Individual differences in social control: Who 'speaks up' when witnessing uncivil, discriminatory, and immoral behaviours?

This research examined the personality characteristics of individuals who 'speak up' and confront perpetrators of norm transgressions. We tested whether those who intervene tend to be 'bitter complainers' or 'well-adjusted leaders'. In four studies (total N = 1,003), we measured several individual differences that are directly implicated by at least one of the two concepts. We also presented participants with uncivil, discriminatory, and immoral behaviours and asked them how likely they would be to intervene if they were to witness each of these behaviours as a bystander. The results confirmed the well-adjusted leader hypothesis: Participants' self-reported tendency to confront perpetrators correlated positively with altruism, extraversion, social responsibility, acceptance by peers, independent self-construal, emotion regulation, persistence, self-directedness, age, occupation, and monthly salary, but not with aggressiveness or low self-esteem. Individuals who confront prejudice also speak up against other immoral and uncivil behaviours. We discuss the implications of these findings for the perpetuation and change of social norms.

Cyclists and drivers in road interactions: A comparison of perceived crash risk.

Today's increase in the number of cyclists has triggered a change in the interactions to be handled by road users. However, few studies have investigated crash risk perceived by cyclists interacting with other users, and few have compared cyclists' and drivers' perceptions of crash risk in bike-car interactions, the most dangerous situation for cyclists. Our aims here are to study perceived crash risk (no matter the seriousness of the crash) in six common road situations during which cyclist crashes are frequent and also to study cyclists' and drivers' perceived risk in bike-car interactions, in comparison to other interaction types (cyclist vs. cyclist and driver vs. driver). We predicted that perceived risk of being involved in a crash during a particular interaction would be greater when in interaction with a car than with a bike, and that drivers would perceive more risk than cyclists would. We also predicted that perceived risk would decrease with drivers' and cyclists' experience of their transportation mode and their perceived control over the interaction situation. We ran an online survey on two samples, experienced cyclists (N=336) and non-cyclist car drivers (N=92). Participants evaluated their personal risk - as cyclists or as drivers - of being involved in a road crash if they were in an interaction with a bike or a car for each of six risky road situations. Experience was measured in terms of years of vehicle driving and driven km; perceived control was measured in terms of perceived skill and responsibility for the risky behavior. The results validated our hypotheses: perceived risk was higher for car drivers than for cyclists and for interacting with a car than with a bike. The implications of these results for interventions to improve road safety for both cyclists and car drivers are discussed.