企业核心竞争力与企业伦理品质

企业真正的核心竞争力来自企业伦理品质所产生的道德实力。企业的道德实力是企业遵循与市场经济理性相适应的道德准则,它一贯尊重和尽力满足利益相关人利益,并与利益相关人和谐交往共同发展而产生的道德凝聚力和影响力。与企业经营实力一样,企业道德实力是可以描述和量度的客观状态。具体可以从顾客忠诚度、员工忠诚度、股东忠诚度、融资资信度、同行联系度、供销稳定度、社区融洽度和社会美誉度等八个方面进行考量。     

An application of the prototype willingness model to drivers' speeding behaviour

We tested the prototype willingness model (PWM). The participants (N = 198) completed online questionnaire measures of PWM constructs (Time 1) and subsequent speeding behaviour (Time 2). Path analyses showed that the PWM accounted for 89% of the variance in subsequent (self‐reported) speeding behaviour. This significantly exceeded the variance accounted for by the theory of planned behaviour. In line with the PWM, both behavioural intention and behavioural willingness had direct effects on behaviour. Behavioural willingness had a significantly larger effect. Attitude and subjective norm both had indirect effects on behaviour through both behavioural intention and behavioural willingness. Prototype (similarity) perceptions had indirect effects on behaviour through behavioural willingness only. The findings support the notion that driving is governed by reactive decision‐making (willingness), underpinned by prototype perceptions, attitudes and subjective norms, to a greater extent than it is deliberative decision‐making (intentions), underpinned by attitudes and subjective norms. The implications for safety interventions are discussed.     

Effects of driving anger on driver behavior – Results from naturalistic driving data

There is a positive relationship between driving anger and near-crash or crash risk. However, it remains unclear if anger in fact contributes to traffic accidents and whether this happens due to cognitive overload or aggressive driving behaviors. This study investigated how anger affects driving behavior based on naturalistic driving data from the second Strategic Highway Research Program (SHRP 2). Ten-minute trip segments were analyzed in which drivers exhibited anger with regard to driving errors, violations, and aggressive expressions. This data was compared to a matched baseline consisting of the same drivers not exhibiting anger. Results showed that anger resulted in more frequent aggressive driving behaviors but did not increase driving error frequency. Anger consequently creates danger due to deliberate behaviors rather than because of cognitive overload. In congruence with this finding, only anger triggered by threats, provocations, and frustrations increased the frequency of deliberate infringements. In contrast, anger due to having conflicts with someone on the phone or with a passenger was not linked to any type of aberrant driving behavior. Finally, severe displays of anger were accompanied by more violations as compared to slight or marked anger.     

Sensitivity to reward and risky driving,risky decision making,and risky health behaviour: A literature review

Young driver road safety has persisted as a global problem for decades, despite copious and diverse intervention. Recently the influence in reward sensitivity, which refers to the individual’s personal sensitivity to rewards, has received attention in health-related research, including more generally through decision making in risky circumstances, and in risky driving behaviour specifically. As such, a literature review and synthesis of the literature regarding reward sensitivity in relation to risky driving, risky decision making, and risky health behaviour, with a focus on literature in which adolescents and young adults feature, is timely. Thirty-one papers were identified, and the literature revealed that young drivers with greater reward sensitivity engage in more risky driving behaviours including speeding, crashes and traffic violations; and that individuals with greater reward sensitivity engage in more risky decision making and other risky health-related behaviours (such as drinking and drug use). Adolescents and young adults exhibit heightened sensitivity to rewards in the presence of peers, which has considerable implications for young driver road safety as research consistently demonstrates that carrying peer passengers places all vehicle occupants at greater risk of being involved in a road crash. Consideration of the influence of reward sensitivity in young driver road safety, and other adolescent/young adult health-related safety, appears to be a promising avenue of intervention, with gain-framed messages more likely to be accepted by young drivers with greater reward sensitivity. Future research in jurisdictions other than Australia and Europe will increase our understanding of the influence of reward sensitivity, and exploration of the differential impacts of reward-responsiveness and fun-seeking specifically are warranted.     

Increasing following headway with prompts, goal setting, and feedback in a driving simulator

We evaluated the effects of prompting, goal setting, and feedback on following headway of young drivers in a simulated driving environment and assessed whether changes produced in following headway were associated with reductions in hard braking when drivers were and were not using cell phones. Participants were 4 university students. During baseline, drivers spent half of the time talking on cell phones while driving. At the start of the intervention, drivers were prompted to increase following headway while on the cell phones and were provided a specific target for following headway. Drivers were given feedback on increasing following headway when on cell phones at the end of each session. The intervention package was associated with an increase in following headway and a decrease in hard braking when participants were on and off the cell phones. Cell phone use did not affect any of the measures.     

