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Cognitive Load Theory (CLT) is the product of over a decade of research in the instructional science domain (Chandler & Sweller, 1991; Sweller & Chandler, 1994), and its applications to other areas of inquiry continues to expand (see Cuevas, Fiore, & Oser, 2002; Paas, Renkl, & Sweller, 2003a; Paas, Tuovinen, Tabbers, & Van Gerven, 2003b; Scielzo, Fiore, Cuevas, & Salas, 2004). The core of CLT is based on two sets of what are termed cognitive load factors that are either endogenous or exogenous from the viewpoint of an operator interacting with the environment. Endogenous (or intrinsic) factors are sources of cognitive load in terms of the general amount and complexity of information with which the operator has to interact. In training environments, intrinsic load is directly proportional to the amount of materials that trainees need to acquire. As such, the more complex the information is in terms of volume and conceptual interactivity, the higher the cognitive load will be. In operational settings, high intrinsic load can occur whenever informational demands that need to be processed are high. Within the context of human–robot team environments, there is likely to be unique intrinsic load factors emerging from this hybrid teamwork interaction (e.g., information produced by synthetic team members). Another source of cognitive load comes from exogenous or extraneous factors. In training and operational settings alike, extraneous cognitive load may occur dependent upon the manner in which information needing attention is presented. Specifically, the more complex the human–robot team interface is in relation to the process by which information is displayed and/or communicated, the more extraneous cognitive load can be present. For example, the technological tools involved in the communication of information, and the associated modalities used to process information may inadvertently result in cognitive load. Simply put, high extraneous cognitive load can be produced as a result of using sub-optimal information presentation and communication. Overall, exogenous factors can stem from the added complexity of human–robot operations in terms of distinct command-and-control systems that emerge from using novel technology. Within such operations, it is particularly important to control sources of extraneous cognitive load that have been shown to produce two distinct negative effects on information processing – redundancy of information and split-attention. These have been shown to attenuate processing capacity thereby minimizing optimal information processing (e.g., Sweller, 1994; Mayer, 1999).

The relationship between airports and airlines is very interesting from an economics perspective, and analysis of this relationship is wide open for new research endeavors. For instance, airport and airline interactions can be viewed as a zero-sum game of deciding, say, airport landing charges, while at the same time both entities have an incentive making a joint effort to enhance their ability to generate passenger demand and to contribute to growing regional economies. Within this theoretical framework, their relationship consists of not only a binary choice of conflict or cooperation, but also suggests the possibility of complex mixtures of conflict and cooperation. While understanding the interdependence of airports and airlines is an important issue in transportation economics, research examining the complexity of airport and airline relationships is relatively new to the field. This chapter contributes to this research area, in part, by introducing one very interesting example of an airport and airline relationship that considers an element of conflict and cooperation. Specifically, this chapter examines the economic consequences of a risk sharing contract. Analysis of the risk sharing contract recognizes the relevance of microeconomic theories, such as contract theory and principal–agent theory and reveals how these concepts can be applied to traditional transport economics. Predictions of risk sharing between airlines and airports using these theories are derived using numerical examples. Findings reveal that the risk-sharing agreement based on the Noto Airport Load Factor Guarantee Mechanism (LFGM) contract enables the airport side and the airline side not only to share the monetary consequences of demand fluctuation, but also to secure air flights from a local airport to Tokyo, to jointly enhance their various demand-inducing efforts, and to increase their utilities in order to meet the common target they set in the contract. With the LFGM contract, both sides have consistently maintained the air transport network in a relatively low demand area for more than 10 years without significant outside financial assistance. The findings from this chapter also contribute to better understanding the complex relationships among aviation entities, to the recognition of importance and potential to design properly the airport and airline contract, and to the advancement of economic and public policy analysis of this sector.

The study examines health care inequities in viral load testing among hepatitis C (HCV) antibody-positive patients. The analysis predicts whether individual and census tract sociodemographic characteristics impact the likelihood of viral load testing.

This a study of 26,218 HCV antibody-positive patients in Orange County, California, from 2010 to 2020. The case data were matched with the 2017 American Community Survey to help understand the role of neighborhood socioeconomic characteristics in testing for viral load. Multivariable logistic regression was used to predict the probability of ever testing for HCV viral load.

