Modifying Beliefs and Attitudes to Exceeding the Speed Limit: An Intervention Study Based on the Theory of Planned Behavior1

This study builds on previous theory of planned behavior (TPB) studies in which we identified the beliefs and values which predict intention to commit driving violations. Four short experimental videos were developed in order to assess the effectiveness of an intervention grounded in the TPB. Three of the videos featured the major constructs of the TPB model. The fourth video featured anticipated regret, an addition to the TPB model which had previously been shown to add significantly to its predictive performance (Parker, Manstead, & Stradling, 1995). Results indicated that two of the videos brought about statistically significant belief changes with respect to scores on TPB items, and significant changes in general attitudes toward speeding. Discussion centers on the problems encountered in operationalizing the TPB constructs and on the potential of theory-based interventions to induce attitude change.     

Dimensions of driver anger, aggressive and highway code violations and their mediation by safety orientation in UK drivers

Aggressive behaviour on the roads is reported to be on the increase. This study administered Driving Anger Scale (Deffenbacher et al. (1994). Development of a driving anger scale. Psychological Reports, 74, 83–91.), the Driver Behaviour Questionnaire, and the Driving Skill Inventory to a sample of 270 British drivers. Factor analysis of the Driving Anger Scale items yielded three factors measuring anger generated by the reckless driving, direct hostility and impeded progress by others—contrary to the six subscales found with the original US sample. Younger drivers and low mileage drivers were more likely to exhibit all three types of driving anger, but no differences between male and female drivers were found. In addition, a driver’s safety orientation predicted (negatively) anger evoked by impeded progress and direct hostility whereas self-assessed perceptual-motor skills were positively related to anger generated by impeded progress. Both Highway Code and aggressive violations were significantly related to the anger factors, and, using the procedure by Baron and Kenny (Baron & Kenny (1986). The moderator–mediator variable distinction in social psychological research: conceptual, strategic, and statistical considerations. Journal of Personality and Social Psychology, 51, 1173–1182.), the prediction of violating behaviour (Driver Behaviour Questionnaire) by reported anger was shown to be mediated by the self-assessed safety skill scale but not the perceptual-motor skill scale (Driver Skill Inventory), and moderated by neither. Implications for driver education countermeasures are noted.     

Changes in self-concept during occupational socialization of new recruits to the police

In a cross-sectional study five groups of male recruits (n = 369; ages 21 to 36) to a large English provincial police force were tested: one group at entry, three groups at different stages of their 2-year probationary period (one at one-quarter, one at one-half and one at three-quarters of the way through) and one immediately after the probationary period. Significant group effects were found on all 27 items of a set of self-concept statements, suggesting effects of entry-level occupational socialization on recruits' self-image. Changes from group to group during the course of training were examined using discriminant function analysis. Factor analysis yielded four clusters of items: isolation/vulnerability, tension/apprehension, self-worth and commitment/empathy; scores on all four fluctuated during training. Isolation and apprehension rose from a low base during training, and self-worth fell from a high base, but entry levels were recovered by completion of training, giving support for a weak version of the U-curve hypothesis of adaptation. However, high levels of commitment and empathy at entry were significantly depressed on completion of training. In addition, older trainees reported lower self-worth and higher apprehension. Results are interpreted in terms of adaptation during occupational socialization towards a more instrumental and cynical operational style.     

The Role of Affect in Predicting Social Behaviors: The Case of Road Traffic Violations

Increasing support for the relationship between road traffic violations and accident liability has led to research focusing on the motivational factors that promote these behaviors. In Study 1, a large sample of young (17–40 years) drivers were asked to complete the Driver Behavior Questionnaire (DBQ; Parker, Reason, Manstead, & Stradling, 1995). Factor analysis revealed 3 factors: errors, highway code violations, and more interpersonally aggressive violations. In Study 2, a smaller sample of drivers was recruited (17–70 years) to investigate further this distinction between different types of violation and also the role of affect in predicting behavior. Factor analysis of a modified DBQ revealed 3 types of violation. Measures of positive affect were found to be good predictors of all 3 violation types. Discussion focuses on social psychological and applied implications.     

Conditions for speeding behaviour: A comparison of car drivers and powered two wheeled riders

Against a UK background of decreases in collisions involving car drivers, motorcycle collisions are on the increase. To throw light on this process, this paper explores differences between motorcyclists and car drivers in the conditions for speeding behaviour. Some predictions derived from the model of Task-difficulty Homeostasis (TDH) were tested using self-report data from samples of older (>35 years), male car drivers (n = 269) and motorcyclists (n = 102). As predicted, riders were more likely to speed on rural roads and less likely to speed on urban roads, and, riders were much more likely to speed in daytime than at night.Riding a motorcycle offers opportunities for expressive use of the vehicle and riders are more likely to say they really enjoy riding fast. However amongst older riders this behaviour appears to be largely confined to daytime riding on rural roads. Compared with cars, motorcycles provide more of an opportunity to manoeuvre around obstacles in controlling task demand, rather than using speed as the primary controlling variable. Although this provides more options for the rider, it carries with it vulnerability to loss of control from variation in road surface adhesion and maintaining too high a speed.     

Perceived Consensus in Estimates of the Prevalence of Driving Errors and Violations

This paper reports a study of perceptions of the prevalence of certain driving errors and violations in a large ( N = 1,656) sample of drivers. In keeping with previous research on perceptions of social consensus, it was predicted that (a) drivers who reported that they themselves regularly commit these errors and violations would make larger estimates of the percentage of other road users who regularly engage in these behaviors, by comparison with drivers who reported that they do not regularly commit these errors and violations; (b) comparison of estimates of social consensus for own behavior with the actual numbers of respondents reporting that they did or did not engage in these behaviors would show that those who do commit the behaviors regularly would overestimate consensus for their position, while those who do not commit the behaviors regularly would underestimate consensus for their position; and (c) these tendencies to overestimate or underestimate actual consensus for own position would be correlated with the perceived offensiveness to others of the behavior concerned, such that departures from actual consensus would be greater for behaviors rated as more offensive. The results provide strong support for the first two predictions but none for the third; indeed, the degree of over- or underestimation tended to be inversely related to offensiveness. In addition, there were unanticipated but highly consistent sex and age differences in perceptions of the prevalence of the target behaviors, with female and younger respondents making higher estimates than male and older respondents, respectively. The theoretical and practical implications of these findings are discussed.     

Judgmental asymmetry in the exercise of police discretion

Police officers and probationer constables rated 40 sets of circumstances as to how far each would influence them to prosecute or not prosecute a motorist stopped for speeding. The distribution of responses about the ipsative means exhibited an asymmetry, consistent with the maximum salience bias towards a negative proportion of 1/e (Tuohy and Stradling, 1987). This asymmetry occurred in both directions, differentiating between a minority group for whom ‘prosecute’ was the negative pole and a majority for whom ‘not prosecute’ was negative. These groups did not differ significantly on overall mean rating, but did so on the primary underlying factor (‘lack of deference’), where the former group was significantly more likely to prosecute. Significant differences were also found between probationer and experienced officers in their susceptibility to the bias, and in their distribution between the two groups.