Evaluating the effectiveness of Didi ride-hailing security measures: An integration model

Security is one of the most critical factors influencing individuals’ mobility. Ensuring security along ride-hailing trips is also a fundamental challenge to service providers. After two cases of rape and homicide, Didi has rectified measures again to meet passengers’ need for security. However, there are few scientific findings concerning the impact of Didi rectified measures on personal perception of security. This study aims to explore critical latent factors that affect individuals’ intentions to use or reuse ride-hailing after the rectification of security measures. This paper examines individuals’ usage intentions by integrating and expanding both the Technology Acceptance Model (TAM) and the Theory of Planned Behavior (TPB). Research results suggest that perceived security, security risk, and government credibility are correlated with the intentions to use or reuse ride-hailing. Importantly, perceived security and security risk both have a direct impact on behavioral intentions from a different perspective. In contrast, government credibility has an indirect effect. Hence, a mediating effect test is conducted. Government credibility could indirectly influence behavioral intention by affecting trust. Finally, this study verifies that the effectiveness of security measures could be evaluated and improved by studying the influence of latent factors on the intentions to use or reuse ride-hailing.     

Driver conflict response during supervised automation: Do hands on wheel matter?

Securing appropriate driver responses to conflicts is essential in automation that is not perfect (because the driver is needed as a fall-back for system limitations and failures). However, this is recognized as a major challenge in the human factors literature. Moreover, in-depth knowledge is lacking regarding mechanisms affecting the driver response process. The first aim of this study was to investigate how driver conflict response while using highly reliable (but not perfect) supervised automation differ for drivers that (a) crash or avoid a conflict object and (b) report high trust or low trust in automation to avoid the conflict object. The second aim was to understand the influence on the driver conflict response of two specific factors: a hands-on-wheel requirement (with vs. without), and the conflict object type (garbage bag vs. stationary vehicle). Seventy-six participants drove with highly reliable but supervised automation for 30 min on a test track. Thereafter they needed to avoid a static object that was revealed by a lead-vehicle cut-out. The driver conflict response was assessed through the response process: timepoints for driver surprise reaction, hands-on-wheel, driver steering, and driver braking. Crashers generally responded later in all actions of the response process compared to non-crashers. In fact, some crashers collided with the conflict object without even putting their hands on the wheel. Driver conflict response was independent of the hands-on-wheel requirement. High-trust drivers generally responded later than the low-trust drivers or not at all, and only high trust drivers crashed. The larger stationary vehicle triggered an earlier surprise reaction compared to the garbage bag, while hands-on-wheel and steering response were similar for the two conflict object types. To conclude, crashing is associated with a delay in all actions of the response process. In addition, driver conflict response does not change with a hands-on-wheel requirement but changes with trust-level and conflict object type. Simply holding the hands on the wheel is not sufficient to prevent collisions or elicit earlier responses. High trust in automation is associated with late response and crashing, whereas low trust is associated with appropriate driver response. A larger conflict object trigger earlier surprise reactions.     

Sexual activity while driving: A content analysis of media reports

Sexual activity while driving fits the definition of distracted driving because it involves the diversion of attention away from the driving task. However, this risky driving behaviour has received little attention compared to other distracted driving activities. To address the lack of research on sexual activity while driving, the internet was searched from April to June 2020 for media reports in which sexual activities occurred within the cabin of a moving vehicle, taking specific note of: gender, the presence of others, time of day, use of substances, the nature of the circumstances surrounding the incident, and whether crashes had occurred. A total of 106 unique and verified cases were identified from 2004 to 2020. The reports involved 76 male (71.7%) and 30 female drivers (28.3%), and there were 43 (40.5%) serious incidents that involved a crash and 23 fatalities (21.7%). In 17 (16.0%) incidents their vehicle hit another car, and a pedestrian or cyclist was hit in 3 (2.8%) incidents. The risk of a serious incident was higher during oral sex or intercourse than solitary activities (i.e. masturbation). A total of 63 (59.5%) mild incidents (without crashes or fatalities) were identified, in which reports included accounts by witnesses or police regarding sexual activity while driving. Given the potential seriousness of incidents, this topic deserves further research to better understand the prevalence and safety implications of sexual activity while driving.     

Correlations of multiple rider behaviors with self-reported attitudes,perspectives on traffic rule strictness and social desirability

Powered Two-Wheeler (PTW) riders constitute a very vulnerable group of road users, while riding a PTW is considerably more dangerous than using any other motor vehicle. Behavioral issues have been identified major moderating factors to PTW crashes, as riders display great variability in their attitudes towards road safety. Τhe aim of this paper is to present a thorough, overarching structure of relationships correlating various unsafe stated PTW rider behaviors (riding after alcohol consumption, speeding, helmet use and texting) with several self-reported attitude parameters and factors regarding rider perspectives on traffic rule strictness and social desirability. A structural equation model (SEM) was developed using data from the ESRA2 survey, which provided a broad sample encompassing 5,958 respondent riders from 32 countries. Numerous statistical relationships were discovered and quantified correlating the four examined unsafe rider behaviors with eight latent unobserved variables. All covariances between unsafe behaviors were found to be positive and statistically significant, indicating that a rider who will engage more frequently in every single one of the four examined unsafe riding behaviors is more likely to also engage in all the others as well.     

