Emotional intelligence predicts adolescent mental health beyond personality and cognitive ability

Emotional intelligence (EI) has been reliably linked to better mental health (Martins, Ramalho, & Morin, 2010). However, critics have argued that EI may be conceptually redundant and unable to offer anything new to the prediction of key adaptational outcomes beyond known correlates of performance, i.e., personality and cognitive ability (Brody, 2004). Although sparse, extant evidence points to differential incremental contributions from ability and trait EI in the prediction of internalising vs. externalising symptomatology in adults (e.g., [Gardner and Qualter, 2010] and [Rossen and Kranzler, 2009]). However, there is a dearth of research addressing these associations in adolescents. The current study explored the incremental validity of ability and trait EI to predict depression and disruptive behaviour beyond the ‘Big Five’ personality dimensions and general cognitive ability in a sample of 499 adolescents (mean age 13.02 years). Regression analyses found that collectively, EI made a significant, incremental contribution to the prediction of disorder in youth. However, of the two, trait EI appears the stronger predictor. Findings are discussed with reference to EI theory and directions for future research.     

Motives and barriers to bequest giving

Much is known about motivations for giving to charities generally. However, much less has been identified about bequestors as a unique type of charitable donor. This paper explores the motives and barriers for charitable bequest giving. Hypotheses are drawn from the general philanthropic literature and tested using survey data from Australia, a nation distinguished by very high lifetime (inter vivos) giving but low estate (post mortem) giving. The results show that belief in the efficacy of charitable organizations is requisite for leaving a bequest, as the deceased donor has no control over the enactment of the gift. This effect is mediated by the perceived difficulty of making a charitable bequest, which forms an important barrier for leaving such a legacy. Having family whose financial needs are perceived as not taken care of and the perception of financial inability to make a difference also form barriers for bequest giving. The results confirm that bequests constitute a distinctive charitable behaviour, with unique motives and barriers compared to other types of inter vivos giving. While charitable behaviour in general is driven by altruistic attitudes and political and religious values, as well as social reputation, these factors do not affect charitable bequest making as expected. Surprisingly, we find a negative relationship between financial resources and the inclination to leave a charitable bequest. The article ends with suggestions for ways charities might connect more meaningfully with their bequestors or with donors who might consider bequeathing to them. Copyright © 2011 John Wiley & Sons, Ltd.     

The very same thing: Extending the object token concept to incorporate causal constraints on individual identity

The contributions of feature recognition, object categorization, and recollection of episodic memories to the re-identification of a perceived object as the very same thing encountered in a previous perceptual episode are well understood in terms of both cognitive-behavioral phenomenology and neurofunctional implementation. Human beings do not, however, rely solely on features and context to re-identify individuals; in the presence of featural change and similarly-featured distractors, people routinely employ causal constraints to establish object identities. Based on available cognitive and neurofunctional data, the standard object-token based model of individual re-identification is extended to incorporate the construction of unobserved and hence fictive causal histories (FCHs) of observed objects by the pre-motor action planning system. It is suggested that functional deficits in the construction of FCHs are associated with clinical outcomes in both autism spectrum disorders and later-stage stage Alzheimer's disease.     

Cultural Adaptation of a Cognitive Behavior Therapy Guided Self‐Help Program for Mexican American Women With Binge Eating Disorders

Data on the compatibility of evidence‐based treatment in ethnic minority groups are limited. This study utilized focus group interviews to elicit Mexican American women's (N= 12) feedback on a cognitive behavior therapy guided self‐help program for binge eating disorders. Findings revealed 6 themes to be considered during the cultural adaptation process and highlighted the importance of balancing the fidelity and cultural relevance of evidence‐based treatment when disseminating it across diverse racial/ethnic groups.     

Pro-environmental attitudes,pro-environmental behaviours and nature-relatedness: Differences based on place preference

IntroductionThis study explored whether place preference, an individual's relationship with place, differentiated people on pro-environmental attitudes, nature-relatedness and pro-environmental behavior.ObjectiveThe aim was to provide a way to segment people and potentially inform behavior change messaging strategies targeting pro-environmental action.MethodOnline participants reported an urban/nature place preference, completed a sense of place measure in reference to this categorisation, followed by counter-balanced nature-relatedness, pro-environmental attitudes and pro-environmental behaviour measures.ResultsParticipants reported moderate-to-high levels of sense of place generally and place attachment specifically. Positive associations between sense of place, nature relatedness, pro-environmental attitudes and behaviours existed; but differed by place preference. Correlations were positive in the nature preference group but negative or non-significant in the urban preference group. Individuals with a nature preference reported higher nature-relatedness, pro-environmental attitudes and pro-environmental behavior.ConclusionThe results suggest place preference can discriminate individuals on a range of pro-environmental concepts and may have potential for behavior change strategies targeting these outcomes.     

