駕駛員對(duì)交警交通執(zhí)法的態(tài)度外文翻譯

1、<p><b>　　中文2715字</b></p><p>　　本科畢業(yè)設(shè)計(jì)（論文）</p><p>　　外 文 翻 譯</p><p><b>　　原文：</b></p><p>　　I’m OK – you’re not OK</p><p>　　Driv

2、ers’ attitudes toward police officers enforcing traffic laws</p><p>　　Police officers have a major role in the success of traffic law enforcement (Shinar and McKnight, 1986). Yet, as Radelet and Carter (1994

3、) argue, “by far, the biggest conflict between the police and the public occurs in the enforcement of traffic laws” (p. 207). The present paper explores the attitudes of drivers toward police officers’ enforcing traffic

4、laws as well as the relationship of these and general attitudes toward police authority.</p><p>　　The deterring effect of an encounter with police officers</p><p>　　Encounters between police off

5、icers and citizens in traffic situations provide a major source of citizens’ hostility toward the police (Wilson, 1964). Kirkham and Wollan (1980) argue that for most citizens, traffic incidents represent their only enco

6、unter with the police. Regardless of how skilled in interpersonal relations an officer may be when apprehending a driver, there are inherently negative features in such encounters. The reasons for the public’s resentment

7、 of traffic law enforcement are</p><p>　　caused by apprehension are embarrassment and worry about financial consequences. Finally, these negative feelings often lead to the development of negative attitudes

8、toward the police.</p><p>　　On the other hand, when a police officer does not punish a driver for the commission of a violation, the latter experiences extreme feelings of gratitude (Bonifacio, 1991). Nevert

9、heless, the very act of being stopped in public by a police officer is in itself an unpleasant experience. Kirkham and Wollan (1980) maintain that “the police car’s rotating emergency lights seem to the distraught motori

10、st to serve as a beacon which draws the entire community’s attention to the mistake he has made. The </p><p>　　De-Waard and Rooijers (1994) compared the influence of direct police enforcement and enforcement

11、 with radar followed by fines sent to the offending drivers by mail. “Personal” enforcement by the police was found to be more effective in reducing speeding. The authors concluded that the advantages of enforcement by t

12、he police are the immediate feedback that the driver receives and the deterring effect on other drivers who witness the scene. It is likely that the unpleasantness of the situation its</p><p>　　Drivers’ perc

13、eptions of police officers</p><p>　　Kirkham and Wollan (1980) state that the variety of explanations that drivers offer for being stopped by a police officer, refer mainly to police officers’ personal motive

14、s and improper conduct. For example, drivers assume that the officer is behind in his daily “quota” of traffic citations, “has it in” for sport cars or is prejudiced against blacks or whites, young drivers or old ones. I

15、ndeed, a survey asking respondents about the purpose of traffic citations for moving violations revealed that</p><p>　　Police officers’ role and the perceived risk of apprehension</p><p>　　Shina

16、r and McKnight (1986), adopting a utility model of human behavior, suggested that the effectiveness of traffic law enforcement is strongly related to the perceived risk of apprehension, which depends on the salience of t

17、he police force, its perceived preparedness to apprehend, and the density (either actual or perceived) of police units per road section. The authors argue, however, that a major problem is inherent in the contradiction b

18、etween the two purposes of enforcement: apprehending th</p><p>　　obedience. Whereas a low visibility for police units is necessary to achieve the first purpose, high visibility would heighten the perception

19、of the risk of apprehension and thereby increase obedience in the long run. The authors contend that enforcement units should be visible and perceived as threatening which means that police officers should spend minimal

20、time in apprehending drivers, since during this time they are perceived as incapable of apprehending</p><p>　　other violators.</p><p>　　It could be further argued that the perceived risk of appr

21、ehension and, consequently, the effectiveness of police enforcement depend not only on the objective characteristics of the police but also on a driver’s perception of police officers’ attributes. The perception of polic

22、e officers as competent and effective, for example, is likely to increase the perception of risk of apprehension. Furthermore, the image of traffic police may well affect drivers’ expectations of the consequences of thei

23、r </p><p>　　Aims of study</p><p>　　The present study examines empirically various aspects of drivers’ attitudes toward police officers’ enforcing traffic laws. Specifically, the study explores d