Does awareness of penalties influence deterrence mechanisms? A study of young drivers’ awareness and perceptions of the punishment applying to illegal phone use while driving

This research implemented both qualitative and quantitative methods to 1) explore young drivers’ (aged between 17 and 25 years) awareness and perceptions of legal sanctions associated with phone use while driving and 2) identify whether the accuracy of their knowledge influences deterrence-related perceptions. In the qualitative phase, 60 Queensland motorists participated in focus groups. The findings of the focus groups highlighted that greater awareness of the penalty for phone use while driving would enable this punishment to act as a more salient deterrent. More specifically, the penalty for hands-free phone use was considered too high, whereas when the penalty was applied to hand-held phone use it was considered reasonable, with some commenting that increasing the fine could be a greater deterrent. However, the penalty also appeared to be linked to the perceived legitimacy of the rule. The quantitative phase utilised a cross-sectioanl survey design and consisted of 503 drivers. Overall, more participants appear to be underestimating (63% underestimated the fine and 37% underestimated the demerit points) as opposed to overestimating (14% overestimated the fine and 22% overestimated the demerit points) the penalty for phone use while driving. As expected, compared to those who accurately estimated the extent of the punishment (both the monetary sanction and the number of demerit points) associated with phone use while driving, drivers who underestimated the phone punishment (points and fine) had significantly lower perceptions of the severity of punishment. These findings suggest that some young drivers do not have sufficient knowledge of mobile phone sanctions, which has significant implications for ongoing attempts to maximise deterrent mechanisms.     

From sport to eco: A case study of driver inputs on electric vehicle efficiency

This study focuses on driver-induced changes to vehicle energy and emissions performance by altering drivetrain configurations. It defines and examines the motivations for the use of drive modes in plug-in hybrid electric vehicles (PHEVs). Drive modes are defined as user-selectable drivetrain configurations that allow drivers to change vehicle performance aspects such as altering its propulsion status from electric to gas, changing the steering responsiveness, suspension stiffness, and regenerative braking strength. Despite the direct impact they have on the vehicle’s energy usage, greenhouse gas emissions, and local air emissions, the impact of drive modes are not traditionally measured as part of the vehicle’s performance and certification tests. The impact of drive mode choice can explain a portion of the discrepancy between PHEVs expected and on road performance as a recent study by the authors found that the use of certain modes can result in a 15–30% increase in total energy usage in a vehicle traveling at freeway speeds.This is the first study to examine the motivations for the use of these drive modes and provides an overview of PHEV drive modes, classifying them into two main mode categories (propulsion adjustment and driver experience) and eight different mode types based on their intended purpose. This is followed by a logistic regression of 11 indicators for mode usage taken from a survey of over 4,500 PHEV owning households, showing that gender and the number of long-distance trips were the most commonly associated with usage across mode types.     

The effects of an authentic coaching intervention on athlete outcomes: A pilot randomised controlled trial

ObjectivesAuthentic leadership has been found to be related to promising outcomes in sport. However, no intervention designed to increase coaches' authentic leadership exists. The aim of this study was to develop and evaluate such an intervention.DesignThe study was a pilot randomised controlled trial. We used a mixed design with Group (Intervention, Control) as between- and Time (pre, post) as within-participants factors.MethodA total of 18 coaches (M_age = 37.89; 83% males) and their athletes (N = 153; M_age = 20.48; 50.3% females) were randomly allocated, via block randomisation, into either an intervention (coaches n = 9, athletes n = 90) or a control group (coaches n = 9, athletes n = 63). The coaches in the intervention group received a 2-h-long workshop and completed weekly coaching logs. Data were collected via questionnaires, which were administered to both the coaches and their athletes prior to the workshop and two months after the workshop.ResultsThe results revealed that the intervention group reported higher authentic leadership compared to the control group. A mixed-design analysis of variance indicated that athletes in the intervention group reported significantly higher enjoyment and prosocial behaviour from pre- to post-intervention compared to the control group.ConclusionsThe findings suggest that an authentic coaching intervention can be effective in improving coaches' authentic behaviours and promoting positive athlete outcomes.     

组织中个体主动性行为“利与弊”

个体主动性行为是组织中个体主动做出的面向未来和面向变革的工作行为, 近年来成为组织行为研究领域的重要议题。从现有研究来看: (1)在研究主题上, 多数研究发现了个体主动性行为可以带来正向结果, 个别学者也注意到了个体主动性行为的代价; (2)在分析视角上, 主要包括个体主动性行为对个体层面和组织情境层面的正向与负向影响; (3)在理论机制上, 个体主动性行为的“利弊”效应可用优势互补理论、自我决定理论和归因理论来解释。未来研究可着重进行以下理论整合: (1)从个体主动性行为类型出发, 基于智慧主动性的视角揭示其内在机制; (2)从主动性行为者和观察者特征两面性的视角, 实证探讨其背后机理; (3)从主动性行为主客体特征的发展视角进行动态研究。     

感知易用性会影响网络游戏中虚拟商品的使用意愿么?——感知有用性和玩家神经质的作用

基于技术接受模型考察了网络游戏中虚拟商品感知易用性对其使用意愿的影响,以及感知有用性、玩家神经质在其中的作用。采用虚拟商品使用意愿问卷、感知易用性问卷、感知有用性问卷和大五人格量表神经质分量表对559名有过网络游戏经验的大学生进行调查。结果显示:(1)虚拟商品的感知易用性可显著正向预测使用意愿;感知有用性在两者间起中介作用;(2)虚拟商品感知有用性的中介作用受到玩家神经质的调节:对于低神经质的玩家,该间接效应显著;而对于高神经质的玩家,该间接效应不显著。     

问题性网络游戏使用青少年未来取向的助推研究

摘要：以问题性网络游戏使用青少年为研究对象,基于锚定效应助推国民身心健康的理论前提和态度改变理论视角,通过实验1和实验2分别建立未来取向内部锚和未来取向外部锚,检验未来取向内部锚和外部锚对减少问题性网络游戏使用青少年游戏时间的有效性。结果表明,未来取向内部和外部的助推方式,均能够有效促进问题性网络游戏使用青少年游戏时间的减少,提高了决策效用。