Perceptions of Rational Discrimination: When Do People Attempt to Justify Race-Based Prejudice?

This research investigated the role of situational context and personality factors in moderating perceptions of race-based decisions made by others. White participants were presented with a short story that described a taxi driver who refuses to pick up a Black man. The primary dependent variable concerned the perceived rationality of the taxi driver's decision. Analyses of these perceptions revealed 2 main findings, both of which involved need for cognition (Cacioppo, Petty, & Morris, 1983). First, need for cognition moderated the effects of participants' attitudes toward Blacks, such that anti-Black participants judged the taxi driver's decision as more rational than did pro-Black participants, but this was only true when participants also scored high in need for cognition. Second, participants who were experimentally induced to think about the task in an "analytical" fashion also judged the taxi driver as relatively rational, but this again was only true for participants who scored high in need for cognition. The implications of these results for a controversial set of arguments regarding rational discrimination by the social critic Dinesh D'Souza (1995) are discussed.     

Professional and non-professional drivers’ stress reactions and risky driving

The aim of the present study was to investigate stress reactions, speeding, number of penalties and accident involvement among different driver groups (taxi drivers, minibus drivers, heavy vehicle drivers, and non-professional drivers). A total number of 234 male drivers participated in the study. The participants were asked to complete the Driver Stress Inventory (DSI) together with a demographic information form. Five dimensions of the DSI were measured; aggression, dislike of driving, hazard monitoring, fatigue proneness, and thrill-seeking. After controlling the effects of age and annual mileage, the results of the ANCOVAs revealed differences between different driver groups in terms of both risky driving behaviours and stress reactions in traffic. Regression analyses indicated that aggression, dislike of driving, and hazard monitoring dimensions of the DSI were related to accident involvement after controlling for the effects of age, annual mileage and driver group. Dislike of driving and thrill-seeking dimensions of the DSI were related to speeding on in-city roads.     

Taking a taxi: Front or back seat? The effects of gender and community size

A study of seat choice, front or back, of solo taxi passengers found that a significantly greater number of men than women sat next to the driver in large urban areas, but that no sex difference in front-seat choice appeared in smaller communities. Very few women taxi drivers were observed. The data were interpreted in terms of sex differences in feelings of security, with solo women feeling more vulnerable than men, particularly in large cities.     

Risky behaviours associated with traffic crashes among app-based motorcycle taxi drivers in Vietnam

Motorcycle taxi services provide an important mobility option for people in developing countries. With the emergence of new transport technologies, app-based motorcycle taxi services have become increasingly popular in recent years. However, little is known about risky driving behaviours and their association with traffic crashes among app-based motorcycle taxi drivers. Through a survey of 602 app-based motorcycle taxi drivers from three cities in Vietnam, this research aimed to investigate the incidence of risky driving behaviours and their association with driver characteristics and traffic crashes. Using a mobile phone while driving was found to be the most common risky driving behaviour (52%) among app-based motorcycle taxi drivers, followed by neglecting to use turn signals (31%), encroaching car lanes (25%), exceeding the speed limit (21%), running red lights (19%) and carrying more than one passenger (17%). In addition, drivers who were students, or those who worked more than 50 h per week, were found to be more likely to engage in risky driving behaviours. Binary logistic regression modelling showed that neglecting to use turn signals, carrying more than one passenger and smoking while driving was significantly associated with self-reported active crash/fall involvement. Turn signal neglect was also associated with active injury crash/fall involvement. The incidence of risky driving behaviours and associated crash involvement was found to be lower among app-based motorcycle taxi drivers compared with regular motorcyclists, yet the findings still highlight the need for ride-hailing firms to deliver improved education and road safety training for their drivers.     

