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- Genre: Masters Thesis
- Status: Published
Description
The nature and correlates of emerging internalizing symptoms in young children are largely unknown. Maternal factors such as psychological symptoms and detached parenting style have been found to be present in children with anxiety and depression. Further, child attentional control in task completion has been associated with difficulty related to internalizing problems. This study tested hypotheses that child anxiety and depression at age five could be predicted by a combination of maternal distress and maternal detached behavior recorded at age three. An additional hypothesis was tested to determine if child attentional control at age four may be a partial mediator of the relation between maternal symptoms and parenting to child internalizing symptoms. Using structural equation modeling, no hypotheses were supported; child internalizing problems were not significantly predicted by maternal distress nor detached parenting. Further, child attentional control was not predicted by maternal distress or detached behavior, nor did attentional control predict internalizing problems. Findings indicate that over a two-year interval, childhood internalizing problems at age five are likely best predicted by early internalizing problems at age three. There was no support that the mother or child factors tested were predictive of child outcomes.
ContributorsSkelley, Shayna (Author) / Crnic, Keith A (Thesis advisor) / Eisenberg, Nancy (Committee member) / MacKinnon, David (Committee member) / Arizona State University (Publisher)
Created2010
Description
Traditional Reinforcement Learning (RL) assumes to learn policies with respect to reward available from the environment but sometimes learning in a complex domain requires wisdom which comes from a wide range of experience. In behavior based robotics, it is observed that a complex behavior can be described by a combination of simpler behaviors. It is tempting to apply similar idea such that simpler behaviors can be combined in a meaningful way to tailor the complex combination. Such an approach would enable faster learning and modular design of behaviors. Complex behaviors can be combined with other behaviors to create even more advanced behaviors resulting in a rich set of possibilities. Similar to RL, combined behavior can keep evolving by interacting with the environment. The requirement of this method is to specify a reasonable set of simple behaviors. In this research, I present an algorithm that aims at combining behavior such that the resulting behavior has characteristics of each individual behavior. This approach has been inspired by behavior based robotics, such as the subsumption architecture and motor schema-based design. The combination algorithm outputs n weights to combine behaviors linearly. The weights are state dependent and change dynamically at every step in an episode. This idea is tested on discrete and continuous environments like OpenAI’s “Lunar Lander” and “Biped Walker”. Results are compared with related domains like Multi-objective RL, Hierarchical RL, Transfer learning, and basic RL. It is observed that the combination of behaviors is a novel way of learning which helps the agent achieve required characteristics. A combination is learned for a given state and so the agent is able to learn faster in an efficient manner compared to other similar approaches. Agent beautifully demonstrates characteristics of multiple behaviors which helps the agent to learn and adapt to the environment. Future directions are also suggested as possible extensions to this research.
ContributorsVora, Kevin Jatin (Author) / Zhang, Yu (Thesis advisor) / Yang, Yezhou (Committee member) / Praharaj, Sarbeswar (Committee member) / Arizona State University (Publisher)
Created2021
Description
Psychologists report effect sizes in randomized controlled trials to facilitate interpretation and inform clinical or policy guidance. Since commonly used effect size measures (e.g., standardized mean difference) are not sensitive to heterogeneous treatment effects, methodologists have suggested the use of an alternative effect size δ, a between-subjects causal parameter describing the probability that the outcome of a random participant in the treatment group is better than the outcome of another random participant in the control group. Although this effect size is useful, researchers could mistakenly use δ to describe its within-subject analogue, ψ, the probability that an individual will do better under the treatment than the control. Hand’s paradox describes the situation where ψ and δ are on opposing sides of 0.5: δ may imply most are helped whereas the (unknown) underlying ψ indicates that most are harmed by the treatment. The current study used Monte Carlo simulations to investigate plausible situations under which Hand’s paradox does and does not occur, tracked the magnitude of the discrepancy between ψ and δ, and explored whether the size of the discrepancy could be reduced with a relevant covariate. The findings suggested that although the paradox should not occur under bivariate normal data conditions in the population, there could be sample cases with the paradox. The magnitude of the discrepancy between ψ and δ depended on both the size of the average treatment effect and the underlying correlation between the potential outcomes, ρ. Smaller effects led to larger discrepancies when ρ < 0 and ρ = 1, whereas larger effects led to larger discrepancies when 0 < ρ < 1. It was useful to consider a relevant covariate when calculating ψ and δ. Although ψ and δ were still discrepant within covariate levels, results indicated that conditioning upon relevant covariates is still useful in describing heterogeneous treatment effects.