Thirty-six percent of antibody-positive persons were never viral load tested. The results show inequalities in viral load testing by sociodemographic factors. The following groups were less likely to ever test for viral load than their counterparts: (1) individuals under 65 years old, (2) females, (3) residents of census tracts with lower levels of health insurance enrollment, (4) residents of census tracts with lower levels of government health insurance, and (5) residents of census tracts with a higher proportion of non-white residents.

This is a secondary database from public health department reports. Using census tract data raises the issue of the ecological fallacy. Detailed medical records were not available. The results of this study emphasize the social inequality in viral load testing for HCV. These groups are less likely to be treated and cured, and may spread the disease to others.

This chapter is unique as it combines routinely collected public health department data with census tract level data to examine social inequities associated with lower rates of HCV viral load testing.

There is extensive evidence that decision-makers, faced with increasing information load, may simplify their choice by reducing the amount of information to process. One simplification, commonly referred to as attribute non-attendance (ANA), is a reduction of the number of attributes of the choice alternatives. Several previous studies have identified relationships between varying information load and ANA using self-reported measures of ANA. This chapter revisits this link, motivated by recognition in the literature that such self-reported measures are vulnerable to reporting error.

This chapter employs a recently developed modelling approach that has been shown to effectively infer ANA, the random parameters attribute non-attendance (RPANA) model. The empirical setting systematically varies the information load across respondents, on a number of dimensions.

Confirming earlier findings, ANA is accentuated by an increase in the number of attribute levels, and a decrease in the number of alternatives. Additionally, specific attributes are more likely to not be attended to as the total number of attributes increases. Willingness to pay (WTP) under inferred ANA differs notably from when ANA is self-reported. Additionally accounting for varying information load, when inferring ANA, has little impact on the WTP distribution of those that do attend. However, due to varying rates of non-attendance, the overall WTP distribution varies to a large extent.

This is the first examination of the impact of varying information load on inferred ANA that is identified with the RPANA model. The value lies in the confirmation of earlier findings despite the evolution of methodologies in the interim.

This study proposes targeted modernization of the Department of Defense (DoD's) Joint Forces Ammunition Logistics information system by implementing the optimized innovative information technology open architecture design and integrating Radio Frequency Identification Device data technologies and real-time optimization and control mechanisms as the critical technology components of the solution. The innovative information technology, which pursues the focused logistics, will be deployed in 36 months at the estimated cost of $568 million in constant dollars. We estimate that the Systems, Applications, Products (SAP)-based enterprise integration solution that the Army currently pursues will cost another $1.5 billion through the year 2014; however, it is unlikely to deliver the intended technical capabilities.

The railway track system is the platform by which loads from moving trains are transferred to the underlying soil or supporting infrastructure such as bridges. The most common type of railway track system is ballasted track, which has been in use for over a century. Ballasted track has proved versatile. It can be constructed using locally available materials and with modifications to the rails and sleepers, crossings transferring trains from one route to another can be created. The structure of a ballasted track system consists of two main parts. The upper portion, termed the superstructure, comprises the rails, fastenings and sleepers. It is formed of components whose shape, stiffness and strength are designed and closely controlled. Below the superstructure is the substructure, which comprises the ballast and sub-ballast. Although the materials used in the substructure may have been specified, their engineering properties and geometric placement are less well controlled. In this chapter, we will explore how a typical ballasted track system transfers load to the ground and the ways in which the track form deteriorates, requiring maintenance and eventually renewal.

This chapter outlines potential steps to take in designing active learning experiences based on several theories underlying the learning process. The chapter examines theories of learning and instruction including information processing, schema acquisition, and cognitive load theory. Next follows an explanation of how these theories support problem-centered learning as well as a rationale for the need to help learners develop domain-general, flexible problem-solving skills that will transfer to future needs and contexts. The second half of the chapter focuses on designing active learning experiences based on the selection of real-world problems as the foundation for learning, activating prior knowledge, demonstration of the process or concept, multiple opportunities for practice with relevant scaffolding, and the chance to integrate that knowledge into the learners’ own context based on M. D. Merrill’s (2002) First Principles of Instruction. Examples of assessments, strategies, and activities to foster active, problem-centered learning drawn from the literature are also provided.