Weighted vest effects on impact forces and joint work during vertical jump landings in men and women

Weighted vest (WV) use during vertical jump landings (VJL) does not appear to alter peak vertical ground reaction forces (GRF) or peak joint torques. However, WV effects on joint work and sex differences during VJL are not well understood. This study assessed WV effects on vertical GRF and sagittal joint work during VJL in men and women. Twelve men and 12 women performed VJL wearing a WV with zero added mass (unloaded) and with 10% body mass (loaded) while GRF and kinematic data were obtained. Mixed-model analyses of variance (α = 0.05) and effect sizes (ES) were used to assess differences between sexes and/or load conditions. Regardless of sex, greater landing height (p < 0.001; ES = 0.37) and peak vertical GRF (p = 0.001; ES 0.51) occurred when unloaded, while greater landing time (p = 0.001; ES = 0.46) and negative lower extremity work (p < 0.001; ES = 0.41) occurred when loaded through greater negative work about the hip (p = 0.001; ES = 0.27) and ankle (p = 0.020; ES = 0.27). No differences in hip (p = 0.753; ES = 0.03), knee (p = 0.588; ES = 0.07), or ankle (p = 0.580; ES = 0.09) joint displacement were detected between loaded and unloaded conditions. Men exhibited greater landing heights (p < 0.001; ES = 2.49) and greater peak vertical GRF than women (p = 0.007; ES = 1.18), though women exhibited greater negative lower extremity work (p < 0.001; ES = 1.98) than men through greater negative knee (p < 0.001; ES = 1.98) and ankle (p = 0.032; ES = 0.94) work. No sex differences were detected for joint angular displacement about the hip (p = 0.475; ES = 0.30), knee (p = 0.666; ES = 0.18), or ankle (p = 0.084; ES = 0.71). These data revealed a unique load accommodation strategy during VJL with a WV characterized by greater lower extremity joint work performed via increased joint torque despite lesser landing height and peak vertical GRF. Women appear to perform greater lower extremity joint work than men during VJL despite lesser landing height and peak vertical GRF. Current and prospective WV users should be aware of their load accommodation strategy during VJL with an external load. Women may consider developing more refined load accommodation strategies for VJL regardless of whether external loading is applied to avoid performing excessive amounts of lower extremity work.     

Intermittent explosive disorder and other psychiatric comorbidity among court-referred and self-referred aggressive drivers

We assessed possible Axis I and Axis II disorders in two groups of aggressive drivers (n=20, court-referred; n=10, self-referred) and 30 non-aggressive driver controls, using the SCID and SCID-II. Aggressive drivers were more likely than controls to be positive for any Axis I and Axis II disorders. They were also more likely to meet the criteria for Intermittent Explosive Disorder (IED), current or past alcohol or substance abuse or dependence and Antisocial PD and Borderline PD. The self-referred aggressive drivers were more likely than court-referred aggressive drivers to meet the criteria for a current or past Anxiety Disorder. Re-analysis of aggressive driver data on the basis of presence or absence of IED revealed differences only in Axis II disorders: those with IED were more likely to meet the criteria for any Axis II disorder and Antisocial PD.     

Anger,aggression, risky behavior,and crash-related outcomes in three groups of drivers

High anger drivers who acknowledged problems with driving anger and were interested in treatment were compared to high and low anger drivers who did not acknowledge problems with driving anger or want treatment. Although high anger drivers who acknowledged problems reported greater anger on two measures than high anger drivers who did not acknowledge problems, both high anger groups tended not to differ from one another and were more frequently and intensely angered when driving, reported more aggressive and less adaptive/constructive forms of expressing anger while driving, engaged in more aggressive and risky behavior on the road, and experienced more of some accident-related outcomes than low anger drivers. High anger groups did not differ from each other, but reported more trait anxiety and anger and more outward negative and less controlled general anger expression than the low anger group. The two groups of high anger drivers, however, require different types of interventions given their state of readiness for driving anger reduction. Results were also interpreted as supportive of the state-trait model of anger and construct validity of the Driving Anger Scale.     

Slow down! Get off that phone! The impact of a high school road safety education program in influencing whether a young person speaks up to a risky driver

Risky driving behaviours such as mobile phone use and speeding remain common among young people, thereby contributing to their over-representation in road crashes. There is much evidence that similar-aged peer passengers can have a negative impact on a young driver’s behaviour; however, there is also research that supports the positive influence that peer passengers can have when they speak up about risky behaviours. Road safety education programs, such as the Royal Automobile Club of Queensland’s (RACQ) Docudrama program, aim to help young people understand the important role they play as peer passengers and, thus, the importance of being willing to speak up to a driver who may be engaging in risky behaviours. Extending on a previous evaluation of the RACQ Docudrama program, the current study uses an Extended Theory of Planned Behaviour framework to evaluate the program’s effectiveness in influencing peer passengers’ intentions and self-reported behaviour in speaking up against risky driving behaviours, including mobile phone use and speeding. A repeated-measures design compared participants’ responses over 3 time-points: Time 1 (one month before participating in the program), Time 2 (immediately after having participated in the program), and Time 3 (three months after program participation). The results indicate that levels of anticipated regret for having not spoken up were higher following participation in the program suggesting that it encouraged young people to consider how they would feel if something was to happen and they, as passengers, had not tried to prevent it by speaking up. Three months after participating in the program, the majority of participants reported that they were positively influenced by the program in terms of engaging in safer behaviours as passengers; although the significant effects regarding improvements were observed only immediately after participating in the program. The implications of such findings are discussed in terms of the need for some type of ‘booster’ post-program participation to capitalise on the positive immediate effects that the program evokes.