History Matters: Effects of Culture‐specific Symbols on Political Attitudes and Intergroup Relations

A theory of the historical anchoring and mobilization of political attitudes is proposed, arguing that culture‐specific symbols, configured by historical charters, are an important resource in defining nationhood and legitimizing public opinion in a way that makes some political attitudes difficult to change. Five studies in New Zealand and Taiwan using diverse methods converged to show that historical events with “charter status” have an additive effect in explaining variance in political attitudes regarding biculturalism in New Zealand and independence in Taiwan even after controlling for the effects of Social Dominance Orientation, Right‐Wing Authoritarianism, relevant social identities, and collective guilt. Field and lab experiments showed that the impact of historical symbols did not depend on the mobilization of social identity (e.g., increasing mean scores and indirect effects), but the historical anchoring of political attitudes in representations was resistant to change. Manipulations of the salience of historical events changed levels of social identification, but did not change mean levels of support for New Zealand biculturalism or Taiwanese independence. Even an intense and immersive pretest/posttest design taking high school students on a national museum tour failed to change attitudes towards biculturalism in New Zealand.     

Identity and Engagement among Political Independents in America

Political behavior among independents has been documented for decades, yet we are left with limited insight into their political engagement. What, if anything, motivates independents to engage in politics? In this study, I apply psychological theories of attitude importance to explain high variation in political‐engagement levels among independents. Using two recent datasets, I find engagement levels are comparable across independents and partisans, yet predictors of their engagement differ substantially. Ideological strength predicts engagement for partisans—but not for independents. Instead, my data show that independents' engagement is best predicted by the importance they place on their independent identity. These data provide evidence that independence is a meaningful political identity and that identity importance is a key to explaining what motivates the independent voter to engage with politics.     

Temporal fluctuations in driving demand: The effect of traffic complexity on subjective measures of workload and driving performance

Traffic density has been shown to be a factor of traffic complexity which influences driver workload. However, little research has systematically varied and examined how traffic density affects workload in dynamic traffic conditions. In this driving simulator study, the effects of two dynamically changing traffic complexity factors (Traffic Flow and Lane Change Presence) on workload were examined. These fluctuations in driving demand were then captured using a continuous subjective rating method and driving performance measures. The results indicate a linear upward trend in driver workload with increasing traffic flow, up to moderate traffic flow levels. The analysis also showed that driver workload increased when a lane change occurred in the drivers’ forward field of view, with further increases in workload when that lane change occurred in close proximity. Both of these main effects were captured via subjective assessment and with driving performance parameters such as speed variation, mean time headway and variation in lateral position. Understanding how these traffic behaviours dynamically influence driver workload is beneficial in estimating and managing driver workload. The present study suggests possible ways of defining the level of workload associated with surrounding traffic complexity, which could help contribute to the design of an adaptive workload estimator.     

The generalization of shared reality: When communication about one target shapes evaluations of other targets

Communicators often tune their message about a target to the audience's attitude toward that target. This tuning can shape a communicator's own evaluation of the target, which reflects the creation of a shared reality with the audience. So far, evidence for shared‐reality creation has been confined to one specific target. In two experiments, we examined whether and when a shared reality would generalize to other targets. In Experiment 1, shared‐reality creation about an ambiguous sexist target generalized to the evaluation of a new ambiguous sexist target for which no audience attitude was provided. However, this happened only when there was high (vs. low) commonality with the audience regarding previous judgments. In Experiment 2, we investigated conditions for the temporal persistence of generalization. One week after message tuning to a high‐commonality audience, a shared reality generalized to a new ambiguous sexist target when participants recalled the shared‐reality creation about the initial target, but it did not generalize in conditions without such recall. Also, no generalization occurred for non‐ambiguous or non‐sexist targets. Results suggest that shared reality generalization depends on perceived commonality with the audience, recollection of shared reality at time of judgment, and similarity between new and initial targets.     

Anger,aggression and road rage behaviour in Malaysian drivers

This study tested the four factor structure of the Driving Anger Expression Inventory (DAX) in a sample of young Malaysian drivers and the relationship these factors had with several other variables. Confirmatory Factor Analysis broadly supported the four factor solution of the DAX, being: Personal Physical Aggressive Expression, Use of a Vehicle to Express Anger, Verbal Aggressive Expression and Adaptive/Constructive expression. The short version of the Driving Anger Scale was positively correlated with the three types of aggressive responses and not surprisingly with a variable comprised of all three types of aggressive responses (Total Aggressive Expression). Total Aggressive Expression was higher for males and negatively related to age, years licensed and slower preferred driving speed. All three of the aggressive forms of expression had significant relationships with crash-related conditions, such as: loss of concentration, losing control of their vehicle, having received a ticket and involvement in near-misses. In particular, all three of the aggressive forms of expression had significant relationships with losing control of the vehicle and Total Aggressive Expression was correlated with all crash-related conditions. In addition, Personal Physical Aggressive Expression and Total Aggressive Expression were both significantly related to crash involvement.     

