Examining normative pressure in the theory of planned behaviour: Impact of gender and passengers on intentions to break the speed limit

Applying the theory of behavioral choice to plant-based dietary intentions

Improving understanding of the intention to choose plant-based food is an important element of climate change mitigation. A cross-sectional survey of 454 North American adults was used to predict their dietary-change intentions from the theory of planned behavior (TPB) and the more-recently proposed theory of behavioral choice (TBC). The TPB accounted for 65 percent of the variance in intentions and the TBC accounted for a significantly greater (80 percent) proportion of variance. The strongest predictors of intention were the TBC's sense of obligation, attitude-values-affect (AVA), and habit, and the TBP's social norms. Five interactions also contributed in small but significant ways toward the accounting of the participants' food-choice intentions. Policy implications are discussed.

Peer pressure and risky driving: Development of a new scale

INTRODUCTION

Peer pressure is a main factor influencing risky driving behavior in young people. Most empirical studies have focused either on direct or indirect peer pressure, and comprehensive measures assessing both are currently lacking. The present study aimed at developing and validating a scale to examine the influence of different types of peer pressure on risky driving in young drivers: the Peer Pressure on Risky Driving Scale (PPRDS).

METHOD

Scale construction and assessment of its psychometric properties involved four phases: item development, assessment of content validity by expert reviewers, pre-testing of the scale and evaluation of psychometric properties of the final version in a sample of 773 young drivers aged 18-29.

RESULTS

Confirmatory factor analysis supported a three-factor structure that reflected the multifaceted definition of peer pressure on risky driving in the immediate driving context: risk-encouraging direct peer pressure; risk-discouraging direct peer pressure, and indirect pressure. The three factor scales showed good internal consistency and construct reliability, and correlated as expected with self-reported risky driving. Younger drivers (18-24) reported more direct and indirect peer pressure to engage in risky driving. Males indicated more direct peer pressure towards risky driving. Finally, interaction effects between age and sex were observed. Young male drivers reported the greatest direct peer pressure and adult female drivers the lowest direct peer pressure.

CONCLUSIONS

The 23-item PPRDS scale has good psychometric properties and provides a useful tool for assessing different forms of peer pressure on risky driving.

PRACTICAL APPLICATIONS

The PPRDS can be used for evaluating the impact of peer-based education and road safety programs. The scale also provides valuable information for the design of evidence-based intervention.

Theory of planned behaviour, psychological stressors and intention to avoid violating traffic rules: A Multi-Level modelling analysis

This study applies a multilevel model approach to test the predictive effect of the theory of planned behaviour (TPB) plus moral norm, past behaviour and crash history to account for intentions to avoid traffic violations within the context of commuting to or from work. This study also extended the theory by adding psychological stressors of perceived stress and work-family conflict. In this study, we systematically tested the direct and mediated models. A sample of Malaysian drivers (N = 482; 44.6% were men and 55.4% women), with the average age of 36.7 years (SD = 10.0) was surveyed. The self-report questionnaire contained multiple observations nested within individual drivers, with respect to 3 different driving violations. As predicted, multi-level modelling showed that within-person predictor variables of all the TPB components emerged as independent predictors, with injunctive norm being the most predictive variable, followed by self-efficacy and cognitive attitude. Intention was also predicted by moral norms and crash history. Between-person variables, gender, commuting hours and work-family conflict also had direct influences on intention (i.e., men and those with longer commuting hours and higher work-family conflict reported lower intentions). Substantial support for the mediation model was found, confirming that stressors indirectly influence intentions through effects on the social cognitive components. The implications of the linkage between the social cognition and stressors for developing potential broader interventions focusing on multiple violation behaviours and designing appropriate safety policies to reduce commuting crashes are discussed.

University Accounting Students and Faculty Members Using the Blackboard Platform during COVID-19; Proposed Modification of the UTAUT Model and an Empirical Study

The current COVID-19 pandemic has changed education systems in most countries: some have shut down whilst others, especially in the higher education sector, have introduced electronic/distance learning systems, such as Blackboard platforms. The current study aimed to identify and test the factors that influence accounting students’ and faculty members’ Blackboard platform use during the pandemic. The Unified Theory of Acceptance and Use of Technology (UTAUT) model was extended and modified by adding four new variables: perceived risk, mobility, self-efficacy and self-managed learning. This was done to generate an understanding of people’s usage traits. This is the main contribution of the article: the extension of UTAUT in this context and the consideration of online learning in a pandemic environment situation. Pandemics oppose sustainability from numerous contexts. Measures which counteract sustainability risks associated with pandemics, such as use of technology, are critical risk management instruments and are, thus, important for consideration. Through an online survey, the data was gathered from accounting students and faculty staff in an accounting department at Jazan University, Saudi Arabia. Structural equation modelling (SEM) was used to analyse the data and examine the hypotheses. This study confirmed the hypotheses concerning the influence of the Blackboard platform on mobility, self-efficacy and self-managed learning. This article contributes to the existing UTAUT model by extending our understanding of the influence of factors to use Blackboard platforms. Moreover, the results have practical implications for policymakers, practitioners, online learning product providers and teaching staff looking to develop efficient strategies concerning learning-related information technologies.

