Socialization and adolescent reckless behavior: A reply to Jessor

A developmental theory of reckless behavior among adolescents is presented, in which sensation seeking and adolescent egocentrism are especially prominent factors. Findings from studies of automobile driving, sex without contraception, illegal drug use, and minor criminal activity are presented in evidence of this. The influence of peers is then discussed and reinterpreted in the light of sensation seeking and adolescent egocentrism. Socialization influences are considered in interaction with sensation seeking and adolescent egocentrism, and the terms narrow and broad socialization are introduced. Factors that may be responsible for the decline of reckless behavior with age are discussed.     

Adolescent Smoking Behavior and the Recognition of Cigarette Advertisements1

In a study designed to assess the relationship between smoking status and correct identification of cigarette brands, junior high school students from two schools viewed cigarette and automobile advertisements with brand and model identification deleted. Results showed that adolescents with higher ad recognition scores were more likely to smoke cigarettes. In addition, a relationship was found between age and correct identification of cigarette advertisements, with older students identifying more ads correctly than younger students. No significant effects emerged for identification of automobile advertisements except for sex, with boys identifying more advertisements than girls. Additional findings indicated that even “experimental” smokers, who smoked as little as once per year, recognized significantly more cigarette advertisements than nonsmokers. These and other results are discussed in terms of their implications for prevention and policy issues. It is argued that society's allowance of printed cigarette advertising overlooks adolescents' heightened vulnerability to the kinds of appeals used in cigarette advertisements. Present policy also overlooks adolescents' relative unresponsiveness to the health risk information required in cigarette advertisements.     

Nomophobia and self-reported smartphone use while driving: An investigation into whether nomophobia can increase the likelihood of illegal smartphone use while driving

In Australia, illegal smartphone use while driving is on the rise, increasing the likelihood drivers could be distracted and crash. Smartphones avail users a sense of belonging, connectedness, and access to information. As such, the sensation of being without one’s smartphone has developed into the prevalence of nomophobia, defined as the fear and anxiety associated with being without smartphone. The aim of the current study was to specifically examine the relationship between smartphone use while driving and nomophobia by 1) determining the types and frequency of illegal phone use while driving and, 2) exploring the relationship between nomophobia and illegal phone use while driving. The sample consisted of 2,774 Victorian smartphone users (47.0% male) with a valid driver’s licence. Driver’s nomophobia levels were measured using the Nomophobia Questionnaire (NMP-Q), while driver’s smartphone use was measured using an original scale developed by the authors. A binary logistic regression was conducted which showed that the longer average time spent per day on a smartphone and a lack of knowledge of the mobile phone road law were the strongest positive predictors of illegal use (OR = 1.32, 95% CI = 1.09–1.60; OR = 1.84, 95% CI = 1.48–2.28, respectively). However, only one nomophobia factor (i.e., access to information) significantly predicted illegal smartphone use (OR = 1.06, 95% CI = 1.04–1.09). Smartphone use is a complex and contextual behaviour, therefore, focusing on the fear of being without in dependency overlooks the nuances of the need to be with. This study offered several practical interventions that may mitigate illegal smartphone use and reduce the likelihood of crashes among Victorian road users.     

The impact of different styles of traffic safety advertisement on young drivers’ explicit and implicit self-enhancement biases

This study examined the immediate psychological impact of positive and negatively framed driving advertisements on (a) deliberative and consciously reported (explicit) and (b) automatic non-conscious (implicit) self-enhancement biases in driving ability and caution (N = 150). Positively framed driving advertisements (those that showed actors modeling safe alternatives to dangerous driving) were most effective at reducing self-enhancement biases in driving ability. This effect was, however, limited to consciously accessible deliberative self-enhancement biases. Exposure to driving advertisements (either positively or negatively framed) did not significantly alter implicit, automatic self-enhancement biases (measured using a computerized reaction-time task). These findings emphasize that positively framed messages are more effective than negatively framed messages at influencing important psychological processes underlying driving behaviour, although such effects are limited, at least in their immediacy, to deliberative fast-learning (or propositional) processes. The implications of these findings for understanding the effects of driving advertisements on the different slow-learning and fast-learning social-cognitive processes underlying self-enhancement biases in young drivers’ self-perceptions, and hence driver behaviour, are discussed.     

