders and
the impact of films. However, the primary reason for indulging in speeding activity was
thrill-seeking. Moreover, participants were critical of the local authorities in maintaining
the basic road safety infrastructure and the existing loopholes. As for ways to improve
the road safety of younger riders, participants suggested conducting awareness
programmes through the coordinated effort of public bodies, educational institutions,
and the traffic department. Additionally, the authorization of student volunteers to
monitor other youths if they abide by traffic laws in and around the city was proposed.
In Chapter 5, we did a qualitative study to understand the traffic police personnel's
perceptions of the risky riding behaviour of young riders in the city. Five themes were
derived from the data collected (1) Current traffic scenario in the city, (2) Common
practices observed among the young riders, (3) Determinants of crashes observed
among the young riders, (4) Strategies to improve road safety in the city, and (5)
Proposals suggested by the traffic police personnel. The traffic scenario has changed
drastically for Manipal. The reason is that the number of occupants in the city has
expanded on the grounds of job security and educational purposes, which has added to
an increment in the number of vehicles in the city. Nevertheless, the city has seen a
hefty traffic load during the morning and evening hours and at the end of the week. It
was reported that young female riders adhered better to traffic rules and well-being when contrasted with young male riders. This chapter highlights the young riders' lack
of adherence to traffic rules and vague reasons for not abiding by the traffic rules or
approaching the traffic police to convince them. Talking and texting on mobile phones
while riding is a common behaviour among young riders reported by the majority of
traffic police personnel. The chapter also points out the city's most crash-prone areas,
i.e., the railway bridges used for road transportation connecting the cities. It was
recommended to improvise the city's road safety measures by considering the target
population group. Establishing a coordination committee that can locally organize
awareness programmes for road safety and proper traffic police personnel training
could improve road safety and reduce crash fatalities.
Finally, in Chapter 6, we did a cross-sectional study to identify the psychosocial
determinants of risky riding behaviour in young, motorized two-wheeler riders guided
by the empirical literature and the TPB. The result of the study indicated that speeding
behaviour had a significant positive correlation with all its psychosocial determinants.
Furthermore, the results stated that the riders believe that mobile phone usage while
riding is normal and less risky than performing stunts on the road. It was observed that
mobile phone usage behaviour had a significant positive correlation with all its
psychosocial determinants except for habits and past behaviour. Moreover, there is a
strong significance between the participants' behavioural intention, PBC, normative
beliefs, barriers, and attitudes toward using mobile phones behaviour. The participants
in the study clearly understand the benefits associated with helmet usage and have a
positive attitude toward following the rule of helmet usage. Riders’ perceived benefits
and attitudes are considered to be the strong predicting factors for helmet usage.
Furthermore, subjective norm was found to be positively associated with helmet usage.
Policymakers and strategy planners should be encouraged to consider these valuable
leads to design future interventions aiming toward controlling risky riding behaviours
among young riders in India. Behavioural change programmes like behaviour change
communication and persuasive communication programmes targeting speeding and
mobile phone usage behaviour can be initiated with the involvement of young riders
and support from government authorities, university officials, and the regional transport
office.
In the general discussion in Chapter 7, the main findings are summarized and discussed.
Finally, the following recommendations of the findings are proposed:
1. Academic recommendations- (a) Future research on collecting detailed
information on crash configuration to support in-depth research, (b) MRBQ
research with the incorporation of helmet and mobile phone usage behaviour in other settings in India using a larger population and broader age group involvement,
(c) research on what extent the young riders themselves performed the risky riding
behaviours.
2. Practical recommendations- (a) the practitioners should engage young riders for
behavioural change programmes like behaviour change communication and
persuasive communication programmes targeting speeding and mobile phone usage
behaviour, (b) software manufacturers should research and develop applications for
mobile phones to minimize the direct usage of mobile phone while riding, (c) it is
recommended to have an active experimental approach, such as a simulator, where
riders personally experience the impact of speeding to better assess the relationship
between speeding and crash risk.
3. Policy approaches for licensing procedure- (a) policymakers should
implement strict regulations for those riding underage or without a proper valid
licence, (b) graduated driving licence programmes for better driving skills.
4. Policy approaches for MTWs safe systems- It is recommended for the
policymakers to implement and sustain the concept of “safe system approach” like
advanced rider assistance systems (ARAS) such as anti-lock braking systems (ABS),
assist and slipper clutches (A&S clutch), adaptive cruise controls (ACC).
5. Policy approaches for a Road Safety Information Database- It is mandatory
to have Road Safety Information Database in a country like India. Although, due
to the ongoing COVID-19 pandemic, the entire focus of the government has
shifted towards it, the government and policymakers should still take cognizance of
it and implement National Road Safety Information System sooner.
