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1.
In recent years, the broad dimensions of the Five-Factor Model have been an object of an increasing interest in the compulsive buying field. Nevertheless, the absence of studies that analyse the FFM facets in compulsive buyers is surprising. This study, employing the NEO-PI-R, intends to assess whether there are differences in both facets and broad traits, in three groups with low (n = 792), moderate (n = 456), and high (n = 117) compulsive buying propensities. The results confirm that the high propensity group presents the highest significant levels in neuroticism and the lowest in conscientiousness and agreeableness. Whereas all neuroticism and conscientiousness’ facets establish significant differences among the groups (the largest correspond to anxiety and impulsivity, and dutifulness and self-discipline, respectively), only some significant differences for agreeableness are established (namely, straightforwardness, altruism, trust, and modesty). Finally, even though there are no differences between groups in extraversion and openness factors, extraversion’s excitement-seeking, positive emotions and assertiveness facets, and openness’ aesthetics and ideas facets do establish significant differences. Generally speaking, these findings advocate the need to analyse facets, in addition to the broad factors, in the effort to advance our understanding about the elements that make up the personality structure of the compulsive buyer. 相似文献
2.
Research has shown that personality factors are related to driving safety. However, the majority of existing studies rely on self-report measures of driving behaviour and sample drivers from limited age ranges. This study sought to examine the relationship between personality and objective driving outcomes as assessed by a driving simulator in a sample of young, mid-aged, and older adults. A total of 114 active drivers completed personality questionnaires as well as a simulated driving assessment protocol. The results showed that: (1) Extraversion and neuroticism were significantly associated with driving simulator performance; (2) conscientiousness was significantly associated with driving performance among middle-aged adults; (3) sensation seeking was an important personality factor primarily for young drivers and was positively correlated with driving speed in the simulator. These results provide further support for the link between personality factors and driving performance, and suggest certain directions for future research. 相似文献
3.
Most older adults will eventually stop driving, but few engage in planning for driving retirement. This study assessed whether driving stress, enjoyment, confidence, concerning driving events, and assessment of driving alternatives influence planning. Demographic factors were also included. Data were collected via a mailed transportation survey, with a final sample of 551 older adults who currently drive. Linear regression analyses revealed that more driving retirement planning was associated with greater driving stress, less driving confidence, and a more positive view of driving alternatives. Driving enjoyment and recent concerning driving events were not significantly related. Among the control variables, race and income were significantly related to planning, suggesting that lower income and identifying as Black race were associated with more planning. Gender only approached significance, suggesting that females may plan more than males. Overall, these findings suggest that more driving retirement planning is warranted. Some of the groups known to be at increased risk for driving reduction and cessation plan more for that eventuality than their counterparts. Implications of the study and suggestions for future research are discussed. 相似文献
4.
This study systematically examined the correlates of Schwartz’s basic values with the broad and narrow traits of the HEXACO model of personality. A sample of 1244 adults (53% male; M age = 44, SD = 12) completed the 200-item HEXACO-PI-R and the Portrait Values Questionnaire measuring Schwartz’s 10 basic personal values. Regression models predicting each of the ten basic values from personality revealed mean-adjusted multiple correlations of .39 for HEXACO factors without honesty-humility, .45 for all HEXACO factors, and .53 for HEXACO facets. The facet-level multiple correlations were particularly large (>.60) for power, universalism, and cooperation. Results suggest that individual differences in personality and values overlap to a greater extent than implied by past literature. 相似文献
5.
Many researchers have argued that higher order models of personality such as the Five Factor Model are insufficient, and that facet-level analysis is required to better understand criteria such as well-being, job performance, and personality disorders. However, common methods in the extant literature used to estimate the incremental prediction of facets over factors have several shortcomings. This paper delineates these shortcomings by evaluating alternative methods using statistical theory, simulation, and an empirical example. We recommend using differences between Olkin–Pratt adjusted r-squared for factor versus facet regression models to estimate the incremental prediction of facets and present a method for obtaining confidence intervals for such estimates using double adjusted-r-squared bootstrapping. We also provide an R package that implements the proposed methods. 相似文献
6.