Examination of driver detection of roadside traffic signs and advertisements using eye tracking

Research shows that driver factors, particularly driver distraction, are the most common cause of traffic accidents. Among various visual distractions, objects such as advertisements that are commonly prevailing elements at the roadside, represent an important external distractor that may affect driving performance. Research findings on the influence that roadside signs or advertisements have on driver’s attention focus are not consistent. Therefore, with the application of eye-tracking technology, this research was designed to test several assumptions regarding drivers’ detection and perception of roadside elements. Seventeen volunteer participants, 19–76 years old, performed ten kilometres of urban driving, in which they were visually challenged with 56 traffic signs and 31 advertisements. It was found that drivers’ age is not associated with the number of roadside objects detected. Those drivers who detected more traffic signs were also more attentive to visual advertisements. Furthermore, a positive and large effect size between the number of detected street-level and raised-level advertisements was also found.     

虚假医药广告问题与对策

夸大其词、耸人听闻的虚假广告给人民群众造成了巨大的身心伤害,对社会的侵害与污染极为严重。这些非法广告之所以存在,一方面是相关法律法规制定不完善和执行不严格,一方面是医药卫生领域和广告传媒领域职业道德的缺失。医药信息关系群众的生命安全,所以清除带有虚假成分的医药广告刻不容缓。     

驾驶中移动电话的使用：基于自我调整行为的研究视角

因使用移动电话而导致的“驾驶分心”已成为一种严重的道路安全隐患。驾驶者总体上能意识到其危害, 但在驾驶中使用移动电话的现象很普遍。以往研究不能全面地对这一矛盾予以解释, 长期以来更是忽略了对“驾驶分心中自我调整行为”进行研究, 而这一问题能够直接解释驾驶中的移动电话使用行为。从以下三个方面可以对与驾驶分心中自我调整行为有关的研究进行分析和综述：(1)驾驶中移动电话使用行为的一般规律(类型、频率和危险感知等), 驾驶者对移动电话使用行为的理解是诱发自我调整行为的基础; (2)驾驶情境下移动电话使用中可能触发的自我调整行为, 该部分将主要分析自我调整行为的类型及相关属性; (3)如何对移动电话使用行为和自我调整行为进行预测。总体上, 基于对补偿式安全信念进行理解和度量、并以此为切入点对驾驶中移动电话使用及与其有关的自我调整行为展开研究, 这将有助于更好地理解驾驶分心行为。     

医疗广告存在的问题及出路

伴随着广告途径增多和广告效应的增加,也带来了大量的非法广告,其中的医疗广告成为其中的重要组成部分,医疗广告的存与禁的问题也成为人们争论的热点。通过对于我国医疗广告存在的问题和产生的影响等方面的分析,指出医疗广告有其存在的必然性,同时,提出规范医疗广告市场的相应措施。     

The effect of social marketing communication on safe driving

Processing of cognition, affect, and intention was investigated in viewers of advertisements to prevent speeding while driving. Results indicated that anchoring-point messages had greater effects on viewers' cognition, attitude, and behavioral intention than did messages without anchoring points. Further, the changes in message anchoring points altered participants' perceptions of acceptable and unacceptable judgments: a higher anchoring point in the form of speeding mortality was more persuasive in promoting the idea of reducing driving speed. Implications for creation of effective safe driving communications are discussed.     

Characteristics of college students who text while driving: Do their perceptions of a significant other influence their decisions?

IntroductionTexting while driving is a significant risk factor for automobile collisions. The use of cell phones is prevalent among young people and commonly reported when they drive.MethodA web-based survey of 861 college student drivers determined how texting was associated with other forms of risky driving, perceptions of risk, and their driving and texting interactions with a significant other.ResultsTexting drivers were more likely to engage in other risky driving behaviors, perceived less risk in texting and driving, felt more immune to traffic risks, and had friends who text and drive. Logistic regression analyses showed that even after adjusting for risky driving behaviors and perceived risk, texting drivers were significantly more likely to do so if they saw their significant other text and drive.ConclusionsTraffic safety campaigns need to address important social influences on this behavior.     

Territorial Markings as a Predictor of Driver Aggression and Road Rage1

Aggressive driving has received substantial media coverage during the past decade. We report 3 studies testing a territorial explanation of aggressive driving. Altman (1975 ) described attachment to, personalization of, and defense of primary territories (e.g., home) as being greater than for public territories (e.g., sunbathing spot on a beach). Aggressive driving may occur when social norms for defending a primary territory (i.e., one's automobile) become confused with less aggressive norms for defending a public territory (i.e., the road). Both number of territory markers (e.g., bumper stickers, decals) and attachment to the vehicle were significant predictors of aggressive driving. Mere presence of a territory marker predicts increased use of the vehicle to express anger and decreased use of adaptive/constructive expressions.     