6. Policy approaches for strict law enforcement- Policymakers must take
appropriate measures to assist the enforcement authorities to strengthen and
improve the quality of enforcement in order to ensure effective and uniform implementation of traffic laws. For instance, establishing and strengthening
highway patrolling on National and State Highways in cooperation with State
Governments.
7. Policy approaches for road infrastructure improvements- It is necessary to
improve the existing road safety infrastructure in India to achieve “vision zero” for
the MTW riders in India. The policymakers should focus on immediate fixation to
neutralize any possible threats for the riders. Fixing the infrastructural issues with
advanced road engineering under a coordinated multi-sectoral effort will result in a
more significant commitment to reducing road crashes
Lab-on-a-disc for ultrafast plasmonic assay of cysteamine
No full text© 2021 Elsevier B.V.Cysteamine (CA) is a cystine depleting agent used in the treatment of cystinosis and many other diseases. However, high dose of CA can be toxic and thus point-of-care-test devices measuring blood CA level can be highly beneficial. Here, we report a highly sensitive, straightforward, and quantitative assay for the colorimetric and spectroscopic determination of CA concentration using plasmonic nanoparticles. The principle is based on the chemical etching-induced exchange of the surface ligands of plasmonic gold nanoparticles (AuNPs) upon the addition of CA. Moreover, destabilized particles can aggregate to generate the plasmonic couplings that trigger the redshift in the ultraviolet–visible (UV–vis) spectrum (the absorption band shifted from 526 to 732 nm) and the solution color change (wine-red to blackish-blue). This plasmonic AuNPs sensor displays a clear red-to-blue colorimetric transition in the presence of CA among various biothiols with high specificity and sensitivity within a short time (<15 s). Furthermore, a lab-on-a-disc platform was applied to the analysis of blood samples donated by healthy volunteers spiked with known amounts of the CA standard solution. This fully automated lab-on-a-disc platform approach for naked eye detecting the CA concentration in human blood samples (20 μL) is highly simple and time-efficient (<6 min), and it would be potentially useful for the careful selection of CA doses in the hospital industry.11Nsciescopu
Novel Ringdown Amplitude-Phase Consistency Test
Get PDFThe ringdown signal emitted during a binary black hole coalescence can bemodeled as a linear superposition of the characteristic damped modes of theremnant black hole that get excited during the merger phase. While checking theconsistency of the measured frequencies and damping times against the Kerr BHspectrum predicted by General Relativity~(GR) is a cornerstone of strong-fieldtests of gravity, the consistency of measured excitation amplitudes and phaseshave been largely left unexplored. For a nonprecessing, quasi-circular binaryblack hole merger, we find that GR predicts a narrow region in the space ofmode amplitude ratio and phase difference, independently of the spin of thebinary components. % Using this unexpected result, we develop a new null testof strong-field gravity which demands that the measured amplitudes and phasesof different ringdown modes should lie within this narrow region predicted byGR. We call this the \emph{amplitude-phase consistency test} and introduce aprocedure for performing it using information from the ringdown signal. Lastly,we apply this test to the GW190521 event, using the multimodal ringdownparameters inferred by Capano et al.~(2021)~\cite{Capano:2021etf}. Whileringdown measurements errors for this event are large, we show that GW190521 isconsistent with the amplitude-phase consistency test. Our test is particularlywell suited for accommodating multiple loud ringdown detections as thoseexpected in the near future, and can be used complementarily to standardblack-hole spectroscopy as a proxy for modified gravity, compact objects otherthan black holes, and binary precession.<br
Superhydrophobic and Self-Sterilizing Surgical Masks Spray-Coated with Carbon Nanotubes
No full text© 2021 American Chemical Society.Coronavirus has affected the entire global community owing to its transmission through respiratory droplets. This has led to the mandatory usage of surgical masks for protection against this lethal virus in many countries. However, the currently available disposable surgical masks have limitations in terms of their hydrophobicity and reusability. Here, we report a single-step spray-coating technique for the formation of a superhydrophobic layer of single-walled carbon nanotubes (SWCNTs) on a melt-blown polypropylene (PP) surgical mask. The sprayed SWCNTs form a nanospike-like architecture on the PP surface, increasing the static contact angle for water from 113.6° ± 3.0° to 156.2° ± 1.8° and showing superhydrophobicity for various body fluids such as urine, tears, blood, sweat, and saliva. The CNT-coated surgical masks also display an outstanding photothermal response with an increase in their surface temperature to more than 90 °C within 30 s of 1 sun solar illumination, confirming its self-sterilization ability. Owing to the cumulative effect of the superhydrophobicity and photothermal performance of the SWCNTs, the CNT-coated masks show 99.99% higher bactericidal performance toward Escherichia coli than pristine masks. Further, the virucidal ability of the SWCNT-coated mask, tested by using virus-like particles, was found to be almost 99% under solar illumination. As the spray-coating method is easily scalable, the nanotube-coated mask provides cost-effective personal protection against respiratory diseases.11Nsciescopu