Gender-Specific Impact of Self-Monitoring and Social Norm Information on Walking Behavior Among Chinese College Students Assessed Using WeChat: Longitudinal Tracking Study

BACKGROUND

Walking is a simple but beneficial form of physical activity (PA). Self-monitoring and providing information about social norms are the 2 most widely used "mobile health (mHealth)" strategies to promote walking behavior. However, previous studies have failed to discriminate the effect of self-monitoring from the combination of the 2 strategies, and provide practical evidence within Chinese culture. Some essential moderators, such as gender and group identity, were also overlooked.

OBJECTIVE

We aimed to investigate the effectiveness of social norm and self-monitoring interventions for walking behavior and assess the moderating effects of gender and group identity, which could guide optimal mHealth intervention projects in China.

METHODS

In 2 longitudinal tracking studies (study 1, 22 days; study 2, 31 days), Chinese college students wore trackers for at least 8 hours per day (MASAI 3D Pedometer and Xiaomi Wristband 2) to record their daily step counts in baseline, intervention, and follow-up stages. In each study, participants (study 1: n=117, 54% female, mean age 25.60 years; study 2: n=180, 51% female, mean age 22.60 years) were randomly allocated to 1 of the following 3 groups: a self-monitoring group and 2 social norm intervention groups. In the 2 intervention groups and during the intervention stage, participants received different social norm information regarding group member step rankings corresponding to their grouping type of social norm information. In study 1, participants were grouped by within-group member PA levels (PA consistent vs PA inconsistent), and in study 2, participants were grouped by their received gender-specific social norm information (gender consistent vs gender inconsistent). Piece-wise linear mixed models were used to compare the difference in walking steps between groups.

RESULTS

In study 1, for males in the self-monitoring group, walking steps significantly decreased from the baseline stage to the intervention stage (change in slope=-1422.16; P=.02). However, additional social norm information regardless of group consistency kept their walking unchanged. For females, social norm information did not provide any extra benefit beyond self-monitoring. Females exposed to PA-inconsistent social norm information even walked less (slope during the intervention=-122.18; P=.03). In study 2, for males, a similar pattern was observed, with a decrease in walking steps in the self-monitoring group (change in slope=-151.33; P=.08), but there was no decrease in the 2 social norm intervention groups. However, for females, gender-consistent social norm information decreased walking steps (slope during the intervention=-143.68; P=.03).

CONCLUSIONS

Both gender and group identity moderated the effect of social norm information on walking. Among females, social norm information showed no benefit for walking behavior and may have exerted a backfire effect. Among males, while walking behavior decreased with self-monitoring only, the inclusion of social norm information held the level of walking behavior steady.

Is organized carpooling safer? Speeding and distracted driving behaviors from a naturalistic driving study in Brazil

Carpooling consists of drivers and passengers sharing a journey and its costs. Nowadays, in the context of mobility as a service, organized carpooling encompasses a service and trust relationship between drivers and passengers, by matching common routes and splitting cost through mobile phone applications. Therefore, passengers expect a certain level of travel quality and safety. In this context, this research aims to verify the hypothesis that drivers in an organized carpooling situation (CP) show safer driving behavior in terms of speeding (SP) and mobile phone use while driving (MPU) in comparison with non-carpooling (NCP) drivers. The research is based on data from the Brazilian Naturalistic Driving Study (NDS-BR) conducted in the City of Curitiba, with 40.45 driving hours and a traveled distance of 895.87 km. Methodology included the selection of safety performance indicators on SP and MPU, use of nonparametric Wilcoxon signed rank test for safety performance indicator comparisons and Pearson Chi-Square to test the association between CP or NCP and low or high indicator values. Hypothesis test results point in the same direction and partially confirm the initial assumption that CP induces safer behavior in terms of speeding. The statistically sound results showed that CP drivers engaged in less speeding episodes and mobile phone use duration in comparison to NCP drivers, as well as lower speed while using a mobile phone. In addition, driver behavior in CP and NCP situations also differed in terms of the type of MPU, with the proportion of types of use that demand a higher level of visual and manual distraction being higher among NCP drivers. In summary, these results confirm the initial hypothesis of safer driving behavior during carpooling in terms of MPU while driving.

The extended theory of planned behavior considering heterogeneity under a connected vehicle environment: A case of uncontrolled non-signalized intersections

With the emergence of connected vehicle (CV) technology, there is a doubt whether CVs can improve driver intentions and behaviors, and thus protect them from accidents with the provision of real-time information. In order to understand the possible impacts of the real-time information provided by CV technology on drivers, this paper aims to develop a model which considers the heterogeneity between drivers with the aid of the extended theory of planned behavior. At the uncontrolled non-signalized intersections, a stated preference (SP) questionnaire survey was conducted to build the dataset consisting of 1001 drivers. Based on the collected dataset, the proposed model examines the relationships between subjective norms, attitudes, risk perceptions, perceived behavioral control and driving intentions, and studies how such driving intentions are simultaneously related to driver characteristics and experiences in the CV environment. Furthermore, driver groups which are homogenous with respect to personality traits are formed, and then are employed to analyze the heterogeneity in responses to driving intentions. Four key findings are obtained when analyzing driver responses to the real-time information provided by CV technology: 1) the proposed H-ETPB model is verified with a good fitness measure; 2) irrespective to driver personality traits, attitudes and perceived behavioral control have a direct and indirect association with driving intentions to accelerate; 3) driving intentions of high-neurotic drivers to accelerate are significantly related to subjective norms, while that of low-neurotic drivers are not; 4) elder high-neurotic drivers, and low-neurotic drivers who have unstable salaries or ever joined in online car hailing service have a strong intention in accelerating. The findings of this study could provide the theoretical framework to optimize traffic performance and information design, as well as provide in-vehicle personalized information service in the CV and CAV environments and assist traffic authorities to design the most acceptable traffic rules for different drivers at an uncontrolled non-signalized intersection.

