Crossnational deviance in the workplace: Diverging impact of organizational commitment in Canada and Belgium

Using a self-report questionnaire from the aggressor's point of view, this study contrasted employees' frustration, perception of procedural justice, organizational commitment, and their relationships to interpersonal deviance in Canada and Belgium. Significant main effects were found in both countries for frustration and procedural justice on psychological and physical violence. Moreover, hierarchical regression analyses revealed significant interactions of country by normative and continuance commitment in interpersonal deviance, indicating the unique patterns relationships in Canada and Belgium. Hofstede's model of cultural dimensions was used to discuss the results.     

The structure and correlates of a measure of prosocial moral reasoning in adolescents from Spain

The study was designed to examine the structure and correlates of a measure of prosocial moral reasoning in a sample of young and middle-aged adolescents. Participants were 1,556 students (53% male, M _age = 13.12 years, SD = 0.87) from Valencia, Spain, who completed paper-and-pencil measures of prosocial moral reasoning (PROM), empathy, prosocial behaviours, and aggression. As expected, a series of confirmatory factor and structural equation modelling analyses revealed a four-factor solution of the PROM to have the best fit (as compared to alternative models) among Spanish youth (across gender and grade). Moreover, higher level and other-oriented forms of prosocial moral reasoning were generally positively related to empathy and prosocial behaviours, and negatively related to aggression. In contrast, generally, lower level and self-focused modes of prosocial moral reasoning were negatively related to such prosocial tendencies, and positively related to aggression. Discussion focuses on the usefulness of the PROM, its relations to theoretically relevant correlates, and its usefulness to study the development and universality of prosocial moral development.     

Modifying driver behaviour with passenger feedback

A feedback programme was employed to help drivers improve their safety behaviour based on the idea that particular types of driver error result from contingency traps as defined by Fuller [Journal of Applied Behaviour Analysis, 24 (1991) 73]. Two drivers and their single respective passengers participated. For each driver, repeated in-car observations were made of four unsafe driving behaviours. Two of these were sequentially targeted in the behavioural intervention that involved the passengers providing informational feedback to their driver. Both drivers showed a marked improvement across the targeted behaviours. The study demonstrated the applicability of behaviour analysis to the traffic domain and the efficacy of individual feedback as a behavioural tool for positive behaviour modification.     

Drivers’ illusions––no more risk

In this invited address to the International Congress of Applied Psychology, it is argued that traffic psychology has not had a major impact on accident prevention. The factors that have determined this are discussed. A review of the theories and models pertinent to drivers’ risk taking and road user behaviour in general is presented. It is argued that both risk-homeostasis theories and task capability model are not sufficiently precise to be used as a basis for preventive measures. Attitude–behaviour models derived from social psychology have proved to be powerful in identifying motivational factors influencing road user behaviour, but the majority of empirical evidence is based on self-reported rather than observed behaviour. It is argued that individual differences can provide a basis for accident prevention, in particular driver training.     

Servant leadership and employee outcomes: the moderating role of subordinates’ motives

Drawing from implicit leadership theories we advance servant leadership theory by examining moderating mechanisms that explain under what conditions servant leader behaviours impact followers in organizations. Specifically, we focused on the moderating role of subordinates’ motivational orientations—prosocial values or impression management motives—in relationships between servant leadership behaviours and job satisfaction, as well as subordinate organizational citizenship behaviours (OCBs). Using time-lagged data collected from 192 supervisor-subordinate dyads, we found that servant leadership was positively associated with employees’ job satisfaction, but not significantly related to their performance of OCBs. We also found evidence that subordinates’ motives moderate the relationships between servant leadership and outcomes. Specifically, employees high on impression management experienced lower levels of job satisfaction than their lower scoring counterparts. Our findings suggest that servant leadership may not be equally beneficial for all followers. We discuss implications for theory and practice.     

Investigating the effects of Rectangular Rapid Flash Beacons on pedestrian behavior and driver yielding on 25 mph streets: A quasi-experimental field study on a university campus

Rectangular Rapid-Flash Beacons (RRFBs) are safety measures that have become popular in recent years in the USA. Such equipment has demonstrated effectiveness in reducing vehicle speed and conflicts among road users, and increasing drivers’ yielding to pedestrians. However, RRFB effects on pedestrian behaviors are less well documented, and perhaps could produce contraindicated effects in crossing behavior. Specifically, RRFBs may give pedestrians a feeling of protection and induce them to more risk-taking when crossing the road. The current study was designed to investigate drivers and pedestrians’ reactions to a RRFB system installed at a university campus located in Virginia, USA. We deployed (a) field observation, using a multiple pretest/posttest non-equivalent control group quasi-experiment design and (b) interviews of students throughout the project’s multiple time periods. In total, 2454 pedestrians and 1312 drivers were observed and 265 students were interviewed. RRFB installations did not distinguish driver yielding likelihood between sites with or without RRFBs. However, driver yielding overall increased linearly over the five rounds of the study. Whether this was the result of the general presence of RRFBs on campus from the third round to the end of the fifth round is unknown. There is evidence from person interviews that students perceived increased safety for pedestrians over time. Being a RRFB chosen site or actual activation of the RRFBs did not have a significant relationship with pedestrian looking behavior either. The potential consequences of these results as well as the context of RRFB use on a university campus and generally low-speed roads are discussed.     