A fidget spinner for the point-of-care diagnosis of urinary tract infection
No full text© 2020, The Author(s), under exclusive licence to Springer Nature Limited.The point-of-care detection of pathogens in biological samples in resource-limited settings should be inexpensive, rapid, portable, simple and accurate. Here, we describe a custom-made fidget spinner that rapidly concentrates pathogens in 1-ml samples of undiluted urine by more than 100-fold for the on-device colorimetric detection of bacterial load and pathogen identification. In Tiruchirappalli, India, the device enabled the on-site detection of infection with the naked eye within 50 min in urine samples from 39 patients suspected of having a urinary tract infection. We also show that, in 30 clinical samples of urinary tract infection, the device can be used to perform an antimicrobial susceptibility test for the antimicrobial drugs ciprofloxacin and cefazolin within 120 min. The fidget spinner could be used in low-resource settings as an inexpensive handheld point-of-care device for the rapid concentration and detection of pathogens in urine sample
Programmed exosome fusion for energy generation in living cells
No full text© 2021, The Author(s), under exclusive licence to Springer Nature Limited.Biological membrane-enclosed organelles are fascinating examples of spatially confined nanoreactors for biocatalytic transformations such as cascade reactions involving multiple enzymes; however, the fabrication of their synthetic mimics remains a considerable challenge. Here we demonstrate supramolecular chemistry-based bridging of two membranes leading to controlled fusion of exosomes that act as nanoreactors for effective biocatalytic cascades, with prolonged functionality inside of living cells. Exosome membrane proteins were chemically engineered with a catechol moiety to drive fusion by supramolecular complexation to bridge the membranes. This strategy successfully encapsulated multiple enzymes and assembled the minimal electron transport chain in the plasma membrane, leading to tuneable, enhanced catalytic cascade activity capable of ATP synthesis inside of tissue spheroids. This nanoreactor was functional for many hours after uptake into living cells, showed successful penetration into tissue spheroids and repaired the damaged region by supplying ATP, all of which represent an advance in the mimicking of nature’s own organelles. [Figure not available: see fulltext.].11Nsciescopu
Socio-Psychological Profile of Olympic Bronze Medallist Hockey Player Mr Sumit Valmiki: A Case Study
Get PDFPurpose: -Games and Sports play a significant role in society, to promote physical fitness, to give them entertainment, and to develop a sense of community. They have the power to inspire and unite people across cultures and contribute to personal and societal well-being. Games and Sport is considered one of the foundational pillars of the holistic advancement of civilized societies. The aim of the Researchers was to explore the Socio-Psychological Factors and experiences that have influenced Mr. Sumit Valmiki\u27s performance and success as an Olympic Bronze Medalist Methodology: - The original information was collected from the subject as a primary source. Researchers used the “Frustration Test” by Dr N. S Chauhan and Dr. Govind Tiwari, the “Self-Confidence Inventory” Developed by Rekha Gupta, “Sports Achievement Motivation Questionnaire” by M.L. Kamlesh, and the “Aggression Questionnaire by Km. Roma Pal is a tool for the collection of the data in this study. Result: -By applying the above-mentioned tools and analyzing the collected data, it was found that Mr. Sumit Valmiki possesses unique characteristics, outstanding abilities, extraordinary potential, and excellent Hockey-playing qualities. Further, it has been found that he is having an optimal level of Frustration and an average level of Self-Confidence and the ability to be confident in difficult situations and to solve problems. Conclusion It has also been found that he is having High levels of Sports Achievement Motivation. He has the ability to develop competence for success within his chosen field. He is also having a low level of Aggression and the ability to remain cool and calm
The age of reason: financial decisions over the lifecycle
Get PDFThe sophistication of financial decisions varies with age: middle-aged adults borrow at lower interest rates and pay fewer fees compared to both younger and older adults. We document this pattern in ten financial markets. The measured effects cannot be explained by observed risk characteristics. The sophistication of financial choices peaks around age 53 in our cross-sectional data. Our results are consistent with the hypothesis that financial sophistication rises and then falls with age, although the patterns that we observe represent a mix of age effects and cohort effects.Financial institutions ; Loans
The Age of Reason: Financial Decisions Over the Lifecycle
Get PDFIn cross-sectional data sets from ten credit markets, we find that middle-aged adults borrow at lower interest rates and pay fewer fees relative to younger and older adults. Fee and interest payments are minimized around age 53. The measured effects are not explained by observed risk characteristics. We discuss several leading factors that may contribute to these effects, including age-related changes in experience and cognitive function, selection effects, and cohort effects.
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