ContributorsLiu, Xinran (Author) / Anderson, Samantha F (Thesis advisor) / McNeish, Daniel (Committee member) / MacKinnon, David (Committee member) / Arizona State University (Publisher)
Created2023
Description
Public transportation is considered a solution to congestion and a tool for reducing greenhouse gas emissions. It is becoming popular even in cities with the harshest climate conditions as these cities grow rapidly and are trying to provide sustainable alternatives for their vehicle-oriented communities. A lot must be taken into consideration whendesigning transit systems to reduce riders' vulnerability to heat in cities with high temperatures averaging 40°C during the summer and humidity levels reaching 90 percent. Using transit systems in Dubai, United Arab Emirates, and Phoenix Metropolitan, United States, as case studies, this paper focuses on both qualitative and quantitative research methods to observe the built environment around public transit stations and measure the temperatures and humidity levels to compare with the experienced temperatures and the built environment observations. The results show that the design of transit stations and the public realm significantly impacts a rider's experience. The findings show that passive cooling, shading, and vegetation as the best practices in the two case studies. Both transit systems have certain elements that work efficiently and other elements that need improvement to provide a better rider experience. Identifying these best practices helps develop recommendations for the future of designing transit systems in desert cities worldwide.
ContributorsAlbastaki, Mohamed (Author) / King, David (Thesis advisor) / Salon, Deborah (Committee member) / Kelley, Jason (Committee member) / Arizona State University (Publisher)
Created2022
Description
Transit agencies are struggling to regain ridership lost during the pandemic. Research shows that riding transit was among the most feared activities during the pandemic due to people’s high perceived risk of infection. Transit agencies have responded by implementing a variety of pandemic-related safety measures in stations and vehicles, but there is little literature assessing how these safety measures affect passengers’ perception of safety. This study implements surveys, interviews, and observations in Berlin, Germany to assess how passengers’ demographic characteristics and experiences with safety measures are related to their perception of safety using transit. Females and older age groups were more likely to perceive transit as riskier than males and younger age groups. The results provide little evidence to suggest that safety measures have a significant impact on passengers’ perception of safety, however. If this result is supported by future research, it suggests that transit agency investments in pandemic safety measures may not help them to regain ridership.
ContributorsKatt, Noah (Author) / Salon, Deborah (Thesis advisor) / Meerow, Sara (Committee member) / King, David (Committee member) / Arizona State University (Publisher)
Created2022
Description
Bicycle sharing systems (BSS) operate on five continents, and they change quickly with technological innovations. The newest “dockless” systems eliminate both docks and stations, and have become popular in China since their launch in 2016. The rapid increase in dockless system use has exposed its drawbacks. Without the order imposed by docks and stations, bike parking has become problematic. In the areas of densest use, the central business districts of large cities, dockless systems have resulted in chaotic piling of bikes and need for frequent rebalancing of bikes to other locations. In low-density zones, on the other hand, it may be difficult for customers to find a bike, and bikes may go unused for long periods. Using big data from the Mobike BSS in Beijing, I analyzed the relationship between building density and the efficiency of dockless BSS. Density is negatively correlated with bicycle idle time, and positively correlated with rebalancing. Understanding the effects of density on BSS efficiency can help BSS operators and municipalities improve the operating efficiency of BSS, increase regional cycling volume, and solve the bicycle rebalancing problem in dockless systems. It can also be useful to cities considering what kind of BSS to adopt.