Quantifying interactions among car drivers using information theory

Information-theoretic quantities have found wide applications in understanding interactions in complex systems primarily due to their non-parametric nature and ability to capture non-linear relationships. Increasingly popular among these tools is conditional transfer entropy, also known as causation entropy. In the present work, we leverage this tool to study the interaction among car drivers for the first time. Specifically, we investigate whether a driver responds to its immediate front and its immediate rear car to the same extent and whether we can separately quantify these responses. Using empirical data, we learn about the important features related to human driving behavior. Results demonstrate the evidence that drivers respond to both front and rear cars, and the response to their immediate front car increases in the presence of jammed traffic. Our approach provides a data-driven perspective to study interactions and is expected to aid in analyzing traffic dynamics.

Oral health behavior among school children aged 11-13 years in Saveh, Iran: an evaluation of a theory-driven intervention

Background

Good oral health (OH) is essential for physical, social, mental health, and overall quality of life. This study assessed the usefulness of the theory of planned behavior (TPB) in changing oral health-related behaviors among school children aged 11–13 years in Saveh, Iran.

Methods

In this descriptive before and after study, participants were sixth-grade students at single sex primary schools in Saveh city, Iran. We recruited 356 school children in 2019. Using simple random sampling, a male and a female school per district were allocated to the experimental group and the remaining schools to the control group. Our planned oral health education consisted of four one-hour training sessions over 1 week. The first session familiarized the participants with important information about OH. In the second session, we applied a brain storming exercise to identify the benefits and barriers to flossing and brushing. In the third session, a short film about correct brushing and dental flossing technique was shown and research team also used role-playing to correct any mistakes. In the final session students were taught about the importance and the application of OH planning and given forms to help plan for brushing.

Results

Participants for the study included 356 students (180 in the experimental group and 176 in the control group) who completed the post-test questionnaire. The mean age ± standard deviation was 11.55 years ±0.93 in the experimental group and 11.58 years ±1.01 in the control group. After the intervention, the paired t-test indicated a significant difference between the mean and standard deviation of the action plan and coping plan constructs in the experimental group before and after the intervention (p < 0.05). Covariance analysis indicated a significant difference between scores of intervention and control groups under statistical control of post-test in two groups (covariate) after a peer-led education program (post-test) (p < 0.05).

Conclusion

A shortage of professional health workers in education settings together with the ease, usefulness and low-cost of this peer-led method, suggest further steps should be taken to implement it more widely to improve and enhance primary school aged students’ oral health behavior.

The theory of planned behavior as a behavior change model for tobacco control strategies among adolescents in Botswana

Background

Behavioral intentions (motivational factors), attitudes, subjective norm (social pressures), and perceived behavioral control promote or discourage smoking behavior among adolescents.

Objective

To assess students’ behavioral intentions, attitudes, subjective norms and perceived behavioral control on smoking using the Theory of Planned Behavior. The prevalence of smoking among the adolescents is also calculated.

Methods

In this cross-sectional study, structured self-administered questionnaires were used to collect data from adolescents in primary and secondary schools. Data on demographics, behavioral intentions, attitudes, subjective norms, and perceived behavioral control towards smoking were collected. Pearson product moment correlations and logistic regression models were used to determine factors associated with current smoking.

Results

A total sample of 2554 (mean age = 15; Range = 12–18 years) students participated in the study. Twenty-nine percent (n = 728) of the students had tried smoking at least once. Smoking was predicted by attitudes, subjective norms, perceived behavioral control and intention.There was a strong association between having a parent or guardian, caregiver or close friend who smoked (p < 0.001) and being a smoker. The majority of students (57%) conveyed that adults talked to them about the harmful effects of cigarette smoking and 50% had discussed smoking concerns with their friends. Students who had positive attitudes towards smoking like “smoking makes you confident” were more likely to be current smokers (OR: 1.63, 95% CI: 1.03–2.59). The feeling or conviction that they could refuse a cigarette if offered was an impediment from smoking (OR: 0.18, 95% CI: 0.13–0.26).

Conclusions

Attitudes, subjective norms, and perceived behavioral control contributed significantly to the students' smoking. Right attitudes must be cultivated and behavioral control must be strengthened for early effective interventions to curtail smoking among adolescents.

Examining interactions within the theory of planned behavior in the prediction of intentions to engage in cannabis-related driving behaviors

Objective: As marijuana use becomes more available to college students through increasing legal reform, this paper seeks to examine intentions for driving under the influence of cannabis (DUIC) and riding with a high driver (RWHD) through the lens of the theory of planned behavior (TPB) and assess potential interactions between personal attitudes, subjective norms, perceived behavioral control (PBC), and sex. Participants: Undergraduate college students (N = 311) completed online surveys in September, 2013. Method: Participants self-reported their attitudes toward DUIC, subjective norms, PBC, past DUIC and RWHD, and intentions to DUIC and RWHD. Results: Participants' attitudes toward DUIC, subjective norms, and PBC were strongly associated with intentions to DUIC and RWHD bivariately. In regression models, attitudes and PBC were both positively and significantly related to intentions to DUIC and RWHD. Conclusions: DUIC and RWHD are concerns for college populations. Targeting personal attitudes and perceived behavioral control via interventions may reduce these behaviors.

