自我欺骗实证研究述评

自我欺骗的施骗者和受骗者都是自我。这个特殊性导致自我欺骗的定义、类型、研究范式和机制等存在着争议。在系统梳理自我欺骗相关实证研究的基础上,比较了自我欺骗不同的定义和不同的研究范式,提出了两种新的自我欺骗分类方法,探析了自我欺骗的心理机制,以期为后续研究提供借鉴和参考。     

Genetic and environmental structures of personality: A cluster-analysis approach

A cluster analysis was carried out on within-individual and cross-pair correlations among personality questionnaire items for 654 monozygotic and 648 dizygotic twin pairs in an initial sample, and 649 and 649 pairs in a cross-validation sample. The data were from adult Australian twins who had responded in a mail questionnaire to 110 items from two personality inventories. Clustering based on genetic correlations or on unshared environmental correlations among items led to three very similar cross-validated clusters, labeled Emotional, Confident, and Reserved. Unshared environment provided several additional cross-validated clusters. Clusters based on shared environment, on the other hand, failed to cross-validate or to correspond to the clusters from the other two sources.     

自我欺骗实证研究述评

自我欺骗的施骗者和受骗者都是自我。这个特殊性导致自我欺骗的定义、类型、研究范式和机制等存在着争议。在系统梳理自我欺骗相关实证研究的基础上,比较了自我欺骗不同的定义和不同的研究范式,提出了两种新的自我欺骗分类方法,探析了自我欺骗的心理机制,以期为后续研究提供借鉴和参考。     

Exploring the route choice decision-making process: A comparison of planned and observed routes obtained using person-based GPS

Trip decisions are complex and involve choosing the activity destination, mode and subsequently the route for travel. This paper presents detailed information on the planned and observed route choices for the home-to-work commute. Specifically, the study examines how people formulate their route plans and describe their attitudes and preferences for their selected routes. A geographic information system (GIS) records the planned route information with the route planning sequence. Observing route choice is a difficult procedure; however, through the use of the global positioning system (GPS), one can accurately record route choice. An automated activity–trip detection algorithm processes GPS data and displays results within an internet-based prompted recall diary. The diary is used to verify trip start and end times. This combination of GPS, GIS and diary responses provides great insight into the route choice decision-making process. Thirty-one individuals from Ontario, Canada participated in answering survey questions and the collection of person-based GPS data. Results indicate a preference to minimize travel time as stated by participants in deciding what route to travel. Participants also affirmed a desire to minimize the number of stop lights/signs, as well as, avoid congestion and maximize route directness. A comparison between planned and observed routes, reveals about one-fifth of participants deviated from their planned route. This study demonstrates the need for qualitative and quantitative survey methods for exploring planned and observed route choice.     

Are we there yet? Trip duration and mood during travel

Are longer trips more strenuous or unpleasant than shorter ones? This paper examines this question using data from the American Time Use Survey’s well-being module, which queried individuals about the extent to which they felt happiness, pain, sadness, stress, and fatigue during three randomly selected daily activities. Over 22,000 instances of individuals traveling are observed, including their trip duration, mode, purpose, and demographic and geographic information. Each emotion, plus a constructed, composite mood variable, is regressed on trip duration. Overall, the relationship between trip duration and traveler mood is not strong, which is unsurprising given prior findings on the limited impact of activities on mood. However, there is a statistically significant and negative association between trip duration and mood, primarily because of rising stress, fatigue and sadness on long trips. This is particularly true for drivers, while negative emotions do not rise with increasing trip duration for auto passengers. This suggests strain rises as the result of operating the vehicle for long periods, not traveling in an auto per se. Long bicycle trips are more painful than shorter ones, probably due to the physical demands of the mode, and long train trips are associated with less sadness. For commutes, long trips significantly degrade the mood of both drivers and bus riders, in the latter case probably due in part to vehicle crowding and standing. The findings imply that reducing the duration of trips, for example through land use policies that reduce trip distances, or congestion reduction, would have emotional benefits. Policies to promote ridesharing instead of solo driving for long trips may increase traveler mood in the aggregate. Improving bus service or substituting rail for bus for long commute trips may also improve traveler mood.     