ContributorsCui, Wencong (Author) / Kuby, Michael (Thesis advisor) / Salon, Deborah (Committee member) / Thigpen, Calvin (Committee member) / Arizona State University (Publisher)
Created2018
Description
Bicyclist and pedestrian safety is a growing concern in San Francisco, CA,
especially given the increasing numbers of residents choosing to bike and walk. Sharing
the roads with automobiles, these alternative road users are particularly vulnerable to
sustain serious injuries. With this in mind, it is important to identify the factors that
influence the severity of bicyclist and pedestrian injuries in automobile collisions. This
study uses traffic collision data gathered from California Highway Patrol’s Statewide
Integrated Traffic Records System (SWITRS) to predict the most important
determinants of injury severity, given that a collision has occurred. Multivariate binomial
logistic regression models were created for both pedestrian and bicyclist collisions, with
bicyclist/pedestrian/driver characteristics and built environment characteristics used as
the independent variables. Results suggest that bicycle infrastructure is not an important
predictor of bicyclist injury severity, but instead bicyclist age, race, sobriety, and speed
played significant roles. Pedestrian injuries were influenced by pedestrian and driver age
and sobriety, crosswalk use, speed limit, and the type of vehicle at fault in the collision.
Understanding these key determinants that lead to severe and fatal injuries can help
local communities implement appropriate safety measures for their most susceptible
road users.
especially given the increasing numbers of residents choosing to bike and walk. Sharing
the roads with automobiles, these alternative road users are particularly vulnerable to
sustain serious injuries. With this in mind, it is important to identify the factors that
influence the severity of bicyclist and pedestrian injuries in automobile collisions. This
study uses traffic collision data gathered from California Highway Patrol’s Statewide
Integrated Traffic Records System (SWITRS) to predict the most important
determinants of injury severity, given that a collision has occurred. Multivariate binomial
logistic regression models were created for both pedestrian and bicyclist collisions, with
bicyclist/pedestrian/driver characteristics and built environment characteristics used as
the independent variables. Results suggest that bicycle infrastructure is not an important
predictor of bicyclist injury severity, but instead bicyclist age, race, sobriety, and speed
played significant roles. Pedestrian injuries were influenced by pedestrian and driver age
and sobriety, crosswalk use, speed limit, and the type of vehicle at fault in the collision.
Understanding these key determinants that lead to severe and fatal injuries can help
local communities implement appropriate safety measures for their most susceptible
road users.
ContributorsMcIntyre, Andrew (Author) / Salon, Deborah (Thesis advisor) / Kuby, Mike (Committee member) / Chester, Mikhail (Committee member) / Arizona State University (Publisher)
Created2016
Description
With high potential for automobiles to cause air pollution and greenhouse gas emissions, there is concern that automobiles accessing or egressing public transportation may cause emissions similar to regular automobile use. Due to limited literature and research that evaluates and discusses environmental impacts from first and last mile portions of transit trips, there is a lack of understanding on this topic. This research aims to comprehensively evaluate the life cycle impacts of first and last mile trips on multimodal transit. A case study of transit and automobile travel in the greater Los Angeles region is evaluated by using a comprehensive life cycle assessment combined with regional household travel survey data to evaluate first-last mile trip impacts in multimodal transit focusing on automobile trips accessing or egressing transit. First and last mile automobile trips were found to increase total multimodal transit trip emissions by 2 to 12 times (most extreme cases were carbon monoxide and volatile organic compounds). High amounts of coal-fired energy generation can cause electric propelled rail trips with automobile access or egress to have similar or more emissions (commonly greenhouse gases, sulfur dioxide, and mono-nitrogen oxides) than competing automobile trips, however, most criteria air pollutants occur remotely. Methods to reduce first-last mile impacts depend on the characteristics of the transit systems and may include promoting first-last mile carpooling, adjusting station parking pricing and availability, and increased emphasis on walking and biking paths in areas with low access-egress trip distances.