The effect of fatigue driving on car following behavior

Existing fatigued driving analysis methods mainly focus on lateral driving performance by using the measurements related to the steering wheel or lane position. There is a lack of research on longitudinal car following behavior. In this study, 40 professional drivers are invited to participate in field expressway driving experiment, lasting at least for 6 h. During the test, their performance is measured in terms of their self-reported fatigued driving level according to the Karolinska Sleepiness Scale (KSS), the PERcentage of eye CLOSures (PERCLOS) and the Time Headway (THW). Then the effects of the fatigued driving level on car following behavior are evaluated. The results indicate that the fatigue level (for both KSS and PERCLOS) has significantly impact on THW parameters, including the mean, standard deviation and minimum THW. An increase in KSS and PERCLOS leads to a lower mean and minimum THW. Meanwhile, the standard deviation of THW increases with the increase of KSS and PERCLOS. In conclusion, this study found that a higher fatigue level leads to the driver keeping a smaller THW when following another vehicle and choosing shorter THW to make lane change. More deviation of car following performance was also found with the increase of fatigue level. Therefore, the findings of this study can be used to explain fatigue as one of the major reasons for rear-end collisions. Also, the research findings demonstrate the impact of fatigue on driving behavior in terms of car following performance, which can be used as a measurement for monitoring fatigued drivers.     

Self-efficacy,planning, and preparatory behaviours as joint predictors of physical activity: A conditional process analysis

Objective: Planning can bridge the gap between intentions and action, but what bridges the gap between planning and action? This study helps to answer the question by disentangling the interrelationships between self-efficacy, planning and preparatory behaviours in predicting physical activity. Preparatory behaviours are tested as a working mechanism of planning. Moreover, it is tested whether the utility of preparatory behaviours depends on an individual’s level of self-efficacy.

Methods: A survey assessed planning, self-efficacy and preparatory behaviours for physical activity. Adults (N = 166) provided data at two measurement points. In a longitudinal model, preparatory behaviours were specified as a mediator between planning and physical activity. Self-efficacy was specified as a possible moderator at two points in the model.

Results: Preparatory behaviours mediated the relationship between planning and physical activity. An interaction between self-efficacy and preparatory behaviours on physical activity was found, indicating that individuals with low self-efficacy beliefs were more active if they engaged more frequently in preparatory behaviours.

Conclusion: Planning seems to stimulate preparatory behaviours, which in turn make future physical activity more likely. Furthermore, as performing preparatory behaviours represent a step forward towards the enactment of behavioural goals, preparatory behaviours may be particular beneficial for individuals afflicted by self-doubts regarding physical activity.     

Influence of following vehicle’s tailway and classification on subject driver’s response to the circular yellow indication

Traffic crashes at signalized intersections are frequently linked to driver behavior at the onset of the circular yellow (CY) indication. To better understand behavioral factors that influence a driver’s decision to stop or go at an intersection, this study analyzed the behavior of the driver of a subject vehicle at the onset of the CY indication. Driver performance data from 53 participants were collected in the Oregon State University Driving Simulator, simulating scenarios of driving through high-speed intersections under various conditions. Data included interactions where the driver stopped at the stop line (n = 644) or proceeded through the intersection (n = 628) in response to a CY indication. Data were analyzed as panel data while considering 12 indicator variables related to the driver’s stop/go decision. These indicator variables included time to stop line (TTSL), tailway time, following vehicle type, vehicle speed at the onset of the CY indication, and demographics (age, gender, driving experience, level of education, personal vehicle type, number of times driving per week, number of miles driving last year, participation in previous simulation studies. A random-parameter binary logit model was used to determine contributing factors for driver decision making at the onset of CY indication while accounting for unobserved heterogeneity. Four indicator variables were significantly related to the driver’s stop/go decision, but three factors varied across observations. Findings showed that a driver’s stop/go decision in response to a CY indication was associated with the time to the stop line (TTSL), tailway time to the following vehicle, subject vehicle speed at the onset of the CY indication, and driver’s age (20–36 years), but was not significantly associated with classification of the following vehicle. Also, the findings indicated that a shorter tailway increased a subject driver’s red-light running frequency. These findings provide insights into variables that affect driver decisions in a vehicle-following situation at the onset of the CY indication. This information can help make better decisions in smart traffic control systems such as to extend/decrease the green interval slightly to avoid decisions that are more difficult.     

Driving construals: Personal Construct Theory in a reckless driving context

With research revealing low road safety campaign efficacy and links between reckless driving behaviors and crash frequency, further investigation into the foundations and composition of driver education and training is required. Through two studies, the current research aimed to develop a measure that utilized the principles of Kelly’s (1955) Personal Construct Theory to (a) elicit constructs, or construals, specific to selected elements of reckless driving behaviors, (b) pilot a method in which the elicited constructs could be measured by asking participants to choose those they deemed most important, (c) group participants based on their constructs, and (d) assess between-group differences in self-reported reckless driving behavior. Results suggest that drivers can be categorized based on the constructs they use, and that rates of self-reported past engagement in reckless driving behavior, and willingness to do so in the future, vary systematically between these construal-based driver categories. Continuing research is required to develop and test applications of these findings.