驾驶员情绪状态研究

采用驾驶员情绪状态量表(DPOMS),对265名客车驾驶员的情绪状态进行了问卷调查。结果表明：(1)年龄对驾驶员的疲劳状态有显著影响,对其余各种情绪状态没有显著影响;(2)女驾驶员的紧张精绪显著高于男驾驶员,积极情绪(精力)显著于低于男驾驶员;(3)出租汽车驾驶员的愤怒、疲劳、紧张等消极精绪显著高于公交大客车驾驶员,积极情绪(精力)显著低于公交大客车驾驶员;(4)事故组驾驶员的愤怒、疲劳、紧张、慌乱等消极情绪显著高于安全组驾驶员,积极情绪(精力)显著低于安全组驾驶员。     

The differences in hazard response time and driving styles of violation-involved and violation-free taxi drivers

The present study aimed to investigate the relationships between taxi drivers’ traffic violations in past driving and two domains: driving skill (hazard perception skill) and driving style. Five hundred and fifty taxi drivers aged 25 – 59 were recruited to finish a video-based hazard perception test and the Chinese version of the Multidimensional Driving Style Inventory (MDSI). The relationships between hazard response time, driving style and traffic violations were examined, and the differences in hazard response times and driving styles of violation-involved drivers (n = 220) and violation-free drivers (n = 330) were compared. The results showed that taxi drivers’ traffic violations are closely related to their driving styles and hazard response time. Violation-involved drivers scored significantly higher in hazard response time and maladaptive driving styles (i.e., anxious, risky and angry styles) and lower in careful driving style than violation-free drivers. More importantly, drivers’ hazard response time and driving styles can effectively predict their violation involvement in the last 12 months with an overall classification accuracy of 66.4%. The findings provide evidence for the usefulness of video-based hazard perception tests and the MDSI in taxi driver testing and training.     

The factors of female taxi drivers’ speeding offenses in Taiwan

Females choosing taxi driving as a career is rare, therefore, investigating such samples is often difficult. Speeding is one of the most common driving violations, however, there has been no research looking into female taxi drivers’ speeding issue. This study explores the factors of female taxi drivers’ speeding offenses in Taiwan. Data is based on a national survey and includes 235 professional female taxi drivers. The results indicate that female taxi drivers work approximately 27.37 days per month, at a mean of 9.76 h per day. Of the female taxi drivers represented in this study, 22.8% reported at least one speeding offense over a one-year period. The results of a logistic regression model reveal that the determinant factors associated with female taxi drivers’ speeding offenses are significantly related to age, educational level and mileage driven. However, job experience, business operating style, and vehicle engine size are not associated with committing speeding offenses. Practical implications for traffic safety of female taxi drivers are also discussed.     

Affordance-based control in deceptive and non-deceptive penalties in soccer goalkeeping: Gender matters!

Only few studies have addressed how soccer goalkeepers adapt to both the spatial and temporal constraints while trying to stop a penalty kick. Moreover, research on penalty kicks has only involved male goalkeepers, even though the resultant constraint (i.e., the relation between the maximum action capabilities defining the time required and ball flight time and direction defining the time available) may or may not differ for female goalkeepers. We therefore compared penalty goalkeeping between male and female goalkeepers of similar skill level. The results showed that the resultant constraint was more stringent for female than male goalkeepers. In accordance with the affordance-based control theory, female and male goalkeepers both adapted to the resultant constraint, but did scale their diving action differently. Female goalkeepers initiated the lateral dive within the action boundaries set by the resultant constraint, while male goalkeepers tended to dive late, beyond the action boundaries. Owing to the early dive, female goalkeepers saved more penalties than male in non-deceptive penalties. Nevertheless, female goalkeepers were also more susceptible to deception by the penalty taker than male goalkeepers. These findings extend our knowledge of the affordance-based control theory in sports and contribute to the understanding of gender differences in soccer penalty goalkeeping.     