Does level of specificity affect measures of motivation to comply? A randomized evaluation

The theory of planned behavior (TPB) is a popular value-expectancy model in social and behavioral health. Motivation to comply, one of the theory's constructs, has not been well operationalized and measured in the past, and to date, there has been no assessment of whether level of specificity affects the measurement of the construct. The purpose of this study was to measure the motivation to comply construct across four domains (from general to TACT-behavior specific) and evaluate the potential impact the differences have when identifying determinants of generalized injunctive norms. Students (n = 234) attending a large southwestern university completed a TPB survey related to sleep and physical activity, and were randomized to one of four domains that measured motivation to comply (General domain, n = 58; Health domain, n = 60; Behavioral domain, n = 56; and TACT domain, n = 60). Across both behaviors, motivation to comply measurements did not appear to be affected by changing the level of specificity. Referents for sleep and physical activity were mostly significant, but the effects were small to medium. Future researchers should consider removing motivation to comply measures from TPB surveys to reduce respondent burden or find alternative ways of measuring the construct.

Understanding Tasmanian dairy farmer adoption of pasture management practices: a Theory of Planned Behaviour approach

Improved pasture management and increased pasture utilisation are positively associated with dairy farm efficiency and profitability in Tasmania. Supporting dairy farmers in developing pasture management knowledge and skills has been a key priority for research, development and extension in the Tasmanian dairy industry. The role of extension has been to increase farmer awareness and knowledge of best practice pasture management and to facilitate farmer learning, focusing on training farmers to use pasture measurement tools. However, many farmers have never used a pasture measurement tool, only trialled/tested a tool, and/or do not implement recommended pasture management practices. This study aimed to identify and understand factors influencing pasture management decision-making and behaviour for different farmer subgroups. Qualitative data was obtained through semi-structured interviews with 30 Tasmanian dairy farmers. The Theory of Planned Behaviour was used to identify and explore key factors influencing pasture management behaviour. There was a negative effect of social influence on pasture measurement tool use by experienced farmers, with many perceiving tool use to be for less experienced, younger farmers. This negative influence limited their intention to measure pasture and engage in the learning process required to overcome perceived control factors and change practices. Perceived control factors limiting behaviour change included tool data inaccuracy and challenging calculations associated with applying measurement data on-farm. This study demonstrates how the Theory of Planned Behaviour can be used to identify and understand factors influencing adoption behaviour of Tasmanian dairy farmers and assist in developing recommendations for future extension and pasture management programs.

The Importance of Protesters' Morals: Moral Obligation as a Key Variable to Understand Collective Action

Collective action and protest have become a normalized political behavior that in many cases defines the political agenda. The reasons why people take to the streets constitute a central subject within the study of social psychology. In the literature, three precedents of protest that have been established as central to the study of this phenomenon are: injustice, efficacy, and identity. But political action is also deeply related to moral values. This explains why in recent years some moral constructs have also been pointed out as predictors of collective action. Moral variables have been introduced into the literature with little consideration to how they relate to each other. Thus, work in this direction is needed. The general aim of this research is to differentiate moral obligation from moral norms and moral conviction, as well as to compare their ability to predict collective action. In order to do so, the research objectives are: (a) conceptualize and operationalize moral obligation (Study 1, N = 171); (b) test its predictive power for intention to participate in protests (Study 2, N = 622); and (c) test moral obligation in a real context (Study 3, N = 407). Results are encouraging, showing not only that moral obligation is different to moral conviction and moral norm, but also that it is a more effective predictor working both for intention and real participation. This work therefore presents moral obligation as a key precedent of protest participation, prompting its future use as a variable that can enhance existing predictive models of collective action. Results regarding other variables are also discussed.

Safe Driving Climate among Friends (SDCaF): A new scale

Reckless driving among young people, especially young men, is a major cause of injury and fatalities the world over. Like other aspects of this age group, young drivers' driving behaviors and norms are influenced by the accepted social discourse of their peers. Yet despite extensive existing knowledge on young drivers, very few studies have dealt specifically with their characteristic friendship relations. This lacuna in the literature may reflect the absence of specific research tools for examining driving with friends. To fill this gap, we conducted a series of studies with 706 young drivers (aged 17-24) of both sexes aimed at developing and validating a multidimensional scale designed to examine the effect of the social relations of adolescents and young adults on their driving. Entitled Safe Driving Climate among Friends (SDCaF), the final scale consists of 19 items, which tap four dimensions of driving with friends: friends' pressure; social costs of driving with friends; communication with friends about driving; and shared commitment to safe driving. The validity of the scale was established by examining associations between its four dimensions and various variables of personality, friendship, and driving. The findings indicate good reliability and validity, with the three variables of resistance to peer influence, self-disclosure, and personal responsibility for safe driving yielding positive associations with the SDCaF dimensions communication and shared commitment to safe driving, and negative associations with the dimensions friends' pressure and social costs. General tendency to respond to social pressure was positively associated with the dimensions of friends' pressure and social costs, and negatively associated with shared commitment to safe driving. Gender differences were also found, with men scoring higher than women on friends' pressure, and lower than women on shared commitment to safe driving. The SDCaF can serve as a research tool, as well as a diagnostic instrument for detecting susceptibility to reckless driving among young drivers, thereby aiding in the design of targeted educational and intervention programs.