Self‐enhancement,crash‐risk optimism and the impact of safety advertisements on young drivers

In Study 1, young drivers (aged between 16 and 29 years, N=314) rated their driving attributes relative to their peers. They also rated their likelihood of being involved in a crash relative to their peers (crash‐risk optimism), their crash history, stereotype of the young driver, and concern over another health issue. A self‐enhancement bias was found for all items in which self/other comparisons were made. These items formed two major factors, perceived relative driving ability and perceived relative driving caution. These factors and perceived luck relative to peers in avoiding crashes significantly predicted crash‐risk optimism. In Study 2, an experimental group of young drivers (N=173) watched safety advertisements that showed drinking and dangerous driving resulting in a crash, and a control group (N=193) watched advertisements showing people choosing not to drive after drinking. Each group then completed the self/other comparisons used in Study 1. The same factors were found, but only driving caution significantly predicted crash‐risk optimism. The experimental group showed more self‐enhancement on driving ability than the control group. In both studies, men showed substantially more self‐enhancement than women about their driving ability. Implications for safety interventions are discussed.     

Examining the effectiveness of physical threats in road safety advertising: The role of the third-person effect,gender, and age

Threatening advertisements have been widely used in the social marketing of road safety. However, despite their popularity and over five decades of research into the fear-persuasion relationship, an unequivocal answer regarding their effectiveness remains unachieved. More contemporary “fear appeal” research has explored the extent other variables moderate this relationship. In this study, the third-person effect was examined to explore its association with the extent male and female drivers reported intentions to adopt the recommendations of two road safety advertisements depicting high physical threats. Drivers (N = 152) first provided responses on pre-exposure future driving intentions, subsequently viewed two advertisements, one anti-speeding and one anti-drink driving, followed by measurement of their perceptions and post-manipulation intentions. The latter measure, post-manipulation intentions, was taken as the level of message acceptance for each advertisement. Results indicated a significant gender difference with females reporting reverse third-person effects (i.e., the messages would have more influence on themselves than others) and males reporting classic third-person effects (i.e., the messages would have more influence on others than themselves). Consistent with such third-person effects, females reported greater intention not to speed and not to drink and drive after being exposed to the advertisements than males. To determine the extent that third-person differential perceptions contributed to explaining variance in post-manipulation intentions, hierarchical regressions were conducted. These regressions revealed that third-person scores significantly contributed to the variance explained in post-manipulation intentions, beyond the contribution of other factors including demographic characteristics, pre-exposure intentions and past behaviour. The theoretical and applied implications of the results are discussed.     

Can expertise modulate representational momentum?

Representational momentum (RM) refers to the tendency of participants to “remember” the stopping point of an event as being farther along in the direction of movement than it was in reality (Freyd & Finke, 1984). Our aim was twofold: (1) Test for the impact of domain-specific expertise (here, automobile driving) on RM, using films of road scenes, and (2) find out whether the improved anticipation ability that comes with greater expertise is transferred to scenes from domains that are far-removed from the person's domain of expertise. Two experiments were conducted in which experienced and inexperienced automobile drivers performed a movement-anticipation task on realistic road scenes (Experiment 1), with stimuli that were very different from those found in their domain of expertise (Experiment 2). These studies pointed out some properties of representational momentum, and showed that RM is dependent upon knowledge acquired by participants in specific domains. Our research also showed that expertise in automobile driving can modulate RM in road-scene perception (i.e., the cognitive characteristics of the observer can modulate the magnitude of the RM effect) but that expertise in automobile driving is not transferred to dissimilar domains.     

Psychological predictors of problem mobile phone use.

Mobile phone use is banned or illegal under certain circumstances and in some jurisdictions. Nevertheless, some people still use their mobile phones despite recognized safety concerns, legislation, and informal bans. Drawing potential predictors from the addiction literature, this study sought to predict usage and, specifically, problematic mobile phone use from extraversion, self-esteem, neuroticism, gender, and age. To measure problem use, the Mobile Phone Problem Use Scale was devised and validated as a reliable self-report instrument, against the Addiction Potential Scale and overall mobile phone usage levels. Problem use was a function of age, extraversion, and low self-esteem, but not neuroticism. As extraverts are more likely to take risks, and young drivers feature prominently in automobile accidents, this study supports community concerns about mobile phone use, and identifies groups that should be targeted in any intervention campaigns.     