24、rivers’ perceptions of police officers’ attributes, drivers’ evaluation of the conduct of traffic police, and the emotions that drivers experience during apprehension for committing an offense. Attitudes toward police ar

25、e affected by such demographic variables as age, gender, and race (Preiss and Ehrlich, 1966; Tuohy and Wrennal, 1995; Zam</p><p>　　For most citizens, police officers represent the institution of authority. S

26、ince the encounter with police officers who enforce traffic laws constitute the only contact that most citizens have with the police (Kirkham and Wollan, 1980), drivers’ attitudes toward “traffic cops” are likely to be r

27、elated to a general disposition toward the police authority. Tyler (1990) suggests that compliance with the law might result from the support given to a specific authority group, and consequently, a belie</p><

28、p>　　dictate behavior. The present study, accordingly, examines the relationship between drivers’ perceptions of police officers and their attitude toward the traffic law enforcement function of the police. </p>

29、<p><b>　　Method</b></p><p>　　The study was carried out in the Israeli army as a part of a comprehensive research program examining various aspects of driving behavior. Attitudes toward mili

30、tary police officers were examined. The military police, that operates only within the army, is composed of regular soldiers as well as noncommissioned officers and officers. Ordinarily, it handles disciplinary offenses

31、such as traffic violations or improper appearance; more severe offenses are treated by a special unit.</p><p>　　A questionnaire was administered to 693 male respondents who had a driver’s license. The respon

32、dents are similar to the general male population in Israel, since almost the entire population performs military service. However, only male respondents were included in the study, since the rate of accidents and traffic

33、 violations are much higher among male drivers than among female drivers (Evans, 1991; Maycock et al., 1991; Storie, 1977).</p><p>　　Of the respondents, 22 percent were officers, 36 percent non-commissioned

34、officers, and 42 percent regular soldiers; 89 percent of the respondents served in non-combat units, and 11 percent in combat units. Twenty-three percent had their driving license for a year or less, 28 percent for two t

35、o four years, 19 percent for five to ten years, and 30 percent for 11 years or more. Twenty-four percent drove fewer than 1,000km per month, 35 percent from 1,000-1,500km, 28 percent from 1,500-2,000km, and</p>&l

36、t;p>　　The age range was 18-45 years (M = 27.35, SD = 7.8). The age group of 18-24 years was defined as younger drivers (N = 336) and 25-45 years as older drivers (N = 298); 59 respondents who did not report their age

37、were not included in the analyses.</p><p><b>　　Results</b></p><p>　　The results are presented in three parts. The first part regarding drivers’ perceptions of police officers’ enforc

38、ing traffic laws, was analyzed with two-way repeated measures analyses of variance, with age being the between-subjects variable. The second part examined differences between younger and older drivers in the emotions exp

39、erienced during apprehension through a discriminant analysis. The third part employed multivariate regression</p><p>　　analyses to predict the perceived importance of police in enforcing traffic laws as well

40、 as the perceived deterring effect of the police. The variables were composed according to the factor-analyses results.</p><p>　　Limitations of the study</p><p>　　Several variables examined in t

41、he study may be affected by social desirability. For example, drivers might have been reluctant to report experiencing stress and fear during apprehension. Thus the results might be biased in the direction of under-repor

42、ting.</p><p>　　The age differences examined in the study are naturally accompanied by differences in variables such as education, marital status and driving experience. Thus the interpretation of these resul

43、ts is somewhat limited. It would be desirable to compare younger and older drivers while controlling other differences between the groups.</p><p>　　Since the organizational context of the study, the army, is

44、 highly specific, an argument might be made against generalizing the results. The respondents, however, do not represent a unique population in any way, except for the gender variable. In Israel, almost the entire male p

45、opulation performs military service. Thus, the respondents are similar to the general male population in the country. Since, of course, only male respondents were included in the study, the results cannot be generalized

46、t</p><p>　　Additionally, as the military organizational setting is likely to accentuate the harsh aspects of the image of police officers, the results should be compared with those gathered in a civilian con

47、text.</p><p>　　Author(s): Dana YagilSource: Policing: An International Journal of Police Strategies & Management Volume: 21 Issue: 2 1998</p><p><b>　　譯文：</b></p><p>

