« Femmes au volant,danger au tournant » Les conductrices sont-elles victimes d’une menace de stéréotype ?

Owing to the sexuation of occupations associating technical attributes with men and relational skills with women, the latter are less numerous in professions where driving is involved. The negative stereotype associating women with poor driving skills is thus likely to have a cognitive and behavioral impact. According to the model of the stereotype threat, could activation of the threat inhibit the performance of women in a Highway Code test? After performing an association task that demonstrated a largely negative stereotype, 56 female students took a Highway Code test in two conditions: an experimental condition where the stereotype was activated by a comparison between men and women (N = 17); and a control condition without activation (N = 39). Subjects performed less well in the experimental condition, demonstrating the expected effects of the stereotype threat.     

Age and outstanding occupational achievement: Lehman revisited

The findings of H. C. Lehman's (1953, Age and achievement, Princeton, NJ: Princeton Univ. Press) study of age and outstanding occupational achievement were reviewed along with the explanations which have been put forth to account for the finding that major contributions are most likely to occur in young adulthood. Subsequently, an alternative explanation was proposed based on the central developmental tasks facing individuals in young adulthood and middle age. More specifically, it is argued, in accordance with N. Haan (1981, in R. M. Lerner & N. A. Busch-Rossnagel (Eds.), Individuals as producers of their own development: A life span perspective, New York, Academic Press), that young adults employ an accommodating adaptive style, and that the cognitive and behavioral concomitants of this style may increase the likelihood of major contributions. It is also noted that the realistic, controlling adaptive style of the middle aged would tend to facilitate minor contributions. Finally, the broader literature was reviewed in relation to these hypotheses, and certain practical implications of this reinterpretation were laid out.     

The modification of intelligence through early experience

Infants judged to be at risk for subnormal intellectual growth were randomly assigned to an Experimental (N = 27) or a Control (N = 25) group. Infants in both groups received medical care and dietary supplements; their families received social work services on a request basis. Experimental children participated in an educational daycare program beginning before the third month of life. The daycare program was composed, in part, of curriculum activities designed to stimulate intellectual growth. Between 6 and 36 months of age, Experimental children maintained normal intellectual growth; Control children declined in IQ beginning between 12 and 18 months of age and remained significantly lower than Experimental children at 24 and 36 months. The mother-child IQ correlation for Control dyads was 43; for Experimental dyads the correlation was ?.05. These two types of evidence are interpreted as support for the importance of early environments in the development of intelligence.     

Is speed of information processing related to fluid or to crystallized intelligence?

Speed of information processing was examined in relation to the theory of fluid and crystallized intelligence. Sixty sixth grade children completed the Standard Progressive Matrices test and the Mill Hill Vocabulary scale, both untimed, as measures of fluid and crystallized intelligence, and three RT tasks: Memory Scanning, Picture Identification, and Sentence-Picture Comparison. As predicted, RT parameters, with the exception of slope on two tasks, were negatively correlated with scores on both tests. There were no consistent differences between the two tests in the size of correlations with RT, and partial correlations, eliminating the effects of fluid and crystallized intelligence respectively, failed to support any causal relationship between fluid and crystallized intelligence in either direction. Some limitations of the research, specifically in the possible effect of error rates on the speed-intelligence relationship, and in the application to individuals of task parameters derived from group performance, are noted.     

Personological dynamics of leadership

This study reports on the personality correlates of rated leadership using the California Psychological Inventory (CPI) and 50 college football players. Subjects were also given leadership scores using a CPI-based leadership regression equation. Two findings are of interest. First, consistent with past research, leaders were characterized by high scores on CPI Scales for Dominance, Self-Acceptance, and Responsibility. Second, coaches' leadership ratings correlated .62 with scores on the leadership regression equation. This provides an additional cross validation of this leadership equation and supports the notion that a stable set of personality traits characterize leaders. Some theoretical implications are discussed.     