Introduction: The number of traffic accidents involving truck drivers remains high, and strategies to eliminate the probability of such accidents have been proposed, among which enhancing the safety climate has attracted much interest. The main purpose of the current study was to validate the Chinese version of the safety climate scale for truck drivers and apply it to investigate the mediating effect of safety climate between truck driver personality and driving behavior. Method: A total of 389 male truck drivers completed the Big Five Inventory, the Chinese version of the trucking safety climate scale, the driver behavior questionnaire and the positive driver behavior scale. Results: The reliability and validity of the Chinese version of the organization-level safety climate scale and the group-level safety climate scale were confirmed through factor analysis. More importantly, a path analysis revealed that the organization-level safety climate mediated the effects of agreeableness and neuroticism on aggressive violations, ordinary violations and lapses, while the group-level safety climate mediated the influences of agreeableness, neuroticism and openness on positive behavior and all four kinds of aberrant driving behaviors. Conclusions: This study introduced the trucking safety climate scale into China and stressed the significance of improving both the organizational and the group levels of safety climate to reduce accidents involving professional truck drivers. Practical Applications: First, the adapted safety climate scale for Chinese truck drivers contributes to further investigating the role that safety climate plays in the safety problem of truck drivers in China. Moreover, the critical impacts of both levels of the trucking safety climate serve as reminders for relevant companies to not only pay attention to establishing an organization-level safety climate but also invest more effort into promoting the group-level safety climate. 相似文献
7.
The Big Five Inventory–2 (BFI-2) uses 60 items to hierarchically assess the Big Five personality domains and 15 more-specific facet traits. The present research develops two abbreviated forms of the BFI-2—the 30-item BFI-2-S and the 15-item BFI-2-XS—and then examines their measurement properties. At the level of the Big Five domains, we find that the BFI-2-S and BFI-2-XS retain much of the full measure’s reliability and validity. At the facet level, we find that the BFI-2-S may be useful for examining facet traits in reasonably large samples, whereas the BFI-2-XS should not be used to assess facets. Finally, we discuss some key tradeoffs to consider when deciding whether to administer an abbreviated form instead of the full BFI-2. 相似文献
8.
Objective: This study assessed the degree to which NEO-PI-R facets contribute to understanding of Type D personality over and above the Big 5. Method: Healthy participants (n = 268) completed the DS14 and the NEO-PI-R. In addition to analyzing the Type D subscales of social inhibition and negative affectivity, we computed a continuous measure of Type D scored as the sum of the two subscales. Results: Facets provided moderate incremental prediction of Type D subscales. The facets of assertiveness, self-consciousness, and positive emotion provided incremental prediction of negative affectivity, and warmth, activity, and gregariousness provided incremental prediction of social inhibition. Facets provided minimal incremental prediction of continuous Type D. The Big 5 explained substantially more variance in continuous Type D (71%) than negative affectivity (59%) or social inhibition (61%). Conclusions: Overall, the facet-level analysis provided additional insights into the nature of Type D. The incremental prediction of the Type D subscales by facets supported the idea that Type D scales are narrower constructs than the Big 5. However, the strong prediction of continuous Type D by the Big 5 and the lack of incremental prediction by facets points to the overall Type D construct being well represented by the Big 5. 相似文献
9.
This replication and extension of Mõttus and Rozgonjuk (2019) compared the extents of age-related information captured by different levels of the personality trait hierarchy (domains, facets and nuances, indexed by individual items) in several samples (N = 51,524) of different age ranges and cultural backgrounds, and tested with different instruments. Across samples and measures, lower trait hierarchy levels (especially nuances) tended to contain substantially more age-sensitive information than higher levels; most of the unique age-sensitive information was in nuances. Besides showing the need for more nuanced personality (development) research, the findings suggest ways of testing novel hypotheses that rely on systematic between-trait variance in age differences. 相似文献
10.
The Multilevel Older Persons Transportation and Road Safety (MOTRS) model postulates a role for demographic, functional, and psychosocial factors in driving self-regulation. This study formally tested the constructs of the MOTRS model, and its ability to account for variation in older adult’s driving self-regulation. Four exogenous constructs dealing with sociodemographic and driving-related variables (driving space, dependency on other drivers, health, and driving performance) and three endogenous constructs of psychosocial appraisals (driving confidence, attitudes and beliefs towards driving) were used to predict driving self-regulation. A sample of 277 Australian drivers, aged 65 years or over, completed standardised questionnaires to assess these variables. Structural equation modelling was used to evaluate one of the model’s assumptions. Findings established that sociodemographic and driving-related factors influence older adults’ driving self-regulation by impacting psychosocial variables. A re-specified model accounted for 75% of the variance in self-reported driving self-regulation. When other variables were considered, attitude towards driving was the strongest single predictor of driving self-regulation. These findings provide an initial partial validation of the MOTRS model. The results indicate that psychosocial variables are important determinants of driving self-regulation by older adults. This model could guide future research into older adults’ driving self-regulation. 相似文献
11.