Subjective Well-Being of Beijing Taxi Drivers

This study investigates subjective well-being among a sample of Beijing taxi drivers in the lead up to the 2008 Beijing Olympic Games using the Personal Wellbeing Index (PWI). The specific aims of this study are (a) investigate the psychometric properties of the PWI in this unique population; (b) ascertain whether Beijing taxi drivers are satisfied with their lives; and (c) examine whether the responses to the PWI from participants falls within the narrow range predicted by the ‘Theory of Subjective Wellbeing Homeostasis’. The PWI demonstrated good psychometric properties and was consistent with previous studies for Western and non-Western samples. The data revealed a moderate level of subjective well-being (PWI score = 61.1). While Beijing taxi drivers work long hours for low wages, the PWI was nonetheless within the normative range predicted for Chinese societies by the ‘Theory of Subjective Wellbeing Homeostasis’. The results suggest that the homeostatic mechanism is fairly resilient, even when the individual leads relatively a hard life based on objective indicators. Specifically, for Beijing taxi drivers, it appears that external, buffers such as personal relationships and feeling part of the community, act to assist the homeostatic system.     

Death qualification and prejudice: the effect of implicit racism, sexism, and homophobia on capital defendants' right to due process

Two hundred venirepersons from the 12th Judicial Circuit in Bradenton, Florida completed the following measures: (1) one question that measured their level of support for the death penalty; (2) one question that categorized their death-qualification status; (3) 23 questions that measured their attitudes toward the death penalty (ATDP); (4) 22 questions that assessed their attitudes toward women (ATW); (5) 25 questions that measured their level of homophobia (H); (6) seven questions that assessed their level of modern racism (MR); (7) eight questions that measured their level of modern sexism (MS); and (8) standard demographic questions. Results indicated that as death-penalty support increased participants exhibited more positive attitudes toward the death penalty, more negative attitudes toward women, and higher levels of homophobia, modern racism, and modern sexism. Findings also suggested that death-qualified venirepersons exhibited more positive attitudes toward the death penalty and higher levels of homophobia, modern racism, and modern sexism. Finally, more positive attitudes toward the death penalty were correlated with more negative attitudes toward women and higher levels of homophobia, modern racism, and modern sexism. Legal implications are discussed.     

Optimal correction for guessing in multiple-choice tests

Subjects’ decisions in multiple-choice tests are an interesting domain for the analysis of decision making under uncertainty. When the test is graded using a rule that penalizes wrong answers, each item can be viewed as a lottery where a rational examinee would choose whether to omit (sure reward) or answer (take the lottery) depending on risk aversion and level of knowledge. We formalize students as heterogeneous decision makers with different risk attitudes and levels of knowledge. Building on IRT, we compute the optimal penalty given students’ optimal behavior and the trade-off between bias and measurement error. Although MCQ examinations are frequently used, there is no consensus as to whether a penalty for wrong answers should be used or not. For example, examinations for medical licensing in some countries include MCQ sections with penalty while in others there is no penalty for wrong answers. We contribute to this discussion with a formal analysis of the effects of penalties; our simulations indicate that the optimal penalty is relatively high for perfectly rational students but also when they are not fully rational: even though penalty discriminates against risk averse students, this effect is small compared with the measurement error that it prevents.     

How is emotion associated with driving speed? A study on taxi drivers in Japan

Drivers’ emotions significantly affect their driving performance and thus are related to driving safety issues. The objective of this study is to examine how taxi drivers’ on-duty emotional states are associated with their driving speed in real driving situations. An experiment was conducted among 15 taxi drivers in Hiroshima, Japan for 15 consecutive days in 2019. A biometric device was used to track drivers’ emotional states while on duty; the five examined states included happy, angry, relaxed, sad, and neutral. Random effects panel regression results revealed that negative emotions of taxi drivers (angry and sad) have significant impacts on increasing driving speed. In contrast, a neutral emotional state is related with decreased speed, while happy and relaxed emotional states show no significant impact. Moreover, we found that factors such as driving with customers, driving long hours, and number of break hours are significantly associated with driving speed. This study contributes to the literature by providing empirical evidence on the roles that emotional states play in explaining driving speed in real-life driving situations, in contrast to studies that use simulated driving or mood induction procedures.     