48、;　　“我很好，你不好”——駕駛員對(duì)交警交通執(zhí)法的態(tài)度</p><p>　　交警在交通執(zhí)法成功上扮演著主要角色(雪拿和麥克奈特， 1986)。 然而，正如雷德萊特和卡特（1994）認(rèn)為，“到目前為止，警方與市民的最大的沖突發(fā)生在交通執(zhí)法”（第207頁(yè)）。本文探討了司機(jī)對(duì)于交警執(zhí)法的態(tài)度以及它們與交警權(quán)威的一般關(guān)系。</p><p><b>　　交警的恐嚇事件</b>&

49、lt;/p><p>　　交警與公民在交通情況里的事件提供了公民對(duì)交警敵意的主要證據(jù)(威爾遜，1964）?？驴四泛臀謧悾?980）認(rèn)為，對(duì)于大多數(shù)公民，交通事故僅與交警相關(guān)。當(dāng)交警拘留司機(jī)時(shí)，不管多么善于處理人際關(guān)系，在這之中固然存在著負(fù)面的事情。公眾對(duì)于交通執(zhí)法不滿的原因是復(fù)雜的?？驴四泛臀謧悾?980）提供了關(guān)于司機(jī)經(jīng)歷首先逮捕時(shí)的不滿情緒。首先，交警是政府權(quán)力的顯著標(biāo)志。因此逮捕代表了對(duì)司機(jī)自由駕駛行為的不滿。此

50、外，拘留透露給司機(jī)這樣一種情況：一個(gè)做錯(cuò)事的小孩將受到懲罰。盡管司機(jī)被要求停止或把(車)駛到(或駛向)路邊，司機(jī)們感到受到歧視，懷疑他們這種行為的原因只是僅僅為了完成指標(biāo)。</p><p>　　此外，逮捕引發(fā)犯罪感，使司機(jī)把交警看作保護(hù)機(jī)制，由逮捕引發(fā)的另種情感是尷尬和對(duì)財(cái)政結(jié)果的擔(dān)憂。最后，這些負(fù)面感覺(jué)導(dǎo)致了對(duì)于交警的負(fù)面態(tài)度；另一方面當(dāng)交警沒(méi)有讓司機(jī)交罰金，則會(huì)使司機(jī)心懷感激。 （博尼法西奧，1991） &l

51、t;/p><p>　　然而，這種被交警在公共場(chǎng)所阻止的行為本身就是一種不愉快的經(jīng)歷。 柯克姆和沃倫 (1980) 堅(jiān)持認(rèn)為對(duì)于司機(jī)來(lái)說(shuō)警車旋轉(zhuǎn)的緊急燈似乎是向全社區(qū)宣布他所犯的錯(cuò)誤的一盞信號(hào)燈。這一事件的一分鐘對(duì)于無(wú)助的司機(jī)就相當(dāng)于痛苦的一小時(shí)。</p><p>　　De-Waard and Rooijers (1994) 將交警直接執(zhí)法與雷達(dá)執(zhí)法通過(guò)郵件把罰單送過(guò)去進(jìn)行比較，交警親自執(zhí)法對(duì)于

52、減少超速更加有效。作者的結(jié)論是：由警方執(zhí)法的優(yōu)勢(shì)是即時(shí)性以及現(xiàn)場(chǎng)見(jiàn)證對(duì)其他司機(jī)具有的阻嚇作用。這種境遇本身就是不愉快的。特別是對(duì)與執(zhí)法交警打交道的消極態(tài)度，同樣看作為一種懲罰。例如，Deffenbacher et al(1994)發(fā)現(xiàn)在場(chǎng)的交警是構(gòu)成激怒司機(jī)，特別是男司機(jī)的因素。</p><p>　　司機(jī)眼里的交警，司機(jī)對(duì)于交警的看法</p><p>　　柯克姆和沃倫(1980) 陳述了許

53、多司機(jī)提供被警察制止的解釋，主要是指警務(wù)人員的個(gè)人動(dòng)機(jī)和不當(dāng)行為比如說(shuō)，司機(jī)們認(rèn)為交警都有關(guān)于交通引文的日常指標(biāo)，在這之中有關(guān)跑車或者黑人白人及新手老手的偏見(jiàn)。事實(shí)上，調(diào)查詢問(wèn)有關(guān)交通違法行為的目的引文移動(dòng)顯示，受訪司機(jī)不認(rèn)為預(yù)防事故的背后是一個(gè)警察的行動(dòng)的主要?jiǎng)訖C(jī)：48的受訪者認(rèn)為，其目的是提高稅收?qǐng)?zhí)法，百分之十七認(rèn)為這是提高收入的城市，只有百分之六認(rèn)為這只是企圖以防止意外發(fā)生(Waters and Mcgrath， 1974)。 S