Insights into the effectiveness of messaging promoting intentions to use connected vehicle technology

Connected vehicles offer considerable promise for reducing congestion, pollution, and crashes. Nonetheless, less than a third of road users are aware of the potential for connected vehicles to transform transport systems. This study examined the effectiveness of messaging aimed to increase the public’s knowledge of connected vehicle technologies using a short, animated video and its effects as assessed via a survey. Participants were assigned to either a control group, who were not exposed to the messaging, or an intervention group, who were exposed to the messaging, within a pre-post design. Participants (in the intervention group) answered questions about their knowledge of and experience with connected vehicle technologies prior to seeing the messaging and again following being exposed to such messaging together with their intentions to use these technologies in the future. As a theoretically informed investigation, the Theory of Planned Behaviour (TPB) constructs of attitudes, subjective norms, and perceived behavioural control were also measured. The results showed that the messaging increased knowledge about and intention to use connected vehicle technologies. Furthermore, changes in how the TPB constructs predicted intentions were found between the control and intervention groups which may help to explain how the messaging influenced participants’ intentions to use such technology in the future.     

Risky and anxious-aggressive drivers: A key barrier to traffic safety legislation in Germany

Traffic safety is high on the agenda of European governments. Yet, countries including Germany maintain policies that are commonly identified as increasing traffic risks, such as speed limits set too high or trends of greater car motorization and mass. To better understand some of the interrelationships of driver characteristics and car segments, this paper identifies different groups of drivers, based on a representative sample of German automobilists (n = 1211). Psychological instruments used to identify driver segments include the Driver Behavior Questionnaire (DBQ), the Multidimensional Driving Style Inventory (MDSI), and the HEXACO Personality Inventory. Based on k-means clustering, we identified four distinct groups: Risky drivers, Showy anxious-aggressive drivers, Anxious drivers and Calm drivers. Questions focused on socio-demographics, political orientation, and traffic laws are used to describe these psychographic segments. Findings suggest that Risky and Showy anxious-aggressive drivers represent a greater threat to traffic safety than other driver segments for different reasons: they drive more powerful and larger cars, deliberately violate traffic laws – creating unsafe traffic conditions for others –, and oppose legislation making traffic safer, while also voting for parties holding on to the status quo. As their political choices appear dominated by automobile interests, there are widespread implications for society.     

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.     

How the initial level of trust in automated driving impacts drivers’ behaviour and early trust construction

Trust in Automation is known to influence human-automation interaction and user behaviour. In the Automated Driving (AD) context, studies showed the impact of drivers’ Trust in Automated Driving (TiAD), and linked it with, e.g., difference in environment monitoring or driver’s behaviour. This study investigated the influence of driver’s initial level of TiAD on driver’s behaviour and early trust construction during Highly Automated Driving (HAD). Forty drivers participated in a driving simulator study. Based on a trust questionnaire, participants were divided in two groups according to their initial level of TiAD: high (Trustful) vs. low (Distrustful). Declared level of trust, gaze behaviour and Non-Driving-Related Activities (NDRA) engagement were compared between the two groups over time. Results showed that Trustful drivers engaged more in NDRA and spent less time monitoring the road compared to Distrustful drivers. However, an increase in trust was observed in both groups. These results suggest that initial level of TiAD impact drivers’ behaviour and further trust evolution.     

Impact on driver behaviour of guardrails of different height in horizontal-vertical coordinated road scenarios with a limited available sight distance

Drivers consider traffic barriers (e.g., guardrails) a protection system, a hard obstacle and a sight obstruction. Hence, the possibility of using containment level barriers which are higher and superior than the minimum required by current standards should be carefully evaluated. Moreover, research investigations into their impact on driver behaviour should be designed so as to distinguish between the effects associated with each of the three roles cited above.This driving simulation study investigates how drivers adapt their longitudinal and transversal behaviour when negotiating curves with guardrails of different heights on horizontal-vertical coordinated two–lane rural road settings, with consideration given solely to the sight obstruction effect of the guardrails. Fifty-four participants drove four out of the eighteen possible scenarios obtained when the same horizontal alignment is combined with three vertical profiles with three inner roadside treatments (no guardrails, 0.75 m two–wave and 0.95 m three-wave guardrails) and the two driving directions.Research outcomes confirm that guardrail height has a significant impact on lateral and longitudinal behaviour. With the minimum standard, i.e., the minimum height, drivers stay closer to the roadside, while higher guardrails result in drivers increasing their lateral distance. Speeds are influenced by the interaction between the guardrail and other geometric and human factors. Male and female drivers adapt differently to the limitation in the available sight distance caused by the guardrail: males increase their speed, adopting a more aggressive behaviour than females. Important safety implications due to the higher speeds and wider trajectories have to be considered at the design stage.