Does awareness of penalties influence deterrence mechanisms? A study of young drivers’ awareness and perceptions of the punishment applying to illegal phone use while driving

This research implemented both qualitative and quantitative methods to 1) explore young drivers’ (aged between 17 and 25 years) awareness and perceptions of legal sanctions associated with phone use while driving and 2) identify whether the accuracy of their knowledge influences deterrence-related perceptions. In the qualitative phase, 60 Queensland motorists participated in focus groups. The findings of the focus groups highlighted that greater awareness of the penalty for phone use while driving would enable this punishment to act as a more salient deterrent. More specifically, the penalty for hands-free phone use was considered too high, whereas when the penalty was applied to hand-held phone use it was considered reasonable, with some commenting that increasing the fine could be a greater deterrent. However, the penalty also appeared to be linked to the perceived legitimacy of the rule. The quantitative phase utilised a cross-sectioanl survey design and consisted of 503 drivers. Overall, more participants appear to be underestimating (63% underestimated the fine and 37% underestimated the demerit points) as opposed to overestimating (14% overestimated the fine and 22% overestimated the demerit points) the penalty for phone use while driving. As expected, compared to those who accurately estimated the extent of the punishment (both the monetary sanction and the number of demerit points) associated with phone use while driving, drivers who underestimated the phone punishment (points and fine) had significantly lower perceptions of the severity of punishment. These findings suggest that some young drivers do not have sufficient knowledge of mobile phone sanctions, which has significant implications for ongoing attempts to maximise deterrent mechanisms.     

The perceived effectiveness of road safety interventions: Regulation of drivers’ behavioral intentions and self-consciousness

We consider road safety interventions to be potential sources of social influence, altering the intentions and behaviors of drivers when they are perceived by the latter as effective. We also consider that perceiving their effectiveness depends on drivers’ self-consciousness. 852 drivers replied to a questionnaire measuring dispositional self-consciousness, the perception of the effectiveness of 10 road safety interventions, and reported intentions and behaviors related to speeding and drinking and driving. The results revealed several phenomena: (1) interventions were perceived as related to penalty/surveillance or social communication (factor analysis); (2) the former were perceived as more effective than the latter; (3) the perceived effectiveness of road safety interventions was moderately correlated with intentions and behaviors; (4) this link was stronger for interventions of the penalty/surveillance type; (5) age, level of education, frequency of use of a vehicle and gender were moderately associated with the perception of these interventions; (6) self-consciousness (in particular its public dimension) had an additional positive association with this perceived effectiveness. These results are discussed from a practical and methodological point of view.     

What Happens on the Field Stays on the Field: Exploring the Link between Football Player Penalties and Criminal Arrests

Research in organizations has tended to focus only on performance in the workplace and until recently has not paid much attention to behavior outside of the workplace. Conversely, the limited research on crime in the National Football League (NFL), the type of organization we study, has focused largely on misbehavior off-the-field. We confluence these lines of research by focusing on both on-duty and off-duty behaviors. We examine the relationship between on-duty behavior, measured through both the number of penalties and total penalty yards accumulated by an NFL player, as well as their off-duty behavior, measured through criminal arrests. Findings show that a higher number of penalties and a higher total number of penalty yards is associated with more total arrests, more nonviolent arrests, but has no effect on violent arrests. These findings hold in the regular but not post-season.     

Does a prosocial attitude reduce risky driving behaviour under time pressure?

Time pressure could make drivers exhibit more risky driving behaviour. Attitudes can influence people’s behaviours, but few studies have explored the influence of prosocial attitudes on driving behaviour. The purpose of this study was to explore the influence of prosocial attitudes on driving behaviour under time pressure. A 2 (high/low prosocial attitude) *2 (present/no time pressure) mixed design was used to investigate the interaction between prosocial attitude and time pressure on driving behaviour. Prosocial attitudes and time pressure have a significant main effect on driving behaviour. Drivers with high prosocial attitudes made lane changes at a greater distance from pedestrians and decelerated to a greater degree than drivers with low prosocial attitudes when interacting with pedestrians. Under time pressure, people drive faster and accelerate more quickly. Specifically, we found an interaction between time pressure and prosocial attitudes on driving behaviour. Drivers with low prosocial attitudes showed higher speeds than drivers with high prosocial attitudes under the time pressure scenario on foggy roads. The results showed that high prosocial attitudes lead to friendly interactions with pedestrians and careful driving in specific situations, even under time pressure. The present study not only expands the research on driving behaviour and attitude but can also provide some data support and guidance for driver selection and training.     