ContributorsHoehne, Christopher G (Author) / Chester, Mikhail V (Thesis advisor) / Salon, Deborah (Committee member) / Zhou, Xuesong (Committee member) / Arizona State University (Publisher)
Created2016
Description
Economic inequality is always presented as how economic metrics vary amongst individuals in a group, amongst groups in a population, or amongst some regions. Economic inequality can substantially impact the social environment, socioeconomics as well as human living standard. Since economic inequality always plays an important role in our social environment, its study has attracted much attention from scholars in various research fields, such as development economics, sociology and political science. On the other hand, economic inequality can result from many factors, phenomena, and complex procedures, including policy, ethnic, education, globalization and etc. However, the spatial dimension in economic inequality research did not draw much attention from scholars until early 2000s. Spatial dependency, perform key roles in economic inequality analysis. The spatial econometric methods do not merely convey a consequence of the characters of the data exclusively. More importantly, they also respect and quantify the spatial effects in the economic inequality. As aforementioned, although regional economic inequality starts to attract scholars' attention in both economy and regional science domains, corresponding methodologies to examine such regional inequality remain in their preliminary phase, which need substantial further exploration. My thesis aims at contributing to the body of knowledge in the method development to support economic inequality studies by exploring the feasibility of a set of new analytical methods in use of regional inequality analysis. These methods include Theil's T statistic, geographical rank Markov and new methods applying graph theory. The thesis will also leverage these methods to compare the inequality between China and US, two large economic entities in the world, because of the long history of economic development as well as the corresponding evolution of inequality in US; the rapid economic development and consequent high variation of economic inequality in China.
ContributorsWang, Sizhe (Author) / Rey, Sergio J (Thesis advisor) / Li, Wenwen (Committee member) / Salon, Deborah (Committee member) / Arizona State University (Publisher)
Created2016
Description
Anxiety and depression are among the most prevalent disorders in youth, with prevalence rates ranging from 15% to 25% for anxiety and 5% to 14% for depression. Anxiety and depressive disorders cause significant impairment, fail to spontaneously remit, and have been prospectively linked to problematic substance use and legal problems in adulthood. These disorders often share a high-degree of comorbidity in both clinical and community samples, with anxiety disorders typically preceding the onset of depression. Given the nature and consequences of anxiety and depressive disorders, a plethora of treatment and preventative interventions have been developed and tested with data showing significant pre to post to follow-up reductions in anxiety and depressive symptoms. However, little is known about the mediators by which these interventions achieve their effects. To address this gap in the literature, the present thesis study combined meta-analytic methods and path analysis to evaluate the effects of youth anxiety and depression interventions on outcomes and four theory-driven mediators using data from 55 randomized controlled trials (N = 11,413). The mediators included: (1) information-processing biases, (2) coping strategies, (3) social competence, and (4) physiological hyperarousal. Meta-analytic results showed that treatment and preventative interventions reliably produced moderate effect sizes on outcomes and three of the four mediators (information-processing biases, coping strategies, social competence). Most importantly, findings from the path analysis showed that changes in information-processing biases and coping strategies consistently mediated changes in outcomes for anxiety and depression at both levels of intervention, whereas gains in social competence and reductions in physiological hyperarousal did not emerge as significant mediators. Knowledge of the mediators underlying intervention effects is important because they can refine testable models of treatment and prevention efforts and identify which anxiety and depression components need to be packaged or strengthened to maximize intervention effects. Allocating additional resources to significant mediators has the potential to reduce costs associated with adopting and implementing evidence-based interventions and improve dissemination and sustainability in real-world settings, thus setting the stage to be more readily integrated into clinical and non-clinical settings on a large scale.
ContributorsStoll, Ryan (Author) / Pina, Armando A (Thesis advisor) / MacKinnon, David (Committee member) / Knight, George (Committee member) / Arizona State University (Publisher)
Created2015