I'll Show You the Way: Risky Driver Behavior When "Following a Friend"

Previous research examining social influences on driving behavior has primarily focused on the effects of passengers and surrounding vehicles (e.g., speed contagion). Of current interest was the interaction between drivers that occurs in a “following a friend” scenario, i.e., the driver of one vehicle (the leader) knows how to get to the desired destination while the driver of a second vehicle (the follower) does not. Sixteen participants drove through a simulated city in a driving simulator under three conditions: (i) a baseline condition in which they could choose their own route, (ii) a navigation system condition in which they were given audible route instructions, and (iii) a “follow a friend” condition in which they required to follow a simulated vehicle. In the follow a friend condition, drivers engaged in significantly more risky behaviors (in comparison to the other conditions) such as making more erratic and higher speed turns and lane changes, maintaining overall higher speed, as well as maintaining a shorter time headway when following a lead vehicle. These effects suggest a relationship to time pressure caused by a fear of getting lost.

Tailoring in risk communication by linking risk profiles and communication preferences: The case of speeding of young car drivers

Speeding is one of the most relevant risk behaviors for serious and fatal accidents, particularly among young drivers. This study presents a tailoring strategy for anti-speeding communication. By referring to their motivational dispositions toward speeding derived from motivational models of health behavior, young car drivers were segmented into different risk groups. In order to ensure that risk communication efforts would actually be capable to target these groups, the linkage between the risk profiles and communication preferences were explored. The study was conducted on the basis of survey data of 1168 German car drivers aged between 17 and 24 years. The data reveal four types of risk drivers significantly differing in their motivational profiles. Moreover, the findings show significant differences in communication habits and media use between these risk groups. By linking the risk profiles and communication preferences, implications for tailoring strategies of road safety communication campaigns are derived. Promising segmentation and targeting strategies are discussed also beyond the current case of anti-speeding campaigns.

Investigating risky, distracting, and protective peer passenger effects in a dual process framework

Prior studies indicated higher collision rates among young novice drivers with peer passengers. This driving simulator study provided a test for a dual process theory of risky driving by examining social rewards (peer passengers) and cognitive control (inhibitory control). The analyses included age (17-18 yrs, n=30; 21-24 yrs, n=20). Risky, distracting, and protective effects were classified by underlying driver error mechanisms. In the first drive, participants drove alone. In the second, participants drove with a peer passenger. Red-light running (violation) was more prevalent in the presence of peer passengers, which provided initial support for a dual process theory of risk driving. In a subgroup with low inhibitory control, speeding (violation) was more prevalent in the presence of peer passengers. Reduced lane-keeping variability reflected distracting effects. Nevertheless, possible protective effects for amber-light running and hazard handling (cognition and decision-making) were found in the drive with peer passengers. Avenues for further research and possible implications for targets of future driver training programs are discussed.

What drives technology-based distractions? A structural equation model on social-psychological factors of technology-based driver distraction engagement

BACKGROUND

With the proliferation of new mobile and in-vehicle technologies, understanding the motivations behind a driver's voluntary engagement with such technologies is crucial from a safety perspective, yet is complex. Previous literature either surveyed a large number of distractions that may be diverse, or too focuses on one particular activity, such as cell phone use. Further, earlier studies about social-psychological factors underlying driver distraction tend to focus on one or two factors in-depth, and those that examine a more comprehensive set of factors are often limited in their analyses methods.

OBJECTIVE

The present work considers a wide array of social-psychological factors within a structural equation model to predict their influence on a focused set of technology-based distractions. A better understanding of these facilitators can enhance the design of distraction mitigation strategies.

METHOD

We analysed survey responses about three technology-based driver distractions: holding phone conversations, manually interacting with cell phones, and adjusting the settings of in-vehicle technology, as well as responses on five social-psychological factors: attitude, descriptive norm, injunctive norm, technology inclination, and a risk/sensation seeking personality. Using data collected from 525 drivers (ages: 18-80), a structural equation model was built to analyse these social-psychological factors as latent variables influencing self-reported engagement in these three technology-based distractions.

RESULTS

Self-reported engagement in technology-based distractions was found to be largely influenced by attitudes about the distractions. Personality and social norms also played a significant role, but technology inclination did not. A closer look at two age groups (18-30 and 30+) showed that the effect of social norms, especially of injunctive norm (i.e., perceived approvals), was less prominent in the 30+ age group, while personality remained a significant predictor for the 30+ age group but marginally significant for the younger group.

CONCLUSION

Findings from this work provide insights into the social-psychological factors behind intentional engagement in technology-based distractions and in particular suggesting that these factors may be sensitive to demographic differences.

The effects of co-presence on risk perception and intention to engage in risky behaviors

INTRODUCTION

This study investigated the relation between co-presence and bicyclists' riding behavior. We assumed that the presence of peer riders would either facilitate or inhibit risky behaviors depending on bicyclists' perceptions of three traffic contexts conducive to risk taking (i.e., red-light, go straight, and turn to left).