Measuring drivers’ visual information needs during braking: A simulator study using a screen-occlusion method

It is commonly accepted that vision plays an important role in car braking, but it is unknown how people brake in the absence of visual information. In this simulator study, we measured drivers’ braking behaviour while they had to stop their car at designated positions on the road. The access to visual information was manipulated by occluding the screen at the start of half of the braking trials, while the temporal demand was manipulated by varying the time-to-arrival (TTA). Results showed that for the longer TTA values (⩾6 s), participants in the occlusion condition stopped too early and at variable positions on the road as compared to the control condition. In the occlusion condition, participants were likely to apply an intermediate brake pedal depression, whereas in the control condition participants more often applied low or high pedal depressions. The results are interpreted in light of a distance estimation test, in which we found that participants underestimated the actual distance by 70%.     

Comparing two career adaptability measures for career construction theory: Relations with boundaryless mindset and protean career attitudes

We examined the constructs underlying the Career Maturity Inventory-Adaptability Form (CMI-C) and the Career Adapt-Abilities Scale (CAAS). Data from 852 university students indicated that the second-order factors for both scales correlate .43, suggesting that they measure different yet related constructs. All three subscales of the CMI-C correlate most with the “concern” subscale of the CAAS rather than with the corresponding subscale. It appears that the CMI-C is a measure of particular career adaptability for choosing a career whereas the CAAS is a global measure of career adaptability for dealing with all of the tasks of vocational development across the life span. Regression analyses show that the CMI-C does not add to the prediction of boundaryless mindset and protean career attitudes over the CAAS. Relationships between the CMI-C and CAAS with entrepreneurial, professional, and leadership career motivation profiles showed that the CAAS is more strongly related to boundaryless mindset and protean career attitudes, while the CMI-C appears to relate to more traditional (professional and leadership) career motivations.     

A field investigation of red-light-running in Shanghai,China

Red-Light-Running (RLR) is the major cause of severe injury crashes at signalized intersections for both China and the US. As several studies have been conducted to identify the influencing factors of RLR behavior in the US, no similar studies exist in China. To fill this gap, this study was conducted to identify the key factors that affect RLR and compare the contributing factors between US and China. Data were collected through field observations and video recordings; four intersections in Shanghai were selected as the study sites. Both RLR drivers and comparison drivers, who had the opportunity to run the light but did not, were identified. Based on the collected data, preliminary analyses were firstly conducted to identify the features of the RLR and comparison groups. It was determined that: around 57% of RLR crossed the stop line during the 0–0.4 second time interval after red-light onset, and the numbers of red light violators decreased as the time increased; among the RLR vehicles, 38% turned left and 62% went straight; and at the onset of red, about 88% of RLR vehicles were in the middle of a vehicle platoon. Furthermore, in order to compare the RLR group and non-RLR group, two types of logistic regression models were developed. The ordinary logistic regression model was developed to identify the significant variables from the aspects of driver characteristics, driving conditions, and vehicle types. It was concluded that RLR drivers are more likely to be male, have local license plates, and are driving passenger vehicles but without passengers. Large traffic volume also increased the likelihood of RLR. However, the ordinary logistic regression model only considers influencing factors at the vehicle level: different intersection design and signal settings may also have impact on RLR behaviors. Therefore, in order to account for unobserved heterogeneity among different types of intersections, a random effects logistic regression model was adopted. Through the model comparisons, it has been identified that the model goodness-of-fit was substantially improved through considering the heterogeneity effects at intersections. Finally, benefits of this study and the analysis results were discussed.     

Developing the Impulsive Driver Behavior Scale

The aim of the present study is to develop a driving context specific impulsivity scale. First, a qualitative study was conducted by interviewing 20 individual drivers to develop the scale items based on the definitions of the basic impulsivity dimensions in the literature. Then, a quantitative study with a total of 506 individual drivers to examine the psychometric qualities of the newly developed Impulsive Driver Behavior Scale. In addition, the variance in driver behaviors, namely violations, errors, lapses and positive driver behaviors measured by the Driver Behavior Questionnaire (DBQ; Reason, Manstead, Stradling, Baxter, & Campbell, 1990) explained by the general impulsivity scales in the literature and the newly developed scale were compared. In all the comparisons, Impulsive Driver Behavior Scale explained higher amount of variance than the general impulsivity scales. Finally, it was found that the newly developed driving context specific impulsivity scale had incremental validity over the general impulsivity scales in predicting driver behaviors.     

Foot-in-the-door technique and reduction of driver’s aggressiveness: A field study

Research has reported that the foot-in-the-door technique is effective at increasing helping behavior. However, the effect of this technique on negative social behavior has never been examined. A field experiment was conducted to explore whether this technique could reduce aggressiveness. Drivers waiting at a traffic light were blocked by an experimental car. In the Foot-in-the-door condition, when the traffic light was red, a passerby confederate asked the driver for directions to a well-known store located in the area of the experiment. The confederate then thanked the driver and walked off in the direction indicated. In the control condition, no request was addressed to the car driver. When the traffic light turned green, the experimental car pretended to be blocked by an engine problem. The number of drivers who honked at the target car and the amount of time that elapsed before the drivers responded by honking their horns were the dependent variables. It was found that fewer drivers honked in the Foot-in-the-door condition and drivers who honked displayed their behavior later than those in the control condition. Self-perception theory was used to explain these results.