54、weeney (1982) 認(rèn)為司機(jī)經(jīng)常把體育作為一種追求之間的競(jìng)爭(zhēng)形式和追求交通執(zhí)法。如，司機(jī)在雷達(dá)探測(cè)器上花費(fèi)大筆金錢。時(shí)大眾有時(shí)又對(duì)一些交警的不公平策略感到憤恨不平：關(guān)于隱性交通執(zhí)法技術(shù)使大眾感到不滿</p><p>　　警務(wù)人員的角色和意識(shí)風(fēng)險(xiǎn)的憂慮</p><p>　　雪拿和麥克奈特(1986)， 采用實(shí)用新型的人類行為，認(rèn)為交通執(zhí)法的有效性與意識(shí)到風(fēng)險(xiǎn)的擔(dān)憂有著密切相關(guān)聯(lián)系。這

55、由警隊(duì)的突出性決定，時(shí)刻觀察準(zhǔn)備逮捕和每條公路區(qū)警力單位的密度(實(shí)際上或者監(jiān)察的)。作者反對(duì)到，然而內(nèi)在的主要問(wèn)題是倆個(gè)執(zhí)行目的的矛盾。:逮捕違反法規(guī)的人和加強(qiáng)長(zhǎng)期服從。而對(duì)于警察部隊(duì)低能見(jiàn)度要達(dá)到第一個(gè)目的，能見(jiàn)度高將會(huì)提高風(fēng)險(xiǎn)認(rèn)知的憂慮是必要的，作者爭(zhēng)論到執(zhí)法單位應(yīng)該有效和具有威嚇力這就意味著交警應(yīng)該花最少時(shí)間去逮捕違法司機(jī)，由于這段時(shí)間交警是沒(méi)法逮捕其他違法者。還可以進(jìn)一步認(rèn)為意識(shí)到拘留的風(fēng)險(xiǎn)交警的感知能力應(yīng)備能力和有效性。例如有

56、可能加提高識(shí)別危機(jī)的洞察力。此外，交警形象有可能影響到司機(jī)對(duì)逮捕后果的期望。也就是說(shuō)違規(guī)處罰極其嚴(yán)重程度的可能性。</p><p><b>　　研究目的</b></p><p>　　本研究探討執(zhí)行交通法規(guī)的司機(jī)對(duì)警察的態(tài)度，各方面的經(jīng)驗(yàn)。特別是本研究，探討了司機(jī)對(duì)交警屬性的認(rèn)知，交警執(zhí)法的評(píng)估，以及其經(jīng)歷在罪被逮捕后的體驗(yàn)。對(duì)于警察態(tài)度受到如年齡性別種族等統(tǒng)計(jì)數(shù)據(jù)的變

57、動(dòng)影響。</p><p>　　(Preiss and Ehrlich， 1966; Tuohy and Wrennal， 1995; Zamble and Annesley， 1987)。 本文探討了年輕司機(jī)和老齡司機(jī)之間的差別。由于年齡與違規(guī)有密切關(guān)聯(lián)：年輕比車齡大的司機(jī)更加會(huì)違法 (Arnett， 1990; Levy， 1990)。 此外年輕和老司機(jī)遵守交通法規(guī)有不同的動(dòng)機(jī)：雖然年輕的司機(jī)更加受到執(zhí)法的公正

58、性以及遵守法規(guī)義務(wù)的影響。年長(zhǎng)司機(jī)則把違反交通規(guī)則后果做為動(dòng)機(jī)。(Yagil， 1998)。由于交警是在行法規(guī)這件事時(shí)唯一與公民有聯(lián)系的，所以對(duì)多數(shù)公民來(lái)說(shuō)，交警代表著機(jī)構(gòu)的權(quán)威。 (柯克姆和沃倫， 1980)， 司機(jī)對(duì)于交通警察的態(tài)度很有可能與交警總體部署相關(guān)。 泰勒 (1990)提出來(lái)自某個(gè)權(quán)威團(tuán)體的支持是與遵守法律一致的，因此，法律當(dāng)局擁有合法權(quán)決定行為。本文，因此驗(yàn)證了司機(jī)對(duì)于交警監(jiān)察和他們關(guān)于交警在交通執(zhí)法中的作用的關(guān)系。&l