Role of expertise and action in motion extrapolation from real road scenes

The tendency of participants to “remember” the stopping point of an event as being farther along in the direction of motion has been a topic of study for about 30 years. The purpose of the present experiment was to test the influence of two factors on motion extrapolation: (1) The involvement of participants in the action, and (2) their expertise in the domain of automobile driving. Participants viewed real driving scenes from the driver's point of view. They were divided into four groups depending upon their involvement in the action (more or less active) and their driving experience (inexperienced or experienced). In order to get half of the participants involved in the driving situation, they had to use a steering wheel to follow the contour of the road. The results showed that both of these factors increased motion extrapolation. The discussion deals with how the interrelationships between real road scenes, expertise, and action-related knowledge affect motion extrapolation.     

The effects of music tempo on simulated driving performance and vehicular control

The automobile is currently the most popular and frequently reported location for listening to music. Yet, not much is known about the effects of music on driving performance, and only a handful of studies report that music-evoked arousal generated by loudness decreases automotive performance. Nevertheless, music tempo increases driving risks by competing for attentional space; the greater number of temporal events which must be processed, and the frequency of temporal changes which require larger memory storage, distract operations and optimal driving capacities. The current study explored the effects of music tempo on PC-controlled simulated driving. It was hypothesized that simulated driving while listening to fast-paced music would increase heart rate (HR), decrease simulated lap time, and increase virtual traffic violations. The study found that music tempo consistently affected both simulated driving speed and perceived speed estimates: as the tempo of background music increased, so too did simulated driving speed and speed estimate. Further, the tempo of background music consistently affected the frequency of virtual traffic violations: disregarded red traffic-lights (RLs), lane crossings (LNs), and collisions (ACs) were most frequent with fast-paced music. The number of music-related automobile accidents and fatalities is not a known statistic. Police investigators, drivers, and traffic researchers themselves are not mindful of the risks associated with listening to music while driving. Implications of the study point to a need for drivers' education courses to raise public awareness about the effects of music during driving.     

How Personality and Reward Relate to Automobile Drivers' Judgments of Affordances Using Their Own Vehicles

Abstract

Researchers have long recognized the importance of psychological processes in motor vehicle safety, but ecological theory-based research on factors that might contribute to motor vehicle crashes has lagged. This study was designed to test factors that might influence motor vehicle drivers' judgments of passability and fit-ability affordances. In particular, the authors tested personality and behavioral reinforcement as factors that might influence automobile drivers' judgments of affordances in three tasks set at various π-numbers: driving forward through a gap, driving backward through a gap, and fitting into a parallel-parking spot. Results across two studies suggest that personality does not relate to judgment of driving environment affordances, but institution of a behavioral reward system causes drivers to judge affordances in different ways. Implications for future research and for automobile safety intervention are discussed.     

An examination of the factors that influence drivers’ willingness to use hand-held mobile phones

Hand-held mobile phone use while driving is illegal throughout Australia yet many drivers persist with this behaviour. This study aims to understand the internal, driver-related and external, situational-related factors influencing drivers’ willingness to use a hand-held mobile phone while driving. Sampling 160 university students, this study utilised the Theory of Planned Behaviour (TPB) to examine a range of belief-based constructs. Additionally, drivers’ personality traits of neuroticism and extroversion were measured with the Neuroticism Extroversion Openness-Five Factor Inventory (NEO-FFI). In relation to the external, situational-related factors, four different driving-related scenarios, which were intended to evoke differing levels of drivers’ reported stress, were devised for the study and manipulated drivers’ time urgency (low versus high) and passenger presence (alone versus with friends). In these scenarios, drivers’ willingness to use a mobile phone in general was measured. Hierarchical regression analyses across the four different driving scenarios found that, overall, the TPB components significantly accounted for drivers’ willingness to use a mobile phone above and beyond the demographic variables. Subjective norms, however, was only a significant predictor of drivers’ willingness in situations where the drivers were driving alone. Generally, neuroticism and extroversion did not significantly predict drivers’ willingness above and beyond the TPB and demographic variables. Overall, the findings broaden our understanding of the internal and external factors influencing drivers’ willingness to use a hand-held mobile phone while driving despite the illegality of this behaviour. The findings may have important practical implications in terms of better informing road safety campaigns targeting drivers’ mobile phone use which, in turn, may contribute to a reduction in the extent that mobile phone use contributes to road crashes.