Why Do We Need to Know What the Public Thinks about Nanotechnology?

Public debate on nanotechnology is a large topic within governments, research agencies, industry and non-government organisations. But depending who you talk to the perception of what the public thinks about nanotechnology can be very varied. To define coherent policy and to invest in research and development that aligns with public preferences, needs more than just perceptions of public perceptions. Public attitude studies are vital in understanding what the public really think, but they need to go further than simplistic polling and should examine factors such as changes over time, drivers of attitude change, different attitudes to different applications and be supported by qualitative data. This paper summarises the findings of a three year tracking study of public attitudes towards nanotechnology, highlighting both concerns and aspirations for nanotechnology and discusses the impacts of that data on public engagement programs.     

Me have a traffic accident? The effects of core self-evaluations on the perceived likelihood and perceived undesirability of traffic accidents

Problem: The aim of this article was to demonstrate the influence of “Core Self-Evaluations” (CSEs) on the perception which drivers have of the occurrence of a “traffic accident”, in particular the evaluation of its likelihood, of the personal control exercised and its undesirability (attitude). More generally, this article introduces the concept of CSE in the field of driver psychology and discusses its relevance. Method: 201 French drivers replied to a questionnaire measuring CSEs, the perceived likelihood of having an accident, attitude and perceived personal control. Results and discussion: The more positively drivers evaluated themselves, the more they judged that they were in control and that accidents were unlikely. Drivers with a negative self-evaluation had an attitude more negative than drivers with positive CSEs solely when they judged the accident as unlikely. This positive correlation between attitude and perceived likelihood for drivers with negative CSEs could be viewed as the result of “wishful thinking” or “rationalisation” modes of reasoning. For these drivers a positive relationship was also observed between driving experience and perceived personal control, the latter thus cancelling out the effect of CSEs. This result suggest that with experience self-evaluation as a driver becomes positive and compensates for the effect of a negative general self-evaluation on perceived personal control and perceived likelihood. Practical implications: Using and adapting the Experience-Based Analysis technique for each group of drivers (positive or negative CSEs) is recommended, as well as implementing interventions that triggers drivers’ awareness of CSEs influence and that promote their self-regulating skills.     

Attitudes towards privately-owned and shared autonomous vehicles

Research on attitudes towards autonomous vehicles (AVs) shows variation across gender, age, and socio-economic factors. While previous research has emphasized specific features and qualities of AVs, little is known about how attitudinal factors shape AV acceptance across a range of AV “modes” from privately-owned AVs to AV taxis shared with strangers. With an online panel of 834 US-based participants, we examine attitudes towards AVs and sharing. An exploratory factor analysis establishes four attitudinal dimensions: technology acceptance, risk-taking, traffic regulation, and driving enjoyment. We estimate multinomial logistic regression models to examine the impact of these four factors on attitudes toward AVs, willingness to purchase AVs, willingness to use AVs as a taxi service, and willingness to share AV taxis with strangers. We find a complex relationship between psychological factors and AV attitudes. “Early adopters” of technology and those who support stricter traffic regulations are more likely to have a positive attitude about AVs, whereas those who avoid risky behavior were more likely to have a negative attitude instead of a neutral attitude. Similar patterns were found across models of purchasing, using, and sharing AVs. The results imply that people who support traffic regulations may perceive AVs as a safer transport mode than human-driven cars, while those who avoid risk-taking behavior may perceive AVs to be more dangerous. However, we find that a large fraction of the population is not yet ready to use an AV with no driver, and overall reluctance to share a ride in an AV taxi.