59、t;/p><p><b>　　方法</b></p><p>　　此項(xiàng)研究是作為全面調(diào)查駕駛行為不同方面的研究項(xiàng)目的一個(gè)部分在以色列軍隊(duì)展開的。對(duì)于軍警的態(tài)度做了探討。軍警，僅僅在軍隊(duì)里開展，由普通士兵構(gòu)成以及士官和軍官。通常情況下它處理諸如交通違章違紀(jì)行為或不當(dāng)?shù)耐庥^，更嚴(yán)重的罪行，有專門的單位來(lái)處理。一份向693名擁有駕照的男性展開的問(wèn)卷調(diào)查。受訪者與該國(guó)男性人口相似，

60、因?yàn)閹缀跽麄€(gè)國(guó)家男性都服兵役。然而，研究中僅僅包括男性受訪者，，因?yàn)樵谶`反交通法規(guī)中男性所含比例遠(yuǎn)遠(yuǎn)大于女性司機(jī)。(Evans， 1991; Maycock et al。， 1991; Storie， 1977)。</p><p>　　在受訪者中，22%是軍官，36%是士官，42%是普通士兵。89%在非作戰(zhàn)部隊(duì)中，11%在作戰(zhàn)部隊(duì)中。23%的人的駕照是一年或者少于一年，擁有駕照兩年或以上的占28%，五年到十年以上

61、的占19%。十一年以上的占30%。24%的人開車距離少于10000千米一個(gè)月，35%的人是1000—1500千米。28%的人 是1500—2000千米，13%的人開多余2000千米。年齡范圍為18-45歲 (M = 27。35， SD = 7。8)。 在18-24歲年齡組被定義為年輕的司機(jī)</p><p>　　(N = 336) 25-45年為老司機(jī)(N = 298); </p><p>

62、　　另有59名受訪者未報(bào)告他們年齡的沒(méi)有包括在分析里。</p><p><b>　　研究結(jié)果</b></p><p>　　結(jié)果分三部分呈現(xiàn)，第一部分關(guān)于司機(jī)對(duì)交警執(zhí)法力度的看法，分析了雙向重復(fù)測(cè)量方差分析，即隨著年齡介于-科目變量。第二部分通過(guò)差異分析法研究了年長(zhǎng)司機(jī)與年輕司在機(jī)逮捕期間情緒的的差異。第三部分采用多元回歸分析，預(yù)測(cè)在在執(zhí)法中交警觀察的重要性以及觀察交警

63、威嚇的作用，變量都是由事實(shí)分析結(jié)果構(gòu)成的</p><p><b>　　研究的局限性</b></p><p>　　在該研究重點(diǎn)變量可能會(huì)受到社會(huì)意愿的影響。例如司機(jī)可能情愿報(bào)道在拘捕中的經(jīng)歷的壓力與恐懼。因此結(jié)果可能會(huì)因報(bào)告不足而產(chǎn)生偏差。 年齡差異在該研究的分歧是自然伴隨著諸如教育，婚姻狀況及駕駛經(jīng)驗(yàn)變量的差異。e因此對(duì)于結(jié)果的解釋是有些局限的。比較年輕和老司機(jī)，同時(shí)

64、控制其他群體之間的差異將是可取由于這項(xiàng)研究，軍隊(duì)，組織方面是非常具體，論點(diǎn)可能會(huì)與一般結(jié)論相互抵觸。對(duì)于訪者，然而，不要只代表任何一種特殊群體，，除了性別變化。在以色列，幾乎所有男性都服兵役。因此，受訪者差不多就是該國(guó)的男性，因此，當(dāng)然了，在研究中只包括男性受訪者。結(jié)果不能推廣到女性司機(jī)上</p><p>　　此外，作為軍隊(duì)組織設(shè)置可能會(huì)對(duì)交警的形象產(chǎn)生惡劣的影響，結(jié)果應(yīng)該與這些民用背景相比較。</p>