METHOD

Young bicyclists (N=207) were randomly assigned to two experimental conditions (alone vs. with peers). They filled in a scenario-based questionnaire about their intentions to adopt risky behaviors in three specific traffic situations as well as their risk perception of these situations and their general self-perceived efficacy as a bicyclist. We hypothesized that the presence of peer riders engaged in a risky behavior will facilitate the intention to adopt risky behaviors in situations where group risk is evaluated as lower than individual risk. In opposition, the presence of peer riders engaged in a risky behavior will inhibit the intention to adopt risky behaviors in situations where group risk is evaluated as higher than individual risk.

RESULTS

The results confirmed the hypotheses.

PRACTICAL APPLICATIONS

The findings offer insights for developing new effective education and intervention programs in order to reduce the frequency of dangerous behavior among bicyclists.

A decision ladder analysis of eco-driving: the first step towards fuel-efficient driving behaviour

This paper provides a decision ladder analysis of eco-driving, and a discussion of the resultant models in terms of the skills, rules and knowledge taxonomy of human behaviour and how this can inform the design of an in-vehicle, eco-driving support system. In order to understand the types of behaviours that characterise fuel-efficient driving, a review was conducted of the academic literature and of more publicly available resources, such as governmental, car manufacturers' and specific eco-driving organisations' websites. The review identified four largely distinct driving activities that play a central role in the use of fuel in the private road vehicle. A focus group involving four researchers in the transport ergonomics field, followed by a series of five interviews with eco-driving experts, served to validate, supplement and further specify the models. Practitioner Summary: This paper presents a decision ladder analysis of eco-driving. A four-member focus group and five interviews with eco-driving experts were conducted; the resultant models are discussed in terms of supporting fuel-efficient driving behaviours in the novice eco-driver through their potential to inform the design of an in-vehicle eco-driving support system.

State of inertia: psychological preparation of single Australian and UK baby boomer women for retirement housing change

The transition into retirement is an important life phase that presents significant challenges in respect to well-being, lifestyle, and consumption choices. This article examines the consumption context of housing after retirement, in particular for the low-resourced cohort of single baby boomer women. Utilizing an extended Theory of Planned Behavior model, we examine the relationship between intention and actual behavior, in this case financial advice seeking, as an important component of the psychological preparedness of single female baby boomer women. Our analysis showed both Australian and UK single baby boomer women display different behaviors in terms of seeking advice and their mental preparedness to adjust to a change in their living arrangements. The findings are discussed in terms of their implications for policy and further research.

Peer influence on speeding behaviour among male drivers aged 18 and 28

Despite extensive research, preventive efforts and general improvements in road safety levels, the accident risk of young male drivers remains increased. Based on a standardized survey of a random sample of 2018 male drivers at the age of 18 and 28, this study looked into attitudes and behaviours related to traffic violations of male drivers. More specifically, the role of peer influence on speeding was examined in both age groups. In regression analyses it could be shown that the descriptive subjective norm, i.e., the perception of friends' speeding, was the most important predictor of speeding in both age groups. Other significant factors were: negative attitude towards speed limits, injunctive subjective norm, and the perceived risk of having an accident when speeding. In the older age group it was more common to drive faster than allowed and their speeding was largely in line with the perceived level of their friends' speeding. In the younger age group a higher discrepancy between own and friends' speeding was found indicating that young male drivers are socialized into increased speeding behaviour based on peer pressure. By contrast for the 28-year-olds peer pressure mainly seems to maintain or justify individual speeding behaviour. It is suggested that preventive measures should take these different influences of peer pressure into account by using a peer-based approach for the 18-year-olds and a more individual approach for the 28-year-olds.

Vehicle-based studies of driving in the real world: the hard truth?

Real-world studies of driving behaviour and safety have face validity and have the distinct advantage of focussing on driving in its natural habitat. But their very naturalism can lead to problems with confounds and with noise in the data. This paper reviews the three major categories of on-road studies - controlled observation, field operational tests and naturalistic driving studies - and discusses the major applications of each study type. It also assesses some of the methodological issues that arise in one or more category of study.

Modeling and analyzing traffic safety perceptions: An application to the speed limit reduction pilot project in Edmonton, Alberta

To address the speeding problem in residential areas, the City of Edmonton initiated a pilot project to reduce the posted speed limit from 50km/h to 40km/h within six residential communities. This paper investigates the community perceptions of traffic safety within the six pilot communities in two phases: prior to project initiation (pre-pilot) and following the end of the project (post-pilot). This objective was accomplished by analyzing the results of two random dialing telephone surveys comprising 300 residents each. A preliminary analysis showed compatible demographic configurations for the two samples and confirmed that the residents were aware of both the posted speed limits and the adopted speed management controls. For the confirmatory factor analysis (CFA), a two-group (pre-pilot and post-pilot) three-factor model was used to assess the residents' perceptions of the speeding behavior (Speeding), their concerns about traffic safety issues (Concerns), and their perceptions of traffic safety (Safety). Comparing the CFA results of the post-pilot survey versus those of the pre-pilot survey, it was evident that there was a significant decrease in Speeding and Concerns accompanied by a significant increase in Safety. A structural equations model (SEM) was also fitted to the data in order to assess the impact of Speeding and Concerns on Safety. The results showed that Concerns increase significantly with Speeding, and that both factors have significant negative impacts on Safety. However, while the impact of Concerns on Safety was direct, that of Speeding on Safety was largely indirect (i.e., mediated through Concerns). Overall, the multivariate analysis has demonstrated that the pilot project was successful in improving the residents' perceptions of traffic safety in their community.

