Cajal's brief experimentation with hypnotic suggestion

Spanish histologist Santiago Ramón y Cajal, one of the most notable figures in Neuroscience, and winner, along with Camillo Golgi, of the 1906 Nobel Prize in Physiology or Medicine for his discoveries on the structure of the nervous system, did not escape experimenting with some of the psychiatric techniques available at the time, mainly hypnotic suggestion, albeit briefly. While a physician in his thirties, Cajal published a short article under the title, "Pains of labour considerably attenuated by hypnotic suggestion" in Gaceta Médica Catalana. That study may be Cajal's only documented case in the field of experimental psychology. We here provide an English translation of the original Spanish text, placing it historically within Cajal's involvement with some of the key scientific and philosophical issues at the time.     

La genèse des concepts mathématiques

Counter to the standard viewpoint which tends to dismiss history and intersubjectivity when dealing with mathematical cognition, the article shows that taking them into account is the only way to overcome a certain number of aporias related to mathematical objectivity, especially psychologism and relativism. Resting upon the conceptual framework devised by Ernst Cassirer under the name «symbolic form», the article shows that the fictional and the scientific stance must be located along the same meaning continuum and that it is only the collective elaboration of individual representations which can account for cultural productions.     

What about effective access to cars in motorised households?

Most Canadian urban centres are facing difficulties with public transport systems. As car ownership has increased, urban areas have experienced a long‐term decrease in per capita ridership. At present, a significant proportion of riders in most cities is considered to be transit captives, which usually refers to carless individuals or members of carless households. But, what about members of motorised households without effective or real access to a car as, for instance, two‐income households with only one car? Do these ‘restricted car users’ constitute a significant, but somewhat hidden, segment of the transit market? The initial purpose of this paper was to learn more about individuals with restricted or no‐car access who live in car‐owning households: Who are they? Where do they live? Do their numbers fluctuate significantly throughout the day? More specifically, how has car access in motorised households changed in the past two decades? Sociospatial profiles of motorised household members with restricted car access are presented for 1981 and 1996. The second purpose was to analyse restricted car access in motorised households by using a multivariate model of car access for motorised households in the Québec metropolitan area. To achieve these objectives, we developed a logical typology of forms of ‘restricted car access’ based on a combination of variables, or resources, qualifying the degree of car access enjoyed by individuals at any given moment during the day: availability of a car, possession of a driver's licence and a driver at the disposal of other household members. This typology was then applied to the 1981 and 1996 origin–destination survey data obtained from the Québec Census Metropolitan Area.