Human Agency in the Missio Dei and the Problem of Discipleship

At the heart of this article is an inquiry into the relationship between human and divine agency in the doctrine of the missio Dei and a critique of the turn to the language of discipleship in looking to articulate this agency. Taking the World Council of Churches’ Commission of World Mission and Evangelism's two recent documents, Together towards Life: Mission and Evangelism in Changing Landscapes (TTL) and the “Arusha Call to Discipleship,” as a case study, this article will seek to articulate an account of human participation in the missio Dei which maintains the emphasis on spirituality in TTL. Through a close reading of TTL and the Arusha Call, the article will demonstrate that the introduction of discipleship language has not solved the issue of agency but rather has changed the account of agency and, as a result, the missiology. By turning to accounts of faithful participation from qualitative research into British Methodism, to John V. Taylor's Go-between God, and to Pope Francis’ Evangelii gaudium, I will suggest that a better account of human agency in the missio Dei can be developed by emphasizing the pneumatology of TTL and by turning to language of attentiveness, accompaniment, and discernment.     

Le rapport à la loi et à ses représentants est-il altéré par le contact des adolescents avec les acteurs de la chaîne pénale ? Une revue systématique de la littérature

IntroductionAdolescents have the highest prevalence and incidence rates of delinquency. Several authors have suggested that the rejection of authority figures in adolescence may explain these rates. Other studies have also found a positive relationship between delinquency and negative attitudes toward the law and its representatives.ObjectiveThe objective was to make an inventory of the current scientific knowledge concerning the link between contact with the penal actors and the adolescents’ attitude towards the law and its representatives. We also want to identify the mediators of this link.MethodWe conducted a systematic review. Of the 802 articles identified, we selected those involving adolescents and focusing on contact with penal actors (i.e., law enforcement officers, court personnel, lawyers, prison personnel, security personnel, social workers) and on attitudes toward the law and its representatives. Our review finally covers the 46 articles corresponding to our inclusion and exclusion criteria.ResultsMost studies show that contact with penal actors lead to more negative attitudes toward the law and its representatives. Longitudinal studies suggest that this relationship is causal : contact with penal actors leads adolescents to have less positive attitudes towards the law and its representatives. However, there seem to be differences according to the type of contact studied.ConclusionThese results, questioning the penal responses brought to adolescents, will be discussed, both on a theoretical and practical level. Methodological issues will also be addressed.     

COMMUNITY INTERVENTION TO DETER ILLEGAL PARKING IN SPACES RESERVED FOR THE PHYSICALLY DISABLED

Illegal use of reserved parking spaces represents a major obstacle to the independence and mobility of people with physical disabilities. Using an ABACACA reversal design, the daily rates of illegal parking in four reserved spaces were examined across three types of sign displays: (a) a vertical sign alone or in combination with (b) a message sign that announced the possibility of public surveillance or (c) a message dispenser device that announced community involvement and dispensed politely worded reminder notes. The average rate of illegal parking dropped from 51.3% during the initial vertical sign phase to 37.3% under the message sign condition, followed by an increase to 50.4% when the message was removed. Illegal parking decreased to 24.5% when the message dispensers were first used (followed by an increase to 57.0% when they were removed) and to 23.7% when the message dispenser condition was repeated. Illegal parking in the final vertical sign condition failed to return to previous levels (M = 37.3%).     

Adaptations in driver deceleration behaviour with automatic incident detection: A naturalistic driving study

Traffic congestion and crash rates can be reduced by introducing variable speed limits (VSLs) and automatic incident detection (AID) systems. Previous findings based on loop detector measurements have revealed that drivers reduce their speeds while approaching traffic congestion when the AID system is active. Notwithstanding these behavioural effects, most microscopic traffic flow models assessing the impact of VSLs do not describe driver response accurately.This study analyses the main factors that influence driver deceleration behaviour while approaching traffic congestion with and without VSLs. The Dutch VSL database was linked to the driver behaviour data collected in the UDRIVE naturalistic driving study. Driver engagement in secondary tasks and glance behaviour were extracted from the video data. Linear mixed-effects models predicting the characteristics of deceleration events were estimated.The results show that the maximum deceleration is high when approaching a slower leader, when driving at high speeds and short distance headways, and close to the beginning of traffic congestion. The minimum time headway is short when driving at high speeds and changing lanes. Certain drivers showed higher decelerations and shorter time headways than others. Controlled for these main factors, smaller maximum decelerations were found when the VSLs were present and visible, and when the gantries were within close proximity. These factors could be incorporated into microscopic traffic simulations to evaluate the impact of AID systems on traffic congestion more realistically. Further research is needed to clarify the link between engagement in secondary tasks, glance behaviour and deceleration behaviour.     