Peer influence predicts speeding prevalence among teenage drivers

IMPACT ON INDUSTRY

Preventing speed-related crashes could reduce costs and improve efficiency in the transportation industry.

OBJECTIVE

This research examined the psychosocial and personality predictors of observed speeding among young drivers.

METHOD

Survey and driving data were collected from 42 newly-licensed teenage drivers during the first 18months of licensure. Speeding (i.e., driving 10mph over the speed limit; about 16km/h) was assessed by comparing speed data collected with recording systems installed in participants' vehicles with posted speed limits.

RESULTS

Speeding was correlated with elevated g-force event rates (r=0.335, pb0.05), increased over time, and predicted by day vs. night trips, higher sensation seeking, substance use, tolerance of deviance, susceptibility to peer pressure, and number of risky friends. Perceived risk was a significant mediator of the association between speeding and risky friends.

CONCLUSION

The findings support the contention that social norms may influence teenage speeding behavior and this relationship may operate through perceived risk.

Identifying the psychological determinants of risky riding: an application of an extended Theory of Planned Behaviour

The Theory of Planned Behaviour (TPB) plus moral norms, anticipated regret, past behaviour, self-identity and perceived susceptibility was applied to predicting motorcyclists' intention to ride above the speed limit and ride at inappropriate speeds. Past behaviour, control beliefs, attitudes, moral norm, normative beliefs, age and self-identity explained 60% of the variance in motorcyclists' intention to exceed the speed limit on motorways (N=1381). A total of 62% of the variance in motorcyclists' intention to really go for it on rural roads was accounted for, with past behaviour, attitudes, control beliefs, age, normative beliefs, anticipated regret, self-identity, behavioural beliefs and training status being significant (N=1116). Finally, attitudes, past behaviour, control beliefs, moral norm, anticipated regret, behavioural beliefs, normative beliefs, engine size and self-identity explained 57% of the variance in motorcyclists' intention to ride faster than felt safe in order to keep up with the group (N=1940). The belief-based measures also successfully differentiated between those who intended to speed and those who did not. Theoretical and practical implications of the findings are discussed.

How do passengers influence drivers' propensities for angry driving? Different effects of supervisors versus friends

A lot of researchers discussed the influence of passengers on drivers' behaviors without reaching a consistent conclusion. This study aimed to offer some new evidence concerning this issue. The study examined different effects of supervisors and friends as passengers on drivers' propensities for angry driving. In Study 1, drivers were asked to freely imagine a passenger either as their supervisor or friend. Results showed that compared with driving alone, drivers' propensities for angry driving increased when the passenger was a friend but decreased when the passenger was a supervisor. These findings were consistent with the generally accepted social norm. In Study 2, drivers read a description about either an aggressive supervisor or a cautious friend. Results showed that the effects of passengers on drivers' angry driving propensities were correspondingly reversed, indicating that a clearer behavior standard conveyed by a passenger had a stronger effect on drivers. Self-monitoring propensity showed a main effect on drivers' propensities for angry driving in a standard-free situation. And self-monitoring propensity moderated the effect of a passenger's role on angry driving propensities in a standard-set situation. Impression management processes were discussed with respect to these findings.

The beliefs which motivate young male and female drivers to speed: a comparison of low and high intenders

In Australia, young drivers aged 17-24 years, and particularly males, have the highest risk of being involved in a fatal crash. Investigation of young drivers' beliefs allows for a greater understanding of their involvement in risky behaviours, such as speeding, as beliefs are associated with intentions, the antecedent to behaviour. The theory of planned behaviour (TPB) was used to conceptualise beliefs using a scenario based questionnaire distributed to licenced drivers (N=398). The questionnaire measured individual's beliefs and intentions to speed in a particular situation. Consistent with a TPB-based approach, the beliefs of those with low intentions to speed ('low intenders') were compared with the beliefs of those with high intentions ('high intenders') with such comparisons conducted separately for males and females. Overall, significant differences in the beliefs held by low and high intenders and for both females and males were found. Specifically, for females, it was found that high intenders were significantly more likely to perceive advantages of speeding, less likely to perceive disadvantages, and more likely to be encouraged to speed on familiar and inappropriately signed roads than female low intenders. Females, however, did not differ in their perceptions of support from friends, with all females reporting some level of disapproval from most friends and all females (i.e., low and high intenders) reporting approval to speed from their male friends. The results for males revealed that high intenders were significantly more likely to speed on familiar and inappropriately signed roads as well as having greater perceptions of support from all friends, except from those friends with whom they worked. Low and high intending males did not differ in their perceptions of the advantages and disadvantages of speeding, with the exception of feelings of excitement whereby high intenders reported speeding to be more exciting than low intenders. The findings are discussed in terms of how they may directly inform the content of mass media and public education campaigns aimed at encouraging young drivers to slow down.