The prevalence of mental retardation: Cross-cultural considerations from Sweden and the United States

Recent reports from Sweden and other European countries have shown a sharp disparity between their incidence and prevalence figures on mild mental retardation and similar figures in the U.S. (Grunewald, 1979; Martin, Blodgett, Edwards, Geer, & Melcher, 1974; Robinson & Robinson, 1976).The purpose of this paper is to provide a model of intellectual performance that might explain such disparities and predict future levels of occurrence of mild mental retardation. Such explanations should have relevance for our views on the development of intellectual ability as well as, on a practical level, planning the allocation of treatment resources. Such planning clearly depends upon the number of children having the condition in question.Over the past few decades we have progressed substantially in our ability to describe mental retardation and to differentiate it from conditions that superficially resemble it; such as, autism, learning disabilities, schizophrenia, etc., (Baroff, 1974; Robinson & Robinson, 1976). Our ability to identify variables that relate to mild mental retardation also has developed substantially, but correlation does not necessarily lead to understanding. One of the large set of variables that often is associated with mild mental retardation in the U.S. is poverty. But “poverty” is too broad a variable to be explanatory. Such a dimension is a surrogate factor standing in the place of other variables, not yet understood, that control, in part, the actual process, by which the child develops the condition of mild mental retardation (Kirk & Gallagher, 1983). A series of papers has been presented by psychologists in Sweden that allow us to address this issue.The ability to observe two cultures, Sweden and the U.S., that have both substantial similarities and differences provides a natural comparison of the prevalence of mental retardation that would be impossible to achieve through experimental manipulation. Prevalence is used here as the total number of cases present in a population group during a specific interval of time (Kramer, 1975).     

Safety at first sight? – Manual drivers’ experience and driving behavior at first contact with Level 3 vehicles in mixed traffic on the highway

Soon, manual drivers will interact with conditionally automated vehicles (CAVs; SAE Level 3) in a mixed traffic on highways. As of yet, it is largely unclear how manual drivers will perceive and react to this new type of vehicle. In a driving simulator study with N = 51 participants aged 20 to 71 years (22 female), we examined the experience and driving behavior of manual drivers at first contact with Level 3 vehicles in four realistic driving scenarios (highway entry, overtaking, merging, introduction of a speed limit) that Level 3 vehicles may handle alone once their operational domain extends beyond driving in congested traffic. We also investigated the effect of an external marking via a visual external human–machine interface (eHMI), with participants being randomly assigned to one of three experimental groups (none, correct, incorrect marking). Participants experienced each driving scenario four times, twice with a human-driven vehicle (HDV), and twice with a CAV. After each interaction, participants rated perceived driving mode of the target vehicle as well as perceived safety and comfort. Minimum time headways between participants and target vehicles served as an indicator of safety criticality in the interactions. Results showed manual driver can distinguish CAVs from HDVs based on behavioral differences. In all driving scenarios, participants rated interactions with CAVs at least as safe as interactions with HDVs. The driving data analysis showed that manual driver interactions with CAVs were largely uncritical. However, the CAVs’ strict rule-compliance led to short time headways of following manual drivers in some cases. The eHMI used in this study neither affected the subjective ratings of the manual drivers nor their driving behavior in mixed traffic. Thus, the results do not support the use of eHMIs on the highway, at least not for the eHMI design used in this study.     

A naturalistic study of the impact of message framing on highway speeding

Speeding is the most common road violation, and is one of the main causes of crashes. To protect road users, authorities use sanctions and preventive measures to prompt drivers to observe speed limits. However, the efficacy of prevention messages varies according to a number of factors, among which risk framing is important. We ran a study to test whether gain is more effective than loss (framing effect). Four anti-speeding messages were presented on variable-message signs, along one side of a busy 8-lane highway in France (speed limit: 130 km/h – 80 mph), during 6 weekends. Within a between subject design, the messages differed in orientation (gain vs. loss vs. no message) and theme (crash vs. fuel consumption). The drivers’ speed was recorded on the highway 2 km (1.25 miles) after the sign (6486 recordings of speed). The results showed that speed was lower when a message was displayed than in the control condition, and when the message was gain-framed rather than loss-framed. These effects were stronger on the left lanes (overtaking lanes). Hence, gain framed messages are recommended for prevention campaigns at least when no risk factor is salient.