Children recognize children's faces more accurately than adult faces, and adults recognize adult faces more accurately than children's faces (e.g., Anastasi & Rhodes, 2005). This is the own-age bias. Research has shown that this bias is at least partially based on experience since trainee teachers show less of an own-age bias than do other adults (Harrison & Hole, 2009). The present research tested the own-age bias in three groups of children (age 4-6, 7-9, 10-12 years) and a group of adults in the recognition of three age groups of faces (age 7-9, 20-22, and 65-90 years). Results showed an own-age bias for 7- to 9-year-old children and adults. Specifically, children could recognize faces more accurately if they were less than two years different from their own age than if they were more than two years older or younger. These results are discussed in terms of short-term experience with faces creating biases, and this rapidly changes with age.

The own-race bias (ORB) in face recognition can be interpreted as a failure to generalize expert perceptual encoding developed for own-race faces to other-race faces. Further, black participants appear to use different features to describe faces from those used by white participants (Shepherd & Deregowski, 1981). An experiment is reported where the size of the ORB was assessed using a standard face recognition procedure. Four groups were tested at two time intervals. One group received a training regime involving learning to distinguish faces that varied only on their chin, cheeks, nose, and mouth. Three control groups did not receive this training. The ORB, present prior to training, was reduced after the critical perceptual training. It is concluded that the ORB is a consequence of a failure of attention being directed to those features of other race faces that are useful for identification.

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Developmental prosopagnosia (DP) is characterised by a severe and relatively selective deficit in face recognition, in the absence of neurological injury. Because public and professional awareness of DP is low, many adults and children are not identified for formal testing. This may partly result from the lack of appropriate screening tools that can be used by non-experts in either professional or personal settings. To address this issue, the current study sought to (a) explore when DP can first be detected in oneself and another, and (b) identify a list of the condition’s everyday behavioural manifestations. Questionnaires and interviews were administered to large samples of adult DPs, their unaffected significant others, and parents of children with the condition; and data were analysed using inductive content analysis. It was found that DPs have limited insight into their difficulties, with most only achieving realisation in adulthood. Nevertheless, the DPs’ reflections on their childhood experiences, together with the parental responses, revealed specific indicators that can potentially be used to spot the condition in early childhood. These everyday hallmark symptoms may aid the detection of individuals who would benefit from objective testing, in oneself (in adults) or another person (for both adults and children).

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Investment in new or up-graded roads both raises the level and alters the pattern of accessibility over the whole area served by the road system. Vehicle-users will perceive the opportunities that this increased accessibility offers and respond in various ways, most of which can lead to more rather than less travel on the system. To the extent that travel increases overall, it can be said to have been induced by the road-improvement. Conversely, congestion as it spreads on the network will deter some travel and can be said to have a "traffic suppression" effect.The purpose of this first paper is to spell out, as clearly as possible, what is meant by "induced" traffic and to relate its various components to the full range of behavioural responses by travellers. In doing so, it draws upon the recently published (December 1994) report by the Standing Advisory Committee on Trunk Road Assessment (SACTRA) and response by the UK Government. The paper concludes with some of the implications of induced/suppressed traffic for current methods of forecasting and evaluation of road investment, which are covered in more detail by subsequent authors.

We tested the magnitude of the face identity aftereffect following adaptation to different modes of adaptors in four experiments. The perceptual midpoint between two morphed famous faces was measured pre-and post-adaptation. Significant aftereffects were observed for visual (faces) and non-visual adaptors (voices and names) but not non-specific semantic information (e.g., occupations). Aftereffects were also observed following imagination and adaptation to an associated person. The strongest aftereffects were found adapting to facial caricatures. These results are discussed in terms of cross-modal adaptation occurring at various loci within the face-recognition system analogous to priming.2

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