Support for distracted driving laws: An analysis of adolescent drivers from the Traffic Safety Culture Index from 2011 to 2017

IntroductionAdolescent drivers are often the focus of traffic safety legislation as they are at increased risk for crash-related injury and death. However, the degree to which adolescents support distracted driving laws and factors contributing to their support are relatively unknown. Using a large, nationally weighted sample of adolescent drivers in the United States, we assessed if perceived threat from other road users’ engagement in distracted driving, personal engagement in distracted driving behaviors, and the presence of state distracted driving laws was associated with support for distracted driving laws.MethodsThe sample included 3565 adolescents (aged 16–18) who participated in the Traffic Safety Culture Index survey from 2011 to 2017. A modified Poisson regression model with robust errors was fit to the weighted data to examine support for distracted driving laws. Models included age, gender, year, state distracted driving laws, personal engagement in distracted driving behavior, and perceived threat from other road users’ engaging in distracted driving.ResultsApproximately 87% of adolescents supported a law against texting and emailing compared to 66% who supported a universal handheld cellphone law. Support for distracted driving legislation was associated with greater perceived threat of other road users engaging in distracted driving while accounting for personal engagement in distracted driving, state distracted driving laws, and developmental covariates.DiscussionGreater understanding of the factors behind legislative support is needed. Public health interventions focused on effectively translating the risks of cellphone use while driving and effective policy will further improve the traffic safety culture.     

Different level automation technology acceptance: Older adult driver opinion

The increase in the number of older adult drivers in developed countries has raised safety concerns due to the decline in their sensory, motor, perceptual, and cognitive abilities which can limit their driving capabilities. Their driving safety could be enhanced by the use of modern Automated Driver Assistance Systems (ADASs) and might totally resolved by full driving automation. However, the acceptance of these technologies by older adult drivers is not yet well understood. Thus, this study investigated older adult drivers’ intention to use six ADASs and full driving automation through two questionnaires with 115 and 132 participants respectively in Rhode Island, USA. A four-dimensional model referred to as the USEA model was used for exploring older adult drivers’ technology acceptance. The USEA model included perceived usefulness, perceived safety, perceived ease of use, and perceived anxiety. Path Analysis was applied to evaluate the proposed model. The results of this study identified the important factors in older adult drivers’ intention to use ADASs and full driving automation, which could assist stakeholders in improving technologies for use by older drivers.     

An empirical investigation into carpooling behaviour for sustainability

Carpooling is a sustainable, economical, and environmental friendly solution that can significantly reduce air pollution and traffic congestion in urban areas. In spite of its numerous benefits, commuters are still skeptic about adopting it as a routine choice for transportation. This study attempts to map commuters’ attitude towards carpooling services. The study has focused on a few motivational constructs that can have an influence on commuters’ behavior. The study has looked at the role of cognitive complexity and empowerment perceptions of commuters to check if these constructs significantly intervene in the behavioral outcomes. The methodology used is a scenario-based 2 × 2 survey design where the sample is an individual who has experience with carpooling. The survey has used two levels (high, low) each of cognitive complexity and psychological empowerment to give rise to four scenarios. The final sample consisted of 400 carpoolers selected from an IT park having more than 5000 employees. MANOVA analysis showed that cognitive complexity and psychological empowerment had significant influence on the motivational constructs used in the study. Value beliefs, safety and platform quality perceptions were found to have a direct impact on attitude formation and intention to engage in carpooling behavior. The findings offer many implications for managers in the sense that that they can focus on creating suitable communication that creates favorable perceptions towards carpooling to bring about better adoption intentions.     

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.     

The role of drivers’ social interactions in their driving behavior: Empirical evidence and implications for car-following and traffic flow

Models for describing the microscopic driving behavior rarely consider the “social effects” on drivers’ driving decisions. However, social effect can be generated due to interactions with surrounding vehicles and affect drivers’ driving behavior, e.g., the interactions result in imitating the behavior of peer drivers. Therefore, social environment and peer influence can impact the drivers’ instantaneous behavior and shift the individuals’ driving state. This study aims to explore empirical evidence for existence of a social effect, i.e., when a fast-moving vehicle passes a subject vehicle, does the driver mimic the behavior of passing vehicle? High-resolution Basic Safety Message data set (N = 151,380,578) from the Safety Pilot Model Deployment program in Ann Arbor, Michigan, is used to explore the issue. The data relates to positions, speeds, and accelerations of 63 host vehicles traveling in connected vehicles with detailed information on surrounding environment at a frequency of 10 Hz. Rigorous random parameter logit models are estimated to capture the heterogeneity among the observations and to explore if the correlates of social effect can vary both positively and negatively. Results show that subject drivers do mimic the behavior of passing vehicles –in 16 percent of passing events (N = 18,099 total passings occurred in freeways), subject vehicle drivers are observed to follow the passing vehicles accelerating. We found that only 1.2 percent of drivers normally sped up (10 km/hr in 10 s) during their trips, when they were not passed by other vehicles. However, if passed by a high speed vehicle the percentage of drivers who sped up is 16.0 percent. The speed change of at least 10 km/hr within 10 s duration is considered as accelerating threshold. Furthermore, the acceleration of subject vehicle is more likely if the speed of subject driver is higher and more surrounding vehicles are present. Interestingly, if the difference with passing vehicle speed is high, the likelihood of subject driver’s acceleration is lower, consistent with expectation that if such differences are too high, the subject driver may be minimally affected. The study provides new evidence that drivers’ social interactions can change traffic flow and implications of the study results are discussed.