State–trait anxiety and existential fear: an empirical analysis

The Fear Checklist consists of 18 items (e.g. intimacy, loss of control, failure) a respondent checks to signify areas that have been or currently are personal sources of concern and/or apprehension. Total scores on the Fear Checklist, along with scores on each of its three subscales (Social, Control, Identity), were correlated with the state (A-State) and trait (A-Trait) anxiety scales of the State–Trait Anxiety Inventory (STAI). Both the A-State and A-Trait scales demonstrated significant association with the total Fear Checklist score (r_stat =0.48, r_trait=0.50) and each of its three subscales in a group of 135 male federal prisoners. Despite substantial overlap between the A-State and A-Trait scales (r=0.76), each achieved significant partial correlations with the total Fear Checklist score when the other scale was controlled (i.e. the A-Trait score was controlled in the state anxiety–fear relationship and the A-State score was controlled in the trait anxiety–fear relationship). These results lend preliminary support to the notion that existential fear, as measured by the Fear Checklist, is sensitive to both dispositionally (A-Trait) and situationally (A-State) based anxiety, although the majority of variance shared by the STAI and Fear Checklist was common to both STAI scales.     

How satisfying is the Scale for Travel Satisfaction?

The Satisfaction with Travel Scale (STS) has recently been developed to measure people’s satisfaction with travel. It supposedly consists of two affective and one cognitive dimension. As there have only been a few tests of its reliability and structure to date, this paper reports new tests using data on leisure trips from Ghent (Belgium). Differences in the reliability and structure of the STS by transport mode – car, public transport, bicycling and walking – are also considered. Overall, the results suggest that the specification of a single underlying dimension for affect rather than two offers a superior fit to the Ghent data, both for all modes combined and for car use and cycling separately. For public transport and walking a three-dimensional structure is more appropriate although individuals items do not load on the two affective dimensions as expected. Differences between previous studies and ours are partly caused by differences in how two of the scale’s items – alert/tired and confident/worried – are correlated with the other items. Future studies using the STS may want to adapt the structure of STS by omitting some items or replacing them with alternatives as this may reduce respondent burden and increase internal consistency of the STS.     

Nonconscious goal pursuit: Acting in an explanatory vacuum

Nonconsciously activated goals and consciously set goals produce the same outcomes by engaging similar psychological processes (Bargh, 1990; Gollwitzer & Bargh, 2005). However, nonconscious and conscious goal pursuit may have different effects on subsequent affect if goal pursuit affords an explanation, as nonconscious goal pursuit occurs in an explanatory vacuum (i.e. cannot be readily attributed to the respective goal intention). We compared self-reported affect after nonconscious versus conscious goal pursuit that either violated or conformed to a prevailing social norm. When goal-directed behavior did not require an explanation (was norm-conforming), affective experiences did not differ after nonconscious and conscious goal pursuit. However, when goal-directed behavior required an explanation (was norm-violating), nonconscious goal pursuit induced more negative affect than conscious goal pursuit.     

Psychological correlates of car use: A meta-analysis

This meta-analysis synthesised quantitative research into potentially modifiable psychological correlates of car use and intentions to drive. Online psychology and transportation databases were searched, and inclusion criteria applied to potentially relevant records. An ancestry approach was also employed to search selected publications. Meta-analyses of effect size rs were performed on 23 unique study datasets. Results generally supported the predictive utility of variables derived from the Theory of Planned Behaviour, though cognitions towards not driving displayed uniformly larger effects than were observed for car use cognitions. There was also a strong effect of habit on behaviour. Support for effects of pro-environment cognitions on driving was weak. However, a dearth of available evidence limited our findings and precludes development of clear evidence-based recommendations for intervention design. Directions for future research are discussed.