Predicting intentions not to "drink and drive" using an extended version of the theory of planned behaviour

The aim of this study was to determine to what extent the theory of planned behaviour (TPB) extended with moral norm and descriptive norm is able to predict intentions not to drink and drive. We also wanted to examine whether different processes guide intentions among young drivers (35 years and below) versus drivers aged above 35 years, and women's versus men's intentions. Questionnaires were sent to a sample of 4000 people in Norway aged between 18 and 70 years, and were completed by 1025 respondents. Analyses were conducted among those who had a driver's licence and who reported drinking at least 1-2 times per year, resulting in a sample of 879 individuals (46.6% were men, 30.3% were 35 years and younger, M=43.9 years). The results showed that the TPB variables explained 10% of the variance in intentions in the sample as a whole, and that the extension variables added 2% to the explained variance after controlling for the impact of the TPB components. Perceived behavioural control was the strongest predictor of intentions (β=0.24, p<0.001), followed by descriptive norm (β=-0.12, p<0.001), attitude (β=0.09, p<0.01) and moral norm (β=0.08, p<0.05). Several group differences were found. The extended TPB model explained 16% and 5% of men's and women's intentions, respectively, and 26% and 9% of the variance in intentions among young and older drivers, respectively. The practical implications of these results for the development of interventions to encourage drivers not to drink and drive will be outlined.

The social cognitive determinants of offending drivers' speeding behaviour

The efficacy of an extended theory of planned behaviour (TPB) was tested in relation to offending drivers' (N=1403) speeding behaviour. Postal questionnaires were issued at Time 1 to measure intention, instrumental and affective attitude, subjective and descriptive norm, self-efficacy, perceived controllability, moral norm, anticipated regret, self-identity, and past speeding behaviour. At Time 2 (6 months later), subsequent speeding behaviour was measured, again using self-completion postal questionnaires. The extended TPB accounted for 68% of the variation in intention and 51% of the variation in subsequent behaviour. The independent predictors of intention were instrumental attitude, affective attitude, self-efficacy, moral norm, anticipated regret and past behaviour. The independent predictors of behaviour were intention, self-efficacy, anticipated regret and past behaviour. Theoretical and practical implications of the findings are discussed in relation to targeting road safety interventions.

Social cognitive determinants of the intention to wear safety gear among adult in-line skaters

INTRODUCTION

In-line skating is increasing in popularity with a concomitant raise in the number of injuries associated with this activity. Studies have emphasized the value of protective gears in reducing the incidence of injuries and the subsequent need to identify the factors and processes involved in decision making about safety gear-wearing. The present study examined the contribution of the theory of planned behaviour (TPB) variables, and perceived susceptibility to and perceived severity of skating injury on the safety gear-wearing intention of adult skaters.

METHODS

Skaters (n=181) completed a questionnaire assessing the constructs of the TPB, perceived susceptibility to and perceived severity of skating injuries, and intention to wear safety gear.

RESULTS

Hierarchical regression analyses revealed significant contributions of instrumental attitude and subjective norm to the prediction of safety gear-wearing intention. In addition, perceived susceptibility to and perceived severity of injuries enhanced the prediction of intentions to wear safety gear over and above the contribution of TPB components.

CONCLUSION

As the TPB focuses only on behavioural evaluation, it seems promising to include threat perceptions in this theory as another aspect of health-related cognitions motivating intention formation about safety gear use. Practical implications for future campaigns and countermeasures are discussed.

Dialling and driving: factors influencing intentions to use a mobile phone while driving

Despite being identified as an unsafe (and, in some jurisdictions, illegal) driving practice, the psychological factors underlying people's decision to use their mobile phone while driving have received little attention. The present study utilised the theory of planned behaviour (TPB) to examine the role of attitudes, norms, control factors, and risk perceptions, in predicting people's intentions to use their mobile phone while driving. We examined the predictors of intentions to use a mobile phone while driving in general, and for calling and text messaging in 4 scenarios differing in descriptions of vehicle speed and time pressure. There was some support for the TPB given that attitudes consistently predicted intentions to drive while using a mobile phone and that pressure from significant others (norms) determined some phone use while driving intentions, although less support was found for the role of perceptions of control. Risk was not generally predictive of safer driving intentions. These findings indicate that different factors influence each form of mobile phone use while driving and, hence, a multi-strategy approach is likely to be required to address the issue.

Anticipated regret as an additional predictor in the theory of planned behaviour: a meta-analysis

This paper details the results of a meta-analysis incorporating all the appropriately augmented TPB studies in order to statistically determine the additive effects of anticipated regret (AR) both to the prediction of intentions after the TPB variables and to the direct impacts on behaviour. Over a number of studies there was a strong AR-intention relationship (r(+)=.47, k=25, N=11,254), and AR significantly and independently added to the prediction of intentions over and above the TPB variables; there was a moderate relationship between AR and behaviour (r(+)=.28, k=8, N=2,035) with AR having a direct and significant impact on prospective behaviour, and there was support for the unique contribution of AR even when accounting for attitude. Implications and issues for further research are discussed.

The effect of age, gender and driver status on pedestrians' intentions to cross the road in risky situations

The theory of planned behaviour (TPB) has been used successfully in the past to account for pedestrians' intentions to cross the road in risky situations. However, accident statistics show age and gender differences in the likelihood of adult pedestrian accidents. This study extends earlier work by examining the relative importance of the model components as predictors of intention to cross for four different adult age groups, men, women, drivers and nondrivers. The groups did not differ in the extent to which they differentiated between two situations of varying perceived risk. The model fit was good, but accounted for less of the variance in intention for the youngest group (17-24) than for other age groups. Differences between the age groups in intention to cross seemed to be due to differences in perceived value of crossing rather than differences in perceived risk. Women were less likely to intend to cross than men and perceived more risk, and there were important age, gender and driver status differences in the importance of the TPB variables as predictors of intention. A key implication of these findings is that road safety interventions need to be designed differently for different groups.