Niki Harré

The role of biological and genetic causal beliefs in the stigmatisation of 'mental patients'

Research indicates that the mental illness is an illness like any other approach to destigmatisation has failed to improve attitudes. This study replicated, with 469 New Zealanders, previous findings that the public tends to reject biological and genetic explanations of mental health problems in favour of psychosocial explanations focused on negative life events. It also confirmed previous findings (contrary to the assumption on which most destigmatisation programmes are based)that biological and genetic causal beliefs are related to negative attitudes, including perceptions that mental patients are dangerous, antisocial and unpredictable, and reluctance to become romantically involved with them. The amount of reported personal contact with people who had received psychiatric treatment was correlated with positive attitudes. It is recommended that destigmatisation programmes consider abandoning efforts to promulgate illness-based explanations and focus instead on increasing contact with and exposure to users of mental health services.

Self-enhancement, crash-risk optimism and the impact of safety advertisements on young drivers

In Study 1, young drivers (aged between 16 and 29 years, N = 314) rated their driving attributes relative to their peers. They also rated their likelihood of being involved in a crash relative to their peers (crash-risk optimism), their crash history, stereotype of the young driver, and concern over another health issue. A self-enhancement bias was found for all items in which self/other comparisons were made. These items formed two major factors, perceived relative driving ability and perceived relative driving caution. These factors and perceived luck relative to peers in avoiding crashes significantly predicted crash-risk optimism. In Study 2, an experimental group of young drivers (N = 173) watched safety advertisements that showed drinking and dangerous driving resulting in a crash, and a control group (N = 193) watched advertisements showing people choosing not to drive after drinking. Each group then completed the self/other comparisons used in Study 1. The same factors were found, but only driving caution significantly predicted crash-risk optimism. The experimental group showed more self-enhancement on driving ability than the control group. In both studies, men showed substantially more self-enhancement than women about their driving ability. Implications for safety interventions are discussed.

THE DEVELOPMENT OF RISKY DRIVING IN ADOLESCENCE

The driving attitudes and self-reported behaviors of New Zealand adolescents in Year 10 of school (n = 168, mean age = 14.2 years) were compared with students in Year 12 (n = 109, mean age = 16.4 years). School year group differences were found for three out of the eight measures of risky attitudes and behaviors, with the older students having riskier responses in each case. Gender differences were found for four of these measures, with males consistently demonstrating riskier attitudes. Suggestions are made about appropriate interventions and the timing of these.

A Promising Start: An Evaluation of the HIPPY Program in New Zealand

Three studies were carried out to investigate the impact of participation in the Home Instruction Programme for Preschool and Year One Youngsters (HIPPY) on New Zealand childrens reading ability, school readiness and school behaviour. In study 1, scores on a Reading Diagnostic Survey were obtained for 77 six‐year‐old HIPPY children and 704 six‐year‐old non‐HIPPY children. In study 2, 29 HIPPY children who had recently entered school and 29 control children were assessed using four subsections of the Metropolitan Readiness tests. In the third study the Behavioural Academic Self Esteem Scale (BASE) was completed by teachers for the HIPPY and control children in study 2 as well as all their classmates. HIPPY children were found to show consistently better performance on all of the measures used and the differences reached statistical significance on three of the six sub‐tests of the Reading Diagnostic Survey and the BASE scale.

Factors associated with young people's successful resolution of distressing electronic harassment

Electronic harassment is a pervasive phenomenon among young people, however relatively little is known about actions that targets of harassment may undertake to manage such abuse, and whether particular actions and personal characteristics are associated with successful resolution of such harassment. This mixed methods research identified whether particular actions or characteristics are associated with the resolution of distressing electronic harassment situations. Study one used focus groups interviews with 36 New Zealand (NZ) students (aged 13-15) to explore strategies used to manage electronic harassment. Study two drew on these findings, in conjunction with literature reviews, to construct a questionnaire delivered to 1673 students (aged 12-19). Over half of participants used more than one strategy to try and resolve the abuse. Ignoring abuse was the most popular strategy, followed by confronting and fighting strategies. However, multivariate logistic regression showed ignoring did not predict resolution, and nor did received adult or family support. However a sense of efficacy in approaching adults did predict resolution. The quality of intervention, rather than the type of intervention per se, seems to be critical in the successful resolution harassment. Reflecting on both studies we suggest the need to increase young peoples confidence in actively dealing with harassment as well as supporting adults and peers to provide effective support.

Discrepancy between actual and estimated speeds of drivers in the presence of child pedestrians

Objectives: First, to measure the speeds of vehicles with and without children on the footpath, and second to compare these with drivers’ estimates of how fast they would go in these conditions. Design: The speeds of vehicles in three conditions: control (no children present), children playing with a ball on the footpath, and children waiting to cross the road, were measured using speed tubes during two 55 minute sessions. Drivers’ estimates of their speeds were measured with a questionnaire. Setting: Speeds were measured on a main road in Auckland, New Zealand. The questionnaire was conducted at another time with drivers stopping for petrol approximately 500 metres from the measurement site. Subjects: A total of 1446 speed measurements were taken and 93 drivers‘ questionnaire responses were analysed. Results: The mean free speed of vehicles in the control condition was 55.60 kph, with drivers‘ estimates being 56.37 kph. When children were playing with a ball the measured speed was 54.29 kph and the estimated speed 39.27 kph. When children were waiting to cross the measured speed was 52.78 kph, estimated speed 34.02 kph. Analyses indicated that there were significant differences between measured and estimated speeds. Conclusions: New Zealand drivers make inadequate speed adjustments in the presence of children, despite probably believing they do so. Establishing specific rules about appropriate speeds around children and highlighting to drivers the discrepancy between their attitudes and behaviour are two intervention strategies suggested.