The aim of the present study is to investigate the mediating roles of driving skills in relationship between organizational safety strategies and driver behaviours among driving instructors. Driving skills consist of perceptual-motor skills and safety skills. Driver behaviours are investigated under four factors: violations, errors, lapses, and positive driver behaviours. Participants were 132 driving instructors (108 male and 24 female). In order to measure organizational safety strategies, Organizational Safety Strategies Scale (OSSS) was developed for driving schools. Results of the principal component analyses yielded one-factor solution for OSSS. In order to test the indirect effects of organizational safety strategies on driver behaviours through driving skills, multiple mediation analyses were conducted by entering age and annual mileage as the control variables. As organizational safety strategies were stronger, driving instructors had higher levels of perceptual-motor skills, which resulted in higher violations. On the other hand, as organizational safety strategies were stronger, driving instructors had higher levels of safety skills, which resulted in less violations and lapses. It can be inferred that; organizational stronger safety strategies might have negative influences on road safety through higher perceptual-motor skills; whereas there can be positive influences on road safety through higher safety skills. In addition, both skills are related to organizational safety strategies. Hence, driving schools should consider the asymmetric relationship between perceptual-motor skills and safety skills while improving their safety strategies to decrease violations and lapses. Organizations might also develop interventions to balance the stated skills to increase road safety. 相似文献
12.
Young drivers (aged 17–25 years) are the highest risk age group for driving crashes and are over-represented in car crash statistics in Australia. A relationship between cognitive functioning and driving in older drivers (60 years and older) has been consistently supported in previous literature, however, this relationship has been neglected in research regarding younger drivers. The role of cognitive functioning in young people’s driving was investigated both independently and within a current model of younger peoples driving performance. With young drivers as participants, driving behaviour, attitudes, personality and cognitive functioning were tested and driving performance was operationalised through two measures on a driving simulator, speeding and lane deviations. Cognitive functioning was found to contribute to driving behaviour, along with driving attitudes and personality traits, in accounting for young people’s driving performance. The young drivers who performed better on cognitive functioning tasks engaged in less speeding behaviour and less lane deviation on the driving simulator than those who performed worse on these tasks. This result was found independent of the role of driving behaviour, driving attitudes and personality traits, accounting for unique variance in driving ability. 相似文献
13.
《Revue Européene de Psychologie Appliquée》2014,64(3):97-100
IntroductionThe role of sleep hygiene (those factors that promote or disrupt effective sleep) on human performance was examined.ObjectiveThe study investigated the relationship between sleep hygiene and crash involvement.MethodMeasures of sleep hygiene and crash involvement were considered for a sample of over 6000 drivers.ResultsIt was found that poorer sleep hygiene was associated with younger age and greater crash involvement. The association between sleep hygiene and crash involvement remained when age and risk taking had been taken into account.ConclusionPoor sleep hygiene is associated with poorer performance as measured by crash involvement. 相似文献
14.
Implicit theories focus on how ability may be perceived by individuals. There are two main beliefs: entity beliefs (i.e., driving ability is a gift) and incremental beliefs (i.e., driving ability is improvable through effort). Implicit theories have been studied in various domains (e.g., education, sport), but never in driving, even though they could improve the knowledge of drivers’ psychological characteristics. The first objective of the present study was to develop and validate a questionnaire measuring implicit theories in driving. The second objective was to assess the predictive role of implicit theories on violations and driving self-efficacy, and the moderating role of gender. In study 1, confirmatory factor analysis, analyses of gender invariance, and concurrent validity were assessed to validate the questionnaire named Implicit Theories in Driving Questionnaire (ITDQ). In study 2, the predictive role of implicit theories on violations and driving self-efficacy was evaluated using multiple regression analyses. Moderation analyses evaluated the moderating role of gender on the relationships between implicit theories and violations, along with driving self-efficacy. The ITDQ showed acceptable psychometric properties. The results highlighted that entity beliefs positively predicted aggressive violations and negatively predicted driving self-efficacy. Conversely, incremental beliefs negatively predicted ordinary violations and positively predicted driving self-efficacy. The ITDQ is a valid scale now available for assessing implicit theories in driving, that have been shown to influence self-reported driving behavior. Future research on implicit theories in driving may help to better understand the psychological characteristics of at-risk drivers and improve driver’s training, to reduce the number of road accidents. 相似文献
15.
Jarrod A. Johnson Michelle L. Miller Donald R. Lynam Susan C. South 《Journal of research in personality》2012
The facets of the Five-Factor Model (FFM) of personality are presumed to represent distinct, biologically-based tendencies to act, think, and behave; yet they have received little behaviorally-based empirical validation. In this study, FFM facets were used to examine individual differences in affective and cognitive responses to stressors as they are experienced in daily life. Participants (N = 79) completed the NEO-PI-R followed by a week-long experience sampling procedure. As expected, hierarchical linear modeling showed that FFM facets captured affective and cognitive tendencies that were missed at the domain level. They additionally demonstrated convergent and divergent validity in predicting momentary affect. These results provide evidence that facets are distinct, non-interchangeable predictors of daily thoughts and emotions. 相似文献
16.
Jan Erik Lönnqvist Ville-Juhani Ilmarinen Sointu Leikas 《International journal of psychology》2020,55(4):572-576
In a representative sample of Finnish car owners (N = 1892) we connected the Five-Factor Model personality dimensions to driving a high-status car. Regardless of whether income was included in the logistic model, disagreeable men and conscientious people in general were particularly likely to drive high-status cars. The results regarding agreeableness are consistent with prior work that has argued for the role of narcissism in status consumption. Regarding conscientiousness, the results can be interpreted from the perspective of self-congruity theory, according to which consumers purchase brands that best reflect their actual or ideal personalities. An important implication is that the association between driving a high-status car and unethical driving behaviour may not, as is commonly argued, be due to the corruptive effects of wealth. Rather, certain personality traits, such as low agreeableness, may be associated with both unethical driving behaviour and with driving a high-status car. 相似文献
17.
This study aimed to adapt the Driver Self-image Inventory (DSII, Taubman-Ben-Ari, 2008) to Chinese drivers and examine its relationship with personality traits and driving style. Six hundred forty drivers aged 18–55 years agreed to participate in this study. Measurements included the DSII, a personality scale and a validated Chinese version of the Multidimensional Driving Style Inventory (MDSI). The results of exploratory factor analysis (n = 302) and confirmatory factor analysis (n = 305) yielded a three-factor scale with satisfactory reliability. Significant gender differences were found on the DSII factors, with male drivers scoring higher on the impulsive driver factor and lower on the cautious driver factor than female drivers. The validity of the DSII was supported by significant associations between the DSII factors and personality traits, driving style and number of traffic violations and accidents in the previous 12 months. Moreover, drivers with traffic accidents scored significantly lower on the cautious driver factor and higher on the impulsive driver factor than those without traffic accidents. These findings indicate that the reliability and validity of the Chinese version of the DSII are acceptable. 相似文献
18.
We examined the relative and incremental prediction of workplace deviance (i.e., intentional acts that harm the organization or its employees) offered by personality and organizational justice perceptions in a sample of 464 employees working in a large retail organization. We found that personality - including a sixth factor called Honesty-Humility, and its facet of trait Fairness - accounted for incremental variance in deviance criteria beyond justice perceptions. We found little support for the reverse. From a practical standpoint, these findings suggest that organizations may benefit from personality-related interventions (e.g., screening job applicants for relevant traits) more so than from justice-related interventions (e.g., organizational changes involving policies and procedures) in order to reduce workplace deviance. From a research perspective, our findings highlight the advantages of considering traits beyond the Big Five (e.g., Honesty-Humility) for maximizing the prediction and understanding of deviant behaviors at work. 相似文献
19.
The ultraorthodox sector in Israel, while an integral part of society, has unique cultural characteristics along with limited media exposure. Both these features impact the perceptions of driving and road safety, as well as the ability to influence them. In view of the scarcity of research literature on these issues, the present study sought to gain further insight into the community in an attempt to find a creative way to leverage road safety among ultraorthodox road users in Israel.Using the phenomenological qualitative method, 60 face-to-face in-depth interviews were conducted with women and men of different ages and backgrounds from the major ultraorthodox communities. Findings reveal that for the ultraorthodox, driving is a controversial subject that represents much more than its normative practical function in modern Western societies. It is subject to sociocultural restrictions that are reflected, inter alia, in limited public discourse on road safety. Moreover, the findings highlight the prominent educational role of women in this sector: they are exclusively responsible for raising young children, and are the sole educators of girls of all ages. In addition, as people tend to marry young, and men do not generally drive before marriage, women can influence the safety habits of their spouse as well as their children. The authors suggest building on this potential to increase awareness of road safety by empowering ultraorthodox women to serve as agents of social change in their family and community. 相似文献
20.
The main objective of this driving simulator study is to analyze the behavior of the driver at the start of the yellow signal of a signalized rural intersection and identify the most effective countermeasures for tackling the dilemma zone, namely an area on the intersection approach where vehicles at the start of the yellow phase can neither safely stop before the stop line nor cross the intersection. The following countermeasures were tested in the study on a sample of 48 drivers: green signal countdown timers, GSCT (C1); a new pattern of vertical and horizontal warning signs (C2); and an advanced on-board driver assistance system based on augmented reality (AR) and connected vehicle technologies (C3). These countermeasures were tested and compared to a baseline condition (B) where no countermeasures were applied. Based on the results of this study, the C2 and C3 countermeasures have proven to be valid tools for reducing driver indecision when approaching signalized intersections at the start of the yellow signal. In fact, using C2 and C3, the length of the dilemma zone was equal to 30 m and 36 m, respectively, with a reduction of about 50%, as compared to the baseline condition (B). Moreover, a reduced number of false behaviors was recorded, as well as a greater consistency in driver decision-making behaviors. Conversely, the C1 countermeasure did not lead to a significant improvement in the dilemma zone: an unnecessary increase in early stop rates was recorded, resulting in reduced intersection